Chapter 22

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
CHAPTER 22 - AUTO FLIGHT

TABLE OF CONTENTS
REFERENCE SUBJECT
CHAPTER 22
22-00-00 AUTO FLIGHT - GENERAL
22-00-00 PB 001 AUTO FLIGHT - GENERAL - DESCRIPTION AND OPERATION
22-00-00-13200-B Layout of the AFS Components
22-00-00-13300-A Location of the AFS Computers
22-00-00-15200-A General Architecture of the AFS
22-00-00-15300-A AFS - Controls and Indicating
22-00-00-19800-A Interconnection Between the AFS and the Engines
22-00-00-22400-A Display of the FAC Data on the Speed Scale of the PFD
22-00-00-22800-A AFS - FD Symbols on the PFD
22-00-00-23100-B AFS - Annunciator of the Flight Modes on the PFD
22-00-00-23300-A AFS - Selection of Navaids
22-00-00-23400-A AFS - Display of Flight Management Information
22-10-00 AUTOPILOT/FLIGHT DIRECTOR (AP/FD)

22-10-00 PB 001 AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - DESCRIPTION AND
OPERATION
22-10-00-12400-A Layout of AP/FD and Flight Control Components
22-10-00-12500-A Location of Components
22-10-00-12600-C Location of FCU and MCDUs
22-10-00-14100-A AP/FD Controls and Indicating in the Cockpit
22-10-00-15500-B Different FD Orders
22-10-00-16300-B LEVEL CHANGE in Manual and Automatic Control
22-10-00-17700-A AFS/EFCS Interface
22-10-00-17900-A Rudder Control
22-10-00-18100-A Pitch Control
22-10-00-18200-A Aileron Control
22-10-00-18400-A Spoiler Control
22-10-00-18600-A Nose Wheel Control
22-10-00-19000-A AP/FD Information on the PFDs
22-10-00-19400-A Interface Between FMGCs and PFDs
22-10-00 PB 501 AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - ADJUSTMENT/TEST
22-10-00-710-001-A Operational Test of the Takeover and Priority Pushbutton Switches
22-10-00-710-002-A Operational Test of Autopilot Disengagement and Locking Devices of the
Side Stick Controller and Rudder Pedals
22-10-00-710-003-A Operational Test of the Vertical Speed and Heading Hold Modes
22-10-00-710-004-A Operational Test of the FCU Lighting
22-10-00-710-005-A Operational Test of the Indicator Lights and Displays of the FCU
22-10-00-710-006-A Operational Test of the FCU
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REFERENCE SUBJECT
22-10-00-710-007-A Operational Test of the Altitude Alert Warning
22-11-00 AP/FD ENGAGEMENT

22-11-00 PB 001 AP/FD ENGAGEMENT - DESCRIPTION AND OPERATION
22-11-00-12500-A FD Engagement
22-11-00-12700-A FD - Engage Hardware Logic
22-11-00-12800-A FG HLTY Logic
22-11-00-12900-A FD Disengagement
22-11-00-13100-A AP/FD COND Logic
22-11-00-13300-A AP/FD/A THR Common Conditions
22-11-00-13500-A FD Basic Loops
22-11-00-13600-A FD Command Monitoring
22-11-00-13800-A Removal of FD Commands
22-11-00-14400-B AP - Engage Hardware Logic
22-11-00-14600-A AP COND Logic
22-11-00-14700-A Pitch Basic Loop
22-11-00-14800-A Roll Basic Loop
22-11-00-15000-A Yaw Basic Loop
22-11-00-15100-A AP Command Generation
22-11-00-15300-A Side Stick Controllers and Rudder Pedals - Locking Logic
22-11-00-15500-A AP OFF Warning
22-12-00 CRUISE MODES

22-12-00 PB 001 CRUISE MODES - DESCRIPTION AND OPERATION
22-12-00-13700-B Speed Control
22-12-00-14500-A Lateral Modes Active in Cruise
22-12-00-15100-B HDG/TRK Selection
22-12-00-15200-B HDG/TRK Mode
22-12-00-15300-A HDG/TRK Control Law
22-12-00-15700-B Engagement of NAV Mode at Takeoff
22-12-00-15800-B Engagement of NAV Mode (HDG TRK Selector Knob)
22-12-00-15900-B Engagement of NAV Mode (DIRECT TO)
22-12-00-16000-A Horizontal Path Law
22-12-00-16400-B LOC Mode
22-12-00-16800-A AP/FD Longitudinal Modes Active
22-12-00-17200-B ALT ACQ Mode
22-12-00-17300-B ALT ACQ Mode - Change of Selected Altitude During the Arming Phase
22-12-00-17400-B ALT ACQ Mode - Change of Selected Altitude During the Capture Phase
22-12-00-17500-A Barometric Correction
22-12-00-17600-A ALT ACQ Control Law
22-12-00-17800-B AP Engagement with FD in ALT Mode
22-12-00-17900-A ALT HOLD Control Law
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REFERENCE SUBJECT
22-12-00-18600-B V/S FPA Mode Selection
22-12-00-18700-B V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob
22-12-00-18800-B Altitude Hold Through V/S FPA Mode
22-12-00-18900-A V/S FPA Control Laws
22-12-00-19200-B OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude
22-12-00-19300-B IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude
22-12-00-19400-B OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude
22-12-00-19500-B OPEN CLB Mode - V/S Demand Above Performance Capability
22-12-00-19600-A SPD/Mach Control Law
22-12-00-19800-B EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude
22-12-00-19900-B EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude
22-12-00-20000-B EXPED Mode - Disengagement by Selected Speed Selection
22-12-00-20700-B Managed Level Change When A/C Altitude < Selected Altitude
22-12-00-20800-B Managed Level Change - Leveling Off Caused by an Altitude Constraint
22-12-00-20900-B Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control
22-12-00-21000-B DES Mode Disengagement When Climb Phase is Activated
22-12-00-21200-B CLB Mode in Takeoff Phase
22-12-00-21600-A Vertical Path Control Law
22-13-00 COMMON MODES

22-13-00 PB 001 COMMON MODES - DESCRIPTION AND OPERATION
22-13-00-12600-B Takeoff with NAV Armed
22-13-00-12700-A PITCH TAKEOFF Mode - Logic
22-13-00-12800-A SRS Control Law
22-13-00-13000-A RUNWAY Mode Logic
22-13-00-13100-A RUNWAY Control Law
22-13-00-13200-B Takeoff with Heading Preset
22-13-00-13700-B ILS Approach
22-13-00-13800-A LAND Mode Arm - Logic
22-13-00-13900-A Active LOC and GLIDE Modes - Capture Conditions
22-13-00-14000-A LAND TRACK Logic
22-13-00-14100-A FMA Displays
22-13-00-14200-A LOC Law - Computation Principle
22-13-00-14300-A LOC CPT Control Law
22-13-00-14400-A LOC TRACK and ALIGN Control Law
22-13-00-14500-A ROLL OUT Control Law
22-13-00-14600-A FLARE Control Law
22-13-00-14700-A GLIDE Capture and Track Phase
22-13-00-14900-B AREA NAV Approach
22-13-00-15000-A FINAL DES Mode - Logic
22-13-00-15400-B GO AROUND Mode
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REFERENCE SUBJECT
22-13-00-15600-A GO AROUND Logic (Pitch and Roll Axes)
22-30-00 AUTOTHRUST
22-30-00 PB 001 AUTOTHRUST - DESCRIPTION AND OPERATION
22-30-00-12400-A Cockpit - Location of Controls and Indications
22-30-00-12500-A Electronics Rack - Location of Computers
22-30-00-13900-A Autothrust System - Block Diagram
22-30-00-14400-A Thrust Setting
22-30-00-14500-A Throttle Definition
22-30-00 PB 401 AUTOTHRUST - DEACTIVATION/REACTIVATION
22-30-00-040-004-A Check of the Throttle Control Units
22-30-00 PB 501 AUTOTHRUST - ADJUSTMENT/TEST
22-30-00-710-003-A Operational Test of the Engine / Autothrust System Isolation (with AIDS)
22-31-00 AUTOTHRUST ENGAGEMENT

22-31-00 PB 001 AUTOTHRUST ENGAGEMENT - DESCRIPTION AND OPERATION
22-31-00-13000-A A/THR Engage Logic
22-31-00-13800-A Realization of the Engage or Disengage Logic
22-31-00-14200-A Isolation of the Engines
22-31-00-14700-A A/THR Warnings
22-31-00-14800-A A/THR Warnings Computation and Display
22-32-00 AUTOTHRUST MODES

22-32-00 PB 001 AUTOTHRUST MODES - DESCRIPTION AND OPERATION
22-32-00-12500-A Activation of A/THR Mode according to AP/FD Modes
22-32-00-12900-A Alpha Floor Protection
22-32-00-13400-B SPD/MACH Law
22-32-00-13500-A A/THR Basic Loop
22-32-00-14300-B A/THR Indications
22-60-00 FLIGHT AUGMENTATION (FAC)

22-60-00 PB 001 FLIGHT AUGMENTATION (FAC) - DESCRIPTION AND OPERATION
22-60-00-14000-A FAC - Component Location (Cockpit)
22-60-00-14100-A FAC - Component Location (Electronics Rack)
22-60-00-15400-A FAC - Component Layout
22-60-00 PB 501 FLIGHT AUGMENTATION (FAC) - ADJUSTMENT/TEST
22-60-00-710-001-A Operational Test of the FAC 2 Functions
22-60-00-710-002-A Operational Test of the Automatic Change-Over Function
22-60-00-710-003-A Operational Test of the Return to Low Speed Function
22-60-00-710-004-A Operational Test of the Windshear Function
22-60-00-991-00100-A Procedure Test
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REFERENCE SUBJECT
22-61-00 ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION

22-61-00 PB 001 ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION -
DESCRIPTION AND OPERATION
22-61-00-16800-A Rudder Travel-Limitation Unit - Block Diagram
22-61-00-17400-A Rudder Travel-Limitation Unit - Control Law
22-61-00-17800-A Rudder Travel-Limitation - Changeover Logic
22-61-00-17900-A Return to Low Speed Logic
22-61-00-18100-A Monitoring of Rudder Travel-Limiting Function
22-61-00 PB 501 ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION -
ADJUSTMENT/TEST
22-61-00-710-001-A Operational Test of the Rudder Travel Limiting Function
22-62-00 RUDDER TRIM COMPUTATION

22-62-00 PB 001 RUDDER TRIM COMPUTATION - DESCRIPTION AND OPERATION
22-62-00-11200-A Rudder Trim Function
22-62-00-12600-A Rudder Trim Architecture
22-62-00-14300-A Rudder Trim Changeover - Logic
22-62-00-14700-A Rudder Trim Actuator - Generation of the Control Order
22-62-00-15500-A Monitoring of Rudder Trim - Block Diagram
22-62-00-17100-A Rudder-Trim Control Switch
22-62-00-17200-A Interconnections between FAC and Rudder-Trim Control Switch
22-62-00-17600-A Interconnections between FAC and RUD TRIM/RESET Pushbutton
Switch
22-62-00-17700-A Rudder Trim Actuator - Principle
22-62-00-18100-A Interconnections between FAC and Rudder Trim Actuator
22-62-00 PB 501 RUDDER TRIM COMPUTATION - ADJUSTMENT/TEST
22-62-00-710-001-A Operational Test of the Rudder Trim Function
22-62-11 CONTROL SWITCH - RUDDER TRIM
22-62-11 PB 401 CONTROL SWITCH - RUDDER TRIM - REMOVAL/INSTALLATION
22-62-11-000-001-A Removal of the RUD TRIM Control Switch
22-62-11-991-00200-A RUD TRIM Control Switch
22-62-11-400-001-A Installation of the RUD TRIM Control Switch
22-62-12 PUSHBUTTON SWITCH - RUDDER TRIM/ RESET
22-62-12 PB 401 PUSHBUTTON SWITCH - RUDDER TRIM/ RESET -
REMOVAL/INSTALLATION
22-62-12-000-001-A Removal of the RUD TRIM/RESET Pushbutton Switch
22-62-12-991-00100-A RUD TRIM/RESET Pushbutton Switch
22-62-12-400-001-A Installation of the RUD TRIM/RESET Pushbutton Switch
22-62-21 INDICATOR - RUDDER TRIM
22-62-21 PB 401 INDICATOR - RUDDER TRIM - REMOVAL/INSTALLATION
22-62-21-000-001-A Removal of the Rudder Trim Indicator
22-62-21-991-00200-A Rudder Trim Indicator
22-62-21-400-001-A Installation of the Rudder Trim Indicator
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REFERENCE SUBJECT
22-63-00 YAW DAMPER COMPUTATION

22-63-00 PB 001 YAW DAMPER COMPUTATION - DESCRIPTION AND OPERATION
22-63-00-11200-A Yaw Damper Function
22-63-00-12600-A FAC - Architecture of Yaw Damper
22-63-00-14100-A Interconnections between FAC and Yaw Damper Servo-Actuator
22-63-00-15800-A Yaw Damper Control-Law
22-63-00-16300-A Monitoring of Yaw Damper - Block Diagram
22-63-00 PB 501 YAW DAMPER COMPUTATION - ADJUSTMENT/TEST
22-63-00-710-001-A Operational Test of the Yaw Damper Function
22-64-00 CONFIGURATION AND OPERATIONAL SPEED COMPUTATION

22-64-00 PB 001 CONFIGURATION AND OPERATIONAL SPEED COMPUTATION -
22-64-00-11200-A Interconnections Between FAC and Users
22-64-00-12900-A FAC Data on the Speed Scale of the PFD (Sheet 1/2)
22-64-00-13000-A FAC Data on the Speed Scale of the PFD (Sheet 2/2)
22-64-00-14400-A Speed Computations - General Architecture
22-64-00-14700-B Speed Computation - Use of FM Weight/CG
22-64-00-15100-A FAC - Computation of Aerodynamic Flight-Path Angle (Gamma-a) and
Potential Flight-Path Angle (Gamma-T)
22-64-00-15500-A Alpha Floor _ Computation and Interface
22-64-00-15600-A FAC - Alpha Floor
22-64-00-15700-B ECAM - RTL / Rudder Trim Position
22-64-00-16700-A Windshear Detection Principle
22-64-00-16900-A Windshear Architecture
22-64-00-17100-A MCDU - AFS/Windshear Test
22-64-00-17500-A Low Energy Warning Principle
22-64-00-17600-A Low Energy Warning Architecture
22-65-00 ENGAGEMENT AND INTERNAL MONITORING

22-65-00 PB 001 ENGAGEMENT AND INTERNAL MONITORING - DESCRIPTION AND
OPERATION
22-65-00-12300-A FAC Engagement Principle
22-65-00-14000-A Monitoring of the Computer
22-65-00-14100-A Verification of FAC ARINC Transmissions
22-65-00-14800-A Reconfiguration Table
22-65-00-14900-A ADC Processing
22-65-00-15000-A Vc Monitoring Principle
22-65-00-15100-A IRS Processing
22-65-00-15200-A Yaw Rate and Lateral Acceleration - Monitoring Principle
22-65-00-15300-A Angle-of-Attack - Monitoring Principle
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REFERENCE SUBJECT
22-65-00-15400-A SFCC and LGCIU - Principle of Acquisition
22-65-00-15700-A Monitoring of Internal Power Supplies
22-65-00-16100-A Sensors - Principle
22-65-00-16500-A 26V/400 Hz Monitoring
22-66-00 FLIGHT AUGMENTATION COMPUTER (FAC)

22-66-00 PB 001 FLIGHT AUGMENTATION COMPUTER (FAC) - DESCRIPTION AND
OPERATION
22-66-00-12400-A FAC - Component Location
22-66-00-12500-A General Architecture
22-66-00 PB 401 FLIGHT AUGMENTATION COMPUTER (FAC) -
DEACTIVATION/REACTIVATION
22-66-00-040-001-A Deactivation of the FAC 2
22-66-00-440-001-A Reactivation of the FAC 2
22-66-34 COMPUTER - FLIGHT AUGMENTATION (FAC)
22-66-34 PB 401 COMPUTER - FLIGHT AUGMENTATION (FAC) -
22-66-34-000-002-A Removal of the FAC
22-66-34-991-00200-A Flight Augmentation computer (FAC)
22-66-34-400-002-A Installation of the FAC
22-67-00 FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY

22-67-00 PB 001 FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY - DESCRIPTION
AND OPERATION
22-67-00-11400-A 28VDC Power Supply - Block Diagram
22-67-00-11800-A 26VAC Power Supply - Block Diagram
22-67-00-11900-A FAC - Internal Power Supply
22-67-00-12400-A Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 channel)
22-67-00-14000-A Yaw Damper Servo-Actuator - Hydraulic Power Supply
22-68-00 FAC: DISCRETE/ANALOG INTERFACES

22-68-00 PB 001 FAC: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND
OPERATION
22-68-00-11200-A FAC - Discretes/Analog Interfaces
22-69-00 FAC: ARINC BUS INTERFACES

22-69-00 PB 001 FAC: ARINC BUS INTERFACES - DESCRIPTION AND OPERATION
22-69-00-11200-A FAC - ARINC Interface
22-70-00 FLIGHT MANAGEMENT SYSTEM (FMS)

22-70-00 PB 001 CONF 01 FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND
OPERATION
22-70-00-12400-A Component Location
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REFERENCE SUBJECT
22-70-00-13600-A FMS General Architecture
22-70-00-15900-A FM Inputs/Outputs
22-70-00-17300-A General FMF Architecture
22-70-00-19600-A FMS Position
22-70-00-19700-B Navigation Mode Selection Logic
22-70-00-21100-A POSITION MONITOR Page
22-70-00-21200-A PROGRESS Page
22-70-00-21300-A RADIO NAV Page
22-70-00-21300-B RADIO NAV Page
22-70-00-21400-A SELECTED NAVAIDS Page
22-70-00-21400-B SELECTED NAVAIDS Page
22-70-00-21500-A GPS MONITOR Page
22-70-00-21600-A IRS MONITOR and IRSn Pages
22-70-00-21700-A PREDICTIVE GPS Page
22-70-00-22300-B IRS INIT Page
22-70-00-22300-D IRS INIT Page
22-70-00-24100-B INIT A Page
22-70-00-24100-D INIT A Page
22-70-00-24700-C INIT B Pages
22-70-00-24700-D INIT B Pages
22-70-00-25300-C LAT REV Pages
22-70-00-25400-B DIRECT TO Pages
22-70-00-25500-A Departure Procedure Stringing
22-70-00-25800-A Arrival Procedure Stringing (without STAR RWY TRANS)
22-70-00-25900-A Arrival Procedure Stringing (when A/C is Located in Arrival Procedure)
22-70-00-26300-B HOLD Pages
22-70-00-26300-D HOLD Pages
22-70-00-26800-B Direct TO with Abeam, Radial IN and Radial OUT Cases
22-70-00-27100-A Engine Out SID
22-70-00-27200-A Immediate OFFSET
22-70-00-27400-C Computation of Abeam and Radial Intercept Points
22-70-00-27400-E Computation of Abeam and Radial Intercept Points
22-70-00-27600-C Example of LAT/LONG Crossing Points Entry
22-70-00-27600-E Example of LAT/LONG Crossing Points Entry
22-70-00-27800-A Along Track Offset (ATO) Waypoints
22-70-00-28500-A CLOSEST AIRPORTS Pages
22-70-00-29300-A XTK and TKE Computation
22-70-00-29500-A Master Ahead the Slave
22-70-00-29600-A Slave Ahead the Master
22-70-00-30700-A F-PLN Definition
22-70-00-31200-A Altitude Constraint - CLB/DES Type
22-70-00-31500-A RTA Page
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REFERENCE SUBJECT
22-70-00-31500-C RTA Page
22-70-00-31600-A Time Tolerance Versus Distance
22-70-00-31700-C ETP Page
22-70-00-33700-A CONSTANT MACH Page
22-70-00-33700-C CONSTANT MACH Page
22-70-00-34100-A PERF CRZ Page in EO Condition
22-70-00-34100-B PERF CRZ Page in EO Condition
22-70-00-34200-A Take-off Profile
22-70-00-34900-A Geometric Path (Altitude Profile)
22-70-00-35000-A Geometric Path (Altitude Profile with Specified FPA) & TOO STEEP
PATH Segment
22-70-00-35100-A Approach Profiles
22-70-00-42800-A MCDU MENU page
22-70-00-42900-A MCDU B/UP F-PLN Page
22-70-00-44800-B P/N STATUS Pages
22-70-00 PB 301 FLIGHT MANAGEMENT SYSTEM (FMS) - SERVICING
22-70-00-610-006-C Downloading of the FM Data
22-70-00-610-008-C Uploading of the FM Data
22-70-00-610-008-C-01 Uploading of the FM Data
22-70-00-610-009-A Crossloading of the FM Data
22-70-00 PB 501 FLIGHT MANAGEMENT SYSTEM (FMS) - ADJUSTMENT/TEST
22-70-00-710-001-A Operational Test of the Multipurpose Control and Display Unit (MCDU)
22-70-00-710-002-A Operational Test of the Initialization of the Flight Plan
22-70-00-710-003-A Operational Test of the Automatic Switching of the MCDUs
22-70-00-710-004-A Operational Test of the BACK-UP NAV Function
22-71-00 FLIGHT PLAN/DATA BASE

22-71-00 PB 001 CONF 01 FLIGHT PLAN/DATA BASE - DESCRIPTION AND OPERATION
22-72-00 NAVIGATION/LATERAL FUNCTIONS

22-72-00 PB 001 CONF 01 NAVIGATION/LATERAL FUNCTIONS - DESCRIPTION AND
OPERATION
22-73-00 PERFORMANCE/VERTICAL FUNCTIONS

22-73-00 PB 001 CONF 01 PERFORMANCE/VERTICAL FUNCTIONS - DESCRIPTION AND
OPERATION
22-74-00 OPERATIONAL USE

22-74-00 PB 001 CONF 01 OPERATIONAL USE - DESCRIPTION AND OPERATION
22-75-00 EIS DISPLAYS
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REFERENCE SUBJECT
22-75-00 PB 001 CONF 01 EIS DISPLAYS - DESCRIPTION AND OPERATION
22-76-00 DATA LINK AND PRINTER FUNCTIONS

22-76-00 PB 001 CONF 01 DATA LINK AND PRINTER FUNCTIONS - DESCRIPTION AND
OPERATION
22-81-00 FLIGHT CONTROL UNIT (FCU)

22-81-00 PB 001 FLIGHT CONTROL UNIT (FCU) - DESCRIPTION AND OPERATION
22-81-00-12400-B Flight Control Unit (FCU)
22-81-00-12500-A FCU - Component Location
22-81-00-12600-B FCU - Internal Arrangement
22-81-00-14300-B FCU - Architecture
22-81-00-17600-A Monitoring of FCU by FMGC
22-81-00-17700-B Control of the FCU in Normal Operation
22-81-12 CONTROL UNIT - FLIGHT (FCU)
22-81-12 PB 401 CONTROL UNIT - FLIGHT (FCU) - REMOVAL/INSTALLATION
22-81-12-000-001-A Removal of the FCU
22-81-12-991-00200-A Flight Control Unit (FCU)
22-81-12-400-001-A Installation of the FCU
22-82-00 MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU)

22-82-00 PB 001 MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) -
22-82-00-11200-A MCDU Interface
22-82-00-12500-A MCDU - Component Location
22-82-00-14000-D MCDU Front Panel
22-82-00-14400-D MCDU - Functional Layout
22-82-00-14500-B MCDU Components
22-82-00-14600-B MCDU - Block Diagram
22-82-00-16000-B Functioning
22-82-00-16400-A MCDU Switching Logic
22-82-12 CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU)
22-82-12 PB 401 CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) -
22-82-12-000-001-A Removal of the MCDU
22-82-12-991-00100-A Multipurpose Control and Display Unit (MCDU)
22-82-12-400-002-A Installation of the MCDU
22-82-12 PB 701 CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) -
CLEANING/PAINTING
22-82-12-100-001-A Cleaning of the Multipurpose Control Display Unit (MCDU)
22-83-00 FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC)
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REFERENCE SUBJECT
22-83-00 PB 001 FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC) -
22-83-00-11200-B FMGC - Front Panel
22-83-00-11300-C FMGC - Internal Arrangement
22-83-00-12600-A FMGC - Component Location
22-83-00-15100-B FMGC - Architecture
22-83-00-15200-A Power Supply Unit
22-83-00-15300-A Connector FMGC
22-83-34 COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC)
22-83-34 PB 401 COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC) -
22-83-34-000-001-A Removal of the FMGC
22-83-34-991-00100-A Flight Management and Guidance Computer (FMGC)
22-83-34-400-001-C Installation of the FMGC
22-84-00 FMGS: ELECTRICAL POWER SUPPLY

22-84-00 PB 001 FMGS: ELECTRICAL POWER SUPPLY - DESCRIPTION AND
OPERATION
22-84-00-12600-A Power Supply of FMGCs
22-84-00-13100-A Power Supply of FCU
22-84-00-13800-B MCDUs - Power Supply
22-85-00 FMGS: DISCRETE/ANALOG INTERFACES

22-85-00 PB 001 FMGS: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND
OPERATION
22-86-00 FMGS: BUS INTERFACES

22-86-00 PB 001 FMGS: BUS INTERFACES - DESCRIPTION AND OPERATION
22-91-00 FAULT ISOLATION FUNCTION - PRINCIPLE

22-91-00 PB 001 FAULT ISOLATION FUNCTION - PRINCIPLE - DESCRIPTION AND
OPERATION
22-91-00-13100-A Component Location
22-91-00-15100-A Functional Block Diagram
22-91-00-15600-A Fault Detection
22-91-00-15700-A 1st Phase Analysis - FAC, FG and FM BITE levels
22-91-00-15800-A Fault Detection - 1st and 2nd Phase Analysis
22-91-00-15900-A 3rd Phase Analysis (Update of CD)
22-91-00-16100-A AFS - MAIN MENU Page
22-91-00-16200-A LAST LEG and PREVIOUS LEG REPORTS/TSD Pages
22-91-00-16300-B LRU Identification Pages
22-91-00-16400-A MCDU Pages MAIN MENU and Ground Scan Options
22-91-00-19600-A FIDS - BITE Interface
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REFERENCE SUBJECT
22-91-00-21700-A Menu Chaining
22-91-00-21800-A Example of LAST LEG REPORT Utilization (1)
22-91-00 PB 501 FAULT ISOLATION FUNCTION - PRINCIPLE - ADJUSTMENT/TEST
22-91-00-710-001-A Ground Scanning of the AFS
22-92-00 AFS FAULT ISOLATION

22-92-00 PB 001 AFS FAULT ISOLATION - DESCRIPTION AND OPERATION
22-96-00 AFS TEST

22-96-00 PB 001 AFS TEST - DESCRIPTION AND OPERATION
22-96-00-18000-A Example of AFS TEST Utilization (1)
22-96-00-18100-A Example of AFS TEST Utilization (2)
22-96-00 PB 501 AFS TEST - ADJUSTMENT/TEST
22-96-00-710-001-A Operational Test of the AFS
22-97-00 LAND CAT III CAPABILITY TEST

22-97-00 PB 001 LAND CAT III CAPABILITY TEST - DESCRIPTION AND OPERATION
22-97-00-13200-B Land Test (Accepted)
22-97-00-13300-B Land Test (Refused)
22-97-00 PB 501 LAND CAT III CAPABILITY TEST - ADJUSTMENT/TEST
22-97-00-710-001-A Operational Test of the LAND CAT III Capability
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AUTO FLIGHT - GENERAL - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
The auto-flight system is made up of the following sub-systems:
A. Flight Management and Guidance System (FMGS)
The FMGS performs the functions given below :
. autopilot (AP)
. flight director (FD)
. autothrust (A/THR)
. flight management which includes navigation, performance and processing of displays.
B. Flight Augmentation (FAC)
The FAC performs the functions given below:
. yaw damper
. rudder travel limiting
. monitoring of the flight envelope and computations of maneuvering speed
. yaw autopilot order using power loops of yaw damper and rudder trim
. FAC 1: BITE function of the AFS.
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** On A/C ALL
2. Component Location
(Ref. Fig. 22-00-00-13200-B - Layout of the AFS Components)
(Ref. Fig. 22-00-00-13300-A - Location of the AFS Computers)
FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS ATA REF.

DOOR
1CA1 FMGC-1 83VU 127 22-83-34
1CA2 FMGC-2 84VU 128 22-83-34
2CA FCU 13VU 210 22-81-12
3CA1 MCDU-1 11VU 210 22-82-12
3CA2 MCDU-2 11VU 210 22-82-12

DOOR
3CA3 MCDU-3 101VU 211 22-82-12

DOOR
12CA1 SOLENOID-PITCH & ROLL LOCK, CAPT 193VU 211 22-31-00
12CA2 SOLENOID-PITCH & ROLL LOCK, F/O 182VU 212 22-31-00
1CC1 FAC-1 83VU 127 22-66-34
1CC2 FAC-2 84VU 128 22-66-34
9CC CTL SW-RUDDER TRIM 110VU 210 22-62-11
8CC P/BSW-RUD TRIM/RESET 110VU 210 22-62-12
17CC IND-RUDDER TRIM 110VU 210 22-62-21
2CC XDCR UNIT-YAW DAMPER POS 325 325BL 27-26-17
3CC1 SERVO ACTR-YAW DAMPER, 1 325 325BL 27-26-51
3CC2 SERVO ACTR-YAW DAMPER, 2 325 325BR 27-26-51
4CC LIMITATION UNIT-RUDDER TRAVEL 325 325DL 27-23-51
10CC ACTUATOR-RUDDER TRIM 325 325AL 27-22-51
7CA1 P/BSW-A/THR INST DISC, CAPT 211VU 210 22-31-00
7CA2 P/BSW-A/THR INST DISC, F/O 210VU 210 22-31-00
12CC1 P/BSW-FLT CTL/FAC1 23VU 211 22-62-00
47CE1 RELAY-TAKEOVER & PRIORITY 1 187VU 127 27-14-00
47CE2 RELAY-TAKEOVER & PRIORITY 2 188VU 128 27-14-00
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** On A/C ALL
3. System Description
(Ref. Fig. 22-00-00-15200-A - General Architecture of the AFS)
(Ref. Fig. 22-00-00-15300-A - AFS - Controls and Indicating)
The AFS/FMS includes four computers: two FACs and two FMGCs (8 MCU each) located in the aft electronics rack
80VU.
(Ref. Fig. 22-00-00-13300-A - Location of the AFS Computers)
The actuators associated with the FAC are directly connected to the flight controls.
All the controls and displays are in the cockpit:
on the glareshield, overhead panel, maintenance panel and center pedestal.
The system buses which transfer the digital information of the ARINC specification 429 perform:
. interconnections between the computers
. connections between the computers, control units and sensors.
A. Architecture of AFS
The AFS comprises two sub-systems:
. Flight Augmentation Computer system
. Flight Management and Guidance Computer system.
These sub-systems include the computers, actuators, control units and associated peripherals.
There are no servo actuators for the autopilot and the autothrust functions.
The system (FMGS) sends the surface deflection commands for the autopilot function to:
. ELAC 1 and ELAC 2 for pitch and roll commands
. FAC 1 and FAC 2 for yaw commands.
The system (FMGS) sends the thrust command for the autothrust function to:
. ECU 1 /EEC 1 (to set the thrust command on the engine 1)
. ECU 2 /EEC 2 (to set the thrust command on the engine 2).
The side stick controllers and the throttle control levers do not move when the autopilot and the A/THR are
engaged.
B. Controls and Indicating
(Ref. Fig. 22-00-00-15300-A - AFS - Controls and Indicating)
(1) Controls
. FAC pushbutton switches on FLT CTL panels 23VU and 24VU
. Flight Control Unit (FCU) on the glareshield
. Multipurpose Control and Display Units (MCDU)
. Takeover and priority pushbutton switches
. A/THR instinctive disconnect pushbutton switches.
(2) Indicating and Warnings
. Primary Flight Display (CAPT and F/O PFDs)
. Navigation Display (CAPT and F/O NDs)
. upper and lower display units of the ECAM system
. rudder trim indicator on the RUD TRIM panel on the center pedestal
. MASTER WARN, MASTER CAUT and AUTO LAND lights.
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** On A/C ALL
4. Power Supply
A. 28VDC Supply
The 28VDC power supplies:
. FMGC 1 and FAC 1 through 28VDC ESS SHED BUS 801PP
. FCU (side 1) through 28VDC ESS BUS 401PP
. FMGC 2 , FAC 2, FCU (side 2), Rudder Trim Indicator through 28VDC BUS2 206PP
. stick lock and rudder artificial feel relays through 28VDC BAT BUS 301PP.
B. 115VAC Supply
The 115VAC power supplies:
. MCDU 1 through 115VAC ESS SHED BUS 801XP-A
. MCDU 2 through 115VAC BUS2 202XP-C
C. 26VAC Supply
The 26VAC power supplies:
. sensors associated with FAC 1 through 26VAC BUS1 431XP
. sensors associated with FAC 2 through 26VAC BUS2 231XP.
D. 5VAC Supply
A 115VAC/5VAC step-down transformer provides power for the integral lighting and lighting of the LCD
display.
Potentiometers control the lighting brightness.
The 5VAC power which supplies the pushbutton switches is reduced to 3VAC in DIM conditions.
E. List of the AFS circuit-breakers
-------------------------------------------------------------------------------
PANEL DESIGNATION FIN LOCATION
-------------------------------------------------------------------------------
49VU AUTO FLT/FCU/1 9CA1
121VU AUTO FLT/FCU/2 9CA2
49VU AUTO FLT/FMGC/1 10CA1
121VU AUTO FLT/FMGC/2 10CA2
49VU AUTO FLT/MCDU/1 11CA1
121VU AUTO FLT/MCDU/2 11CA2
121VU AUTO FLT/STICK/LOCK 13CA
121VU AUTO FLT/RUDDER/ARTF/FEEL 14CA
49VU AUTO FLT/FAC1/28VDC 5CC1
121VU AUTO FLT/FAC2/28VDC 5CC2
49VU AUTO FLT/FAC1/26VAC 14CC1
121VU AUTO FLT/FAC2/26VAC 14CC2
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** On A/C ALL
5. Interface
A. Interconnection with Peripherals
The interconnection between the FACs, the FMGCs and the peripherals makes sure that a single failure of a
peripheral has no effect on the AFS/FMS functions.
B. Interconnection with Flight Controls
(1) FMGC
(a) Pitch and roll axes
The FMGC 1 and 2 send autopilot orders through output buses to the ELACs.
The ELACs then transmit deflection commands to the surfaces on the pitch and roll axes.
The ELACs use the buses from the FMGC 1 or FMGC 2 according to the autopilot engaged (AP1 has
priority when both APs are engaged in ILS approach).
(b) Yaw axis
The FMGC 1 and 2 send autopilot orders to the FACs which control both yaw damper servo actuators
(transient commands) and rudder trim actuator (permanent commands).
The FACs use the same priority logic as the ELACs.
(2) FAC
The FACs send yaw damper commands to two hydraulic servo actuators (one per FAC).
They also send commands to four electrical actuators for rudder trim and rudder travel limiting (one per
FAC and per function).
All the servomotors operate using the automatic changeover.
C. Interconnection with Engine Controls
(Ref. Fig. 22-00-00-19800-A - Interconnection Between the AFS and the Engines)
The FMGCs compute and transmit data to the engines through the FCU, EIU and ECU/EEC using ARINC
Specification 429 bus.
To consolidate engine data, the priority FMGC compares the output parameters from the FCU with its own
available data by means of associated logic.
Each FMGC receives four ARINC buses for computation : two buses associated with the own side, two others
associated with the opposite side.
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** On A/C ALL
6. Component Description
The AFS components (FAC,FCU,MCDU,FMGC) are described in the following topics (ATA REF):
- FAC : 22-66-00
- FCU : 22-81-00
- MCDU: 22-82-00
- FMGC: 22-83-00
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** On A/C ALL
7. Operation
A. Flight Augmentation (FAC)
(1) General
(a) Functions
The FAC performs the functions given below:
. yaw damper
. rudder trim (manual and automatic)
. monitoring of the flight envelope and computations of maneuvering speed
. achievement of yaw autopilot order using power loops of yaw damper and rudder trim.
In addition the FAC 1 performs the BITE function of the AFS.
(b) Operating principles
The FAC is a dual-dual type system for yaw damper, rudder trim and rudder travel functions.
FACs 1 and 2 can be engaged at the same time through FAC 1 and FAC 2 pushbutton switches on the
overhead panel. Only one system is active at a time : FAC 1 has priority, FAC 2 being in standby and
synchronized on FAC 1 orders. An automatic changeover occurs on FAC 2 in case of disengagement or
failure of FAC 1.
Partial changeover function per function (yaw damper, rudder trim, RTL) is possible.
When the aircraft electrical network is energized, the functions that follow will operate independently
of the FAC pushbutton switches:
. monitoring of the flight envelope
. computation of maneuvering speed.
The FMGCs and the PFDs receive these information signals as follow:
. FMGC 1 and Capt PFD normally use data from FAC 1
. FMGC 2 and F/O PFD normally use data from FAC 2
In the event of failure, the FMGCs and the PFDs use the data from the active FAC.
(2) Yaw damper
The yaw damper function provides:
. manual yaw stabilization.
The ELACs compute the corresponding data and transmit them to the rudder surface via the servo loop
of the yaw damper (FAC).
. alternate law for Dutch roll damping when the ELAC no longer computes normal yaw stabilization.
. Dutch roll damping (including turn coordination) when the autopilot is engaged in cruise only.
. engine failure recovery when the autopilot is engaged (the ELACs provide this function in manual
flight).
(3) Rudder trim
The rudder trim function provides:
. manual control via a rudder trim control switch located on the center pedestal.
In addition the ELACs compute a command signal for rudder deflection (normal yaw damping law
including recovery of engine failure) performed by the trim sub-system in manual flight.
Reset of the rudder trim position is possible using a pushbutton switch located on the center pedestal.
. automatic control when the autopilot is engaged which provides the accomplishment of yaw autopilot
command and the recovery of engine failure.
(4) Rudder travel limitation
This function provides the limitation of the rudder travel by displacement of a stop as a function of the
speed.
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(5) Monitoring of flight envelope and computation of maneuvering speed
This function provides the Primary Flight Display (PFD) with the following data displayed on the speed
scale:
(Ref. Fig. 22-00-00-22400-A - Display of the FAC Data on the Speed Scale of the PFD)
. stall warning speed (VSW)
. lower selectable speed (VLS)
. maximum speed (V MAX)
. maximum operational speed (V MAX OP) giving margin against buffeting
. airspeed tendency (VC TREND)
. maneuvering speed (V MAN) function of the flap and slat positions
. minimum flap retraction speed (V3)
. minimum slat retraction speed (V4)
. predictive VFE at next flap/slat position (V FEN)
In addition :
. V MAX and VLS are used in the FMGC for speed limitation of AP/FD and A/THR functions
. The FAC computes the conditions of activation of the alpha floor mode of the A/THR functions (angle
of attack protection in case of windshear).
(6) Windshear detection (optional)
(7) Low energy detection
(8) BITE function of the system
The FAC 1 performs BITE function of the whole AFS/FMS.
Each computer includes its own BITE function and is linked to the FAC 1.
The MCDU (linked to the CFDIU) displays the content of the maintenance data.
B. Flight Management and Guidance System (FMGS)
(1) General
(a) Functions
The FMGS performs the functions given below:
. autopilot (AP)
. autothrust (A/THR)
. flight management which includes navigation, performance and processing of displays.
(b) Operating principles
The FMGS is a dual-dual type system for the autopilot and autothrust functions.
In cruise mode only one autopilot can be engaged.
Both APs can be engaged (through the AP1 and AP2 pushbutton switches located on the FCU) as
soon as ILS approach mode is selected.
AP1 has priority, AP2 is in standby (the ELACs and the FACs use the AP1 commands first and switch
on the AP2 command in case of AP1 disengagement). A single A/THR pushbutton switch located on
the FCU enables engagement of the autothrust function. Both A/THRs are always engaged at the
same time but only one (A/THR 1 or A/THR 2) is active depending on AP and FD engagement
statuses.
-----------------------------------------------------------
! ENGAGEMENT OF AP ! ENGAGEMENT OF FD ! A/THR ACTIVE !
!---------!---------!---------!---------! !
! 1 ! 2 ! 1 ! 2 ! !
!---------!---------!---------!---------!-----------------!
! ON !ON or OFF!ON or OFF!ON or OFF! A/THR 1 !
!---------!---------!---------!---------!-----------------!
! OFF ! ON !ON or OFF!ON or OFF! A/THR 2 !
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!---------!---------!---------!---------!-----------------!
! OFF ! OFF ! ON !ON or OFF! A/THR 1 !
!---------!---------!---------!---------!-----------------!
! OFF ! OFF ! OFF ! ON ! A/THR 2 !
!---------!---------!---------!---------!-----------------!
! OFF ! OFF ! OFF ! OFF ! A/THR 1 !
! ! ! ! ! (OR A/THR 2 IF !
! ! ! ! ! A/THR 1 FAIL) !
-----------------------------------------------------------
The flight director is active when the aircraft electrical network is energized. Then associated FD
pushbutton switches on CAPT and F/O EFIS control sections come on. The FMGC 1 normally drives
the FD symbols (crossed bars or yaw bar or flight path director symbols) on Capt PFD and the FMGC
2 normally drives the FD symbols on F/O PFD.
In case of the failure of one FMGC, the remaining FMGC drives the FD symbols on both PFDs.
(Ref. Fig. 22-00-00-22800-A - AFS - FD Symbols on the PFD)
The flight management system is available when the aircraft electrical network is energized.
The FMGCs work normally in dual mode on the master/slave concept.
Both FMGCs perform the same functions simultaneously and use all crew inputs on MCDU 1 or 2.
The flight management functions are performed by using normally the system input of the associated
side (1 or 2).
The slave system synchronizes on the master system for the initialization of flight planning or for the
modification and sequencing or for the performance modes or for the guidance modes or for the radio
navigation.
The results are compared and, in case of discrepancy, the MCDU displays messages (position, weight,
target speeds).
If dual mode cannot be maintained (incompatible data base...), both FMGCs revert to independent
mode, i.e. each FMGC controls the MCDU of its own side.
No information is transferred from one FMGC to the other and therefore neither synchronization nor
comparison can be performed.
In case of FMGC failure, the opposite FMGC takes control of MCDU 1 and 2 independently and feeds
both NDs with the same data. All the functions of the flight management are available through MCDU
1 or 2.
(2) Autopilot (AP)
(a) Autopilot modes
The autopilot performs the modes given below:
. cruise modes:
! Vertical Speed (V/S)
! Flight Path Angle (FPA)
! Altitude Hold (ALT)
Longitudinal ! Altitude Acquire (ALT*)
! Open Climb (OP CLB)
! Climb (CLB)
! Open Descent (OP DES)
! Descent (DES)
! Expedite (EXP)
! Heading (HDG)
Lateral ! Track (TRK)
! Lateral Navigation (NAV)
. Takeoff/Go Around/Approach modes:
-------------------------------------------------------------------------------
! MODES ! PITCH AXIS ! ROLL AXIS !
!---------------------!----------------------------------!--------------------!
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! ! 2 engines ! 1 engine fail ! Runway (RWY) : !
! ! operational ! ! holding of LOC !
! !----------------!-----------------! center line up to !
! TAKEOFF ! Speed Reference! SRS : holding of! 30 ft. and TRACK !
! (TO) ! System (SRS) : ! Va if Va > V2 ! after 30 ft. (not !
! ! holding of ! V2 if Va < V2 ! available on ground!
! ! V2 + 10 kt ! (*) ! for AP) !
!---------------------!----------------------------------!--------------------!
! GO AROUND ! SRS : holding of Va if Va > VAPP ! Track !
! (GA) ! VAPP if Va < VAPP (*) ! !
!---------------------!----------------------------------!--------------------!
! LOCALIZER (LOC) ! ! LOC capture & track!
!---------------------!----------------------------------!--------------------!
! ! ILS ! Glide capture and track (G/S) ! LOC capture & track!
! APPROACH ! approach ! ! Align and roll out !
!(depending!----------!----------------------------------!--------------------!
! on pilot ! non- ! Final descent (FINAL) ! Approach NAV !
!selection)! precision! ! !
! ! approach ! ! !
-------------------------------------------------------------------------------
(*) Va : Aircraft speed when the engine failure occurs
(b) Operational use
1 Engagement of system and selection of modes
The FCU enables the engagement of the AP and the selection of modes through three control
panels:
. the left and right side panels for the selection of modes on Capt PFD, ND and on F/O PFD,
ND respectively
. the center panel for the engagement of AP and A/THR and the selection of the AP/FD
modes.
The FCU also enables the selection of reference parameters:
. heading/track
. vertical speed/flight path angle
. speed/Mach
. altitude.
The operating mode of the AP is in MANUAL CONTROL when the references are selected on the
FCU. The AP is in AUTO CONTROL when the flight management system defines these
references.
The table below defines the modes which are available in manual and auto controls.
------------------------------------------------
! AUTO CONTROL ! MANUAL CONTROL !
------------------!----------------------!-----------------------!
! ! RWY ! !
! LATERAL ! NAV ! HDG/TRK !
! ! LOC ! !
! ! TRK (GA) ! !
!-----------------!----------------------!-----------------------!
! ! SRS (TO/GA) ! ALT (AUTO ARMED) !
! VERTICAL PATH ! PROFILE ! VS/FPA !
! ! . CLB ! EXP (SPEED AUTO !
! ! . ALT CNST ! CONTROL) !
! ! . DES ! OP CLB !
! ! ! OP DES !
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!-----------------!-- -------------------!-----------------------!
! SPEED ! FLT PLN REFERENCE ! FCU REFERENCE !
!-----------------!----------------------!-----------------------!
! APPROACH ! APPR RNAV/ADF/VOR ! !
! ! LAND LOC/GLIDE/FLARE/! !
! ! ALIGN/ROLLOUT/ ! !
! ! RETARD ! !
------------------------------------------------------------------
In auto control:
. the corresponding reference is shown by a dashed line on the FCU (for altitude, a value is
always shown).
. an indicator light comes on near the corresponding reference display on the FCU.
To selection a parameter in manual control mode, you pull and turn the corresponding selector
knob on the FCU.
To revert to the auto control mode, you push the corresponding selector knob.
2 Operational rule
The AP/FD or the autothrust system always maintain speed (see para. 7.B (4)).
Modification of altitude requires two actions :
. select new altitude
. pull the altitude selector knob (for immediate acquisition of value) or push the selector knob
(for acquisition according to flight plan).
Pulling a selector knob always leads to an immediate acquisition and hold of the
corresponding parameter.
(3) Flight director (FD)
Same as autopilot. In addition the TO mode is available on the ground.
(4) Autothrust (A/THR)
The autothrust function performs these modes:
. speed: acquisition and hold (SPD)
. Mach: acquisition and hold (MACH)
. thrust: acquisition and hold of thrust limit (CLB or MCT or TO/GA)
. retard: application of minimum thrust (IDLE) during flare.
(5) Flight mode annunciator (FMA)
The FMA on the upper section of the PFD provides the pilot with status data related to:
. engagement of the modes of the A/THR, AP and FD systems
. landing capabilities.
This section of the PFD comprises five columns of three lines each which display the various operations of
the FMGC.
(Ref. Fig. 22-00-00-23100-B - AFS - Annunciator of the Flight Modes on the PFD)
The FMA uses different colors for the display of the annunciations and the messages.
These colors are :
. green for active modes
. cyan for armed modes
. magenta for modes armed or engaged because of a constraint
. white for engagement status of AP, FD, A/THR. The display flashes in case of automatic switching of
the FMGC
. amber for indications which require special attention.
The following tables show the different messages with the associated colors (G for green, C for cyan, M
for magenta, R for red, A for amber, W for white).
------------------------------------------------------------------------------
! ZONE A1 ! ZONE B1 ! ZONE C1 ! ZONE D1 ! ZONE E1 !
------------------------------------------------------------------------------
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! ! SRS (G) ! HDG(G) ! CAT1 (W)! AP1 (W) !
! ---------- ! ! ! ! !
! !MAN (W) ! ! ! ! ! !
! !TOGA (W)! (W) ! ALT CRZ (G) ! GA TRK(G) ! CAT2 (W)! AP2 (W) !
! ---------- ! ! ! ! !
! ! ALT CST (G) ! LOC (G) ! CAT3 (W)! AP1+2 (W)!
! ---------------- ! ! ! ! !
! !MAN (W) ! ! ! ! ! !
! !FLX (W) XX (C)! (W) ! ! ! ! !
! ---------------- ! ALT CST * (G) ! LOC * (G) ! ! !
! ! ! ! ! !
! ! V/S(G) + or - ! NAV(G) ! ! !
! ! XXXX(C) ! ! ! !
! ---------- ! ! ! ! !
! !MAN (W) ! ! ! ! ! !
! !MCT (W) ! (W) ! FPA(G) + or - ! APP NAV(G) ! ! !
! --------- ! X.X ˚(C) ! ! ! !
! ! ! ! ! !
! ! EXP CLB (G) ! RWY(G) ! ! !
! ---------- ! ! ! ! !
! !MAN (W) ! ! ! ! ! !
! !THR (W) ! (A) ! EXP DES(G) ! TRACK(G) ! ! !
! ---------- ! ! ! ! !
! ! G/S(G) ! RWY TRK(G) ! ! !
! -------------- ! ! ! ! !
! !A.FLOOR (G) ! (A)* ! ! ! ! !
! !------------- ! ! ! ! !
! ! G/S * (G) ! ! ! !
! ! ! ! ! !
! -------------- ! ! ! ! !
! !TOGA LK (G) ! (A)* ! CLB(G) ! ! ! !
! !------------- ! ! ! ! !
! ! DES(G) ! ! ! !
! SPEED (G) ! ! ! ! !
! ! OP CLB(G) ! ! ! !
! MACH (G) ! ! ! ! !
! ! OP DES(G) ! ! ! !
! ! ! ! ! !
! THR MCT (G) ! ! ! ! !
! ! FINAL(G) ! ! ! !
! THR CLB (G) ! ! ! ! !
! ! ALT(G) ! ! ! !
! THR LVR (G) ! ! ! ! !
! ! ALT* (G) ! ! ! !
! THR IDLE (G) ! ! ! ! !
!----------------------------------------------------------------------------!
(A)* : amber box flashing
------------------------------
! ZONE BC1 !
------------------------------
! FINAL APP(G) !
!----------------------------!
! FLARE(G) !
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!----------------------------!
! ROLL OUT(G) !
!----------------------------!
! LAND(G) !
!----------------------------!
------------------------------------------------------------------------------
------------------------------------------------------------------------------
! ! ALT(M) ! NAV(C) ! SINGLE(W) ! !
! ! ! ! ! !
! ! ALT(C) ! APP NAV(C) ! DUAL(W) ! !
! ! ! ! ! !
! ! CLB(C) ! LOC(C) ! ! 1FD2(W) !
! ! ! ! ! !
! ! DES(C) ! ! ! 1FD1(W) !
! ! ! ! ! !
! ! G/S(C) ! ! ! 2FD2(W) !
! ! ! ! ! !
! ! FINAL(C) ! ! ! 1FD-(W) !
! ! ! ! ! !
! ! ALT(C) G/S(C) ! ! ! 2FD-(W) !
! ! ! ! ! !
! ! ALT(M) G/S(C) ! ! ! -FD1(W) !
! ! ! ! ! !
! ! ALT(C) FINAL(C) ! ! ! -FD2(W) !
! ! ! ! ! !
! ! ALT(M) FINAL(C) ! ! ! !
! ! ! ! ! !
! ! DES(C) G/S(C) ! ! ! !
! ! ! ! ! !
! ! DES(C) FINAL(C) ! ! ! !
! ! ! ! ! !
------------------------------------------------------------------------------
------------------------------------------------------------------------------
------------------------------------------------------------------------------
! ! ! ! DH(W)XXX(C) ! A/THR(W) !
! ! ! ! ! !
! LVR ASYM(A) ! ! ! NO DH(H) ! A/THR(C) !
! ! ! ! ! !
! LVR CLB (W)* ! ! ! MDA(W)XXXX(C) ! !
! ! ! ! or ! !
! LVR MCT (W)* ! ! ! MDH(W)XXXX(C) ! !
! ! ! ! ! !
------------------------------------------------------------------------------
(W)* : white wording flashing
---------------------------------
! ZONE AB3 !
---------------------------------
! SPEED SEL : XXX (C) !
! MACH SEL : .XX (C) !
---------------------------------
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-----------------------------------
! ZONE BC3 !
-----------------------------------
! SET GREEN DOT SPD(W) !
! !
! DECELERATE(W) !
! !
! MORE DRAG(W) !
! !
! SET MANAGED SPD (W) !
! !
! CHECK APP SEL (W) !
! !
! SET HOLD SPD(W) !
! !
! VERT DISCONT AHEAD(A) !
! !
-----------------------------------
(6) Flight Management System (FMS)

(a) FMS Functions
1 Definition of the flight plan (lateral and vertical)
2 Lateral navigation:
. initialization of ADIRS
. determination of the aircraft position
. follow-up of the flight plan
. selection of navaids (manual or automatic).
3 Performance, computation and vertical navigation:
. calculation of the optimum speed and of the characteristic speeds
. calculation of predictions during the flight plan taking into account the various constraints
. follow-up of the vertical flight profile
. various supplementary performance calculations.
4 Management of displays:
. on the MCDU
. on the ND
. on the PFD.
(b) Definition of the flight plan
From the navigational data stored in its mass memory, the FMGC permits (via the MCDU 1 or 2) to
choose a flight plan :
. through the designation of a company route number,
. through the designation of the airports of origin and destination.
A company route, as defined in the mass memory may contain, in addition to the origin and
destination :
. the arrival, route and departure procedures,
. the cruise flight level,
. a cost index (ratio between the time cost and the fuel cost).
This enables the system to optimize the vertical profile of the flight.
The system then defines a flight plan. The plan is generally associated to an alternate airport.
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@A318/A319/A320/A321
In the absence of company routes in the memory, the initialization is made:
. when the origin/destination couple is called up,
. when the crew enters the procedures, cruise level and cost index data.
The MCDU consists of:
. a color CRT,
. an alphanumeric keyboard with functions keys.
The MCDU 1 or 2 permits, if necessary, to perform the following :
. change the cruise altitude and cost index,
. modify the arrival or departure procedures (STAR, SID...),
. change the lateral flight plan (new route, insertion of holding etc.)
. change the vertical flight plan (insertion/deletion of constraints, step climb etc.).
NOTE : The mass memory is updated every 28 days.

On aircraft, external equipment (data loader) is used to update the system.
The system stores permanently in its mass memory the two most recent navigation data
updates.
The crew can enter, independently of the mass memory inserted by the load, 20 waypoints, 20
navaids, 10 runways and 3 company routes.
These specific elements are automatically cleared either at the end of each flight or when a
new data bank is selected, depending on the airline choice (pin programming).
The definition of the flight plan determines in advance the type of approach to be made at the
destination airport (ILS or R.NAV approach).
It is possible to define a second flight plan termed ”secondary” which is not active.
This plan has the same characteristics as the active plan and is used to prepare the next flight
plan (including fuel), to facilitate training and to evaluate various performance comparisons
according to 2 different flight plans.
(c) Lateral navigation
1 ADIRS initialization on the ground
The coordinates of the airport of origin are supplied to the ADIRS :
. if the ADIRS are in align mode,
. if an action is made on the MCDU 1 or 2 (ALIGN IRS).
The pilot can modify the coordinates stored in the mass memory.
2 Determination of the aircraft position
The aircraft position is determined from information supplied by the ADIRUs and navaids (DME
and VOR).
The calculation can also be made in degraded mode, from inertial data alone.
During approach, the LOC information is used for the lateral re-alignment of the aircraft position.
An information about the accuracy of the position, as calculated by the system, is supplied to the
crew.
3 Follow-up of the flight plan
The use of the autopilot or of the flight director and the selection of the lateral autocontrol
function (push action on HDG/TRK selector knob on the FCU) make this follow-up possible.
Flight segments can be guided in VOR mode (selection by the crew on the MCDU).
4 Selection of navaids
The FMGC normally ensures the selection of navaids (ADF, ILS) :
. automatically as a function of geographical criteria depending on the planned route and on the
aircraft position.
. manually from the MCDUs.
For information displayed on the ND, the selection of VOR and ILS automatically causes the
selection of DME.
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The selection of DME frequencies for the calculation of position is fully automatic.
In standby mode, the pilot can take control of the navaid selections side after side, through action
on the RMP.
(Ref. Fig. 22-00-00-23300-A - AFS - Selection of Navaids)
Consequently, any FMGC selection is overridden and in particular, the management of DME
frequencies is cancelled for the calculation of position by the FMGC.
(d) Performance data
1 Calculation of optimum speed
The flight management system enables to minimize the flight cost through the optimization of the
speed.
The calculations are dependent on :
. the flight plan,
. the aircraft weight entered by the crew,
. the various models of aircraft and engines stored in the mass memory.
Wind and temperature models are also taken into account for the calculations. The crew can
modify these models.
2 Calculation of predictions throughout the flight plan
The vertical profile is sequenced in flight phases :
. takeoff
. climb
. cruise
. descent
. approach.
The system defines a certain number of pseudo waypoints which are integrated in the flight plan.
These are :
. waypoints corresponding to climb, level or descent phase,
. waypoints corresponding to change of speed.
The system automatically adapts the aircraft performance :
. to time constraints at a waypoint (in the flight plan there can only be one constraint at a
waypoint entered by the pilot), or
. to speed constraints and/or altitude constraints at various climb or descent waypoints (defined
by the flight plan or entered by the pilot).
The system uses the constraints to calculate the speed, altitude, time and fuel when overflying
each waypoint. The system also calculates a geographic profile for the climb and approach.
3 Follow-up of vertical profile
The use of the AP or FD enables follow-up of the vertical profile on condition that a vertical
speed has not been imposed by the pilot via the FCU.
The follow-up of the optimum speed is made by the AP/FD or by the thrust control system on
condition that the pilot has not imposed the speed to be followed.
The follow-up of the vertical profile and of the optimum speed can be simultaneous or
independent.
During final approach, if a non-precision approach has been selected, the vertical profile is defined
up to the minimum descent altitude (MDA).
4 Supplementary performance calculations
The system makes several performance calculations such as :
. calculation of aircraft weight and center of gravity
. management of fuel, taking into account reserves, alternate destination and hold, as provided
by the fuel policy of each airline
. evaluation of cost difference between a flight at constant cruise level and a flight including an
intermediate change of cruise level (step-climb or step-descent)
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. calculation of optimum and maximum flight altitudes
. same prediction and management calculations for the fuel on the secondary flight plan
. specific calculations in the event of engine failure.
(e) Management of displays
(Ref. Fig. 22-00-00-23400-A - AFS - Display of Flight Management Information)
The flight management system displays information required for the definition and follow-up of the
flight plan:
. on the MCDU 1 and 2
. on the NDs
. on the PFDs.
1 Displays on the MCDU 1 and 2:
. flight plan (waypoints, altitude procedure and estimations, speed, time, wind, fuel)
. constraints of the flight plan
. condition of the aircraft (absolute or relative position with respect to reference marks, weight,
estimated center of gravity)
. condition of the system (navigation accuracy, performance mode...)
. flight phases and associated performance data
. navaids used
. all supplementary performance calculations.
2 Displays on the NDs:
. aircraft position (identified by a symbol) and deviation with respect to the followed track
. flight plans (active or secondary) defined as a function of scale and commands selected on the
FCU
. pseudo waypoints
. various parameters (selected on the FCU by means of CSTR, WPT, VOR.D, NDB and ARPT
pushbutton switches):
. constraints of the flight plan, or
. waypoints other than those of the active flight plan, or
. navaids not displayed with the flight plan, or
. NDB beacons, or
. airports other than those of the active flight plan.
. VOR and/or NDB beacons selected
. flight management information messages.
3 Displays on the PFDs
These messages are given to the crew for the follow-up of the flight plan:
. SET VFTO, DECELERATE ...
They indicate the lateral and vertical deviations with respect to the flight plan during an NDB,
VOR or RNAV approach (as an alternative to ILS deviations).
The altitude deviation with respect to the descent profile is also displayed during the descent.
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** On A/C ALL
3CA
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
ADF VOR ADF VOR ADF VOR ADF VOR

FD ILS LOC A/THR EXPED APPR ILS FD
OFF OFF OFF OFF
12CC1 12CC2
F G AB F B
G
FTL CTL 23VU FTL CTL 24VU
ELAC 1 SEC 1 FAC 1 ELAC 2 SEC 2 SEC 3 FAC 2

FAULT FAULT FAULT FAULT FAULT FAULT FAULT
OFF OFF OFF OFF OFF OFF OFF
C 7CA2
F
47CE1
7CA1
47CE2 E D CE
(REF 270000)
E
12CA1
THROTTLE CONTROL LEVER
12CA2
SIDE STICK CONTROLLER

D
17CC
110VU
BRT
DIR PROG PERF INIT DATA
RAD FUEL SEC MCDU

F−PLN
NAV PRED F−PLN MENU
AIR
PORT A B C D E
RUD TRIM
NEXT
F PAGE F G H I J M
+− NOSE NOSE
A C 25° L R
I D
L 1 2 3 K L M N O U
F M
RESET
M
G 4 5 6 P Q R S T
E
N 9CC
C U
3CA1
7 8 9 U V W X Y
3CA2 DVFY
0 Z CLR
8CC
N_MM_220000_0_AAM0_01_00
KNA FIGURE 22-00-00-13200-B SHEET 1 Page 18

Layout of the AFS Components 22-00-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
A
AFT ELECTRONICS RACK 80VU
1CA2 1CC2 1CC1 1CA1
82
VU 81VU
FMGC2 FAC2 FAC1 FMGC1

84
VU 83VU
86
VU 85VU
88VU 87VU
N_MM_220000_0_ACM0_01_00
KNA FIGURE 22-00-00-13300-A SHEET 1 Page 19

Location of the AFS Computers 22-00-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
ECU/EEC
EIU 2
2
DMC
(1,2,3)
FAC 2
M
C
D FMGC
U 2
2
TO ELAC F SERVO
CFDIU C CFDIU
1&2 ACTUATORS
U
M
C
FMGC
D
1
U
1
FAC 1
DMC
(1,2,3)
ECU/EEC
EIU 1
1
N_MM_220000_0_AEM0_01_00

General Architecture of the AFS 22-00-00 PB001 Nov 01/11
Revision n˚: 12
KNA
FLT CTL
PANELS
** On A/C ALL
FCU
PFD
ND
F/O
ECAM
ND F/O SIDE STICK CONTROLLER TO EIU
PFD
CAPT MCDU2
COCKPIT
MCDU1 CONTROLS
& INDICATING
THROTTLE RUDDER TRAVEL
AFS - Controls and Indicating

CONTROL LIMITATION UNIT
CAPT SIDE STICK CONTROLLER LEVER
FIGURE 22-00-00-15300-A SHEET 1

FMGC TO ELAC−FCU
1 & FAC
MCDU 3
(IF FITTED) FAC
COMPARTMENT 1
CONTROL &
INDICATIONS
FMGC
FAC 2 RUDDER
2 TO PEDALS TRIM
ACTUATORS
YAW DAMPER
SERVO ACTUATORS
@A318/A319/A320/A321
22-00-00 PB001
N_MM_220000_0_AGM0_01_00
Page 21
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** On A/C ALL
ENGINE 2
ENGINE 1
A1B1 A2B2
A1B1 A2B2
ECU1/EEC2
ECU1/EEC1
EIU2
EIU1
FCU
FCU2 HEALTHY
FCU1 HEALTHY
FCU(2)
FCU(1)
FMGC BUS
CHOISE
LOGIC
FMGC2 BUS
SEL
FMGC 2
FMGC 1
OWN
OWN
OPP
OPP
N_MM_220000_0_APM0_01_00

Interconnection Between the AFS and the Engines 22-00-00 PB001 Nov 01/11
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** On A/C ALL
PFD
180 MAXIMUM SPEED (V MAX)

(V MO , M MO , V FE , V LE)
VFE AT THE NEXT FLAP/SLAT

POSITION (V FEN)
(amber)
160 MANEUVERING SPEED (V MAN)
(green dot)
AIRSPEED TENDENCY
(VC TREND)
140 F(or S) MINIMUM FLAPS (OR SLATS)

RETRACTION SPEED (V3 & V4)
(green)
LOWER SELECTABLE SPEED (VLS)

120 (amber)
ALPHA PROTECTION SPEED (PITCH NORMAL LAW)
STALL WARNING SPEED (VSW)
(PITCH ALTERNATE & DIRECT LAW)
ALPHA MAX SPEED
N_MM_220000_0_ARM0_01_00

Display of the FAC Data on the Speed Scale of the PFD 22-00-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PFD
PITCH FD BAR
ROLL FD BAR (GREEN)
(GREEN)
A YAW FD BAR
(GREEN)
FLIGHT PATH VECTOR

(GREEN)
A FLIGHT PATH DIRECTOR

(GREEN)
N_MM_220000_0_ATM0_01_00

AFS - FD Symbols on the PFD 22-00-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
A
PFD
LONGITUDINAL APPROACH
MODES CAPABILITIES
(ARMED AND ACTIVE) AND DH OR MOA
LATERAL AP.FD & A/THR

AUTOTHRUST MODES ENGAGEMENT
OPERATION (ARMED AND ACTIVE) STATUS
A
NOTE : FMA AREAS DEFINITION
LINE 1 A1 B1 C1 D1 E1
N_MM_220000_0_AVN0_01_00

AFS - Annunciator of the Flight Modes on the PFD 22-00-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
FMGC 1 FMGC 2
FMGC 2 FAIL DISCR.

MANAGEMENT BUS
CONTROL DISC
RMP 2 NAV
MANAGEMENT BUS
CONTROL DISC
FMGC 1 FAIL DISCR.
FMGC 2
RMP 1 NAV
MANAGEMENT BUS FMGC 1

FMGC 1
RMP1 RMP2
MANAGEMENT BUS FMGC 2
RMP 1 NAV DISCR.
RMP 2 NAV DISCR.

RMP 2 NAV BUS
RMP 1 NAV BUS
B VOR 1 VOR 2 B
A A
B DME 1 DME 2 B
A A
B ILS 1 ILS 2 B
A A
B ADF 1 ADF 2 B
A A
(IF FITTED)
N_MM_220000_0_AXM0_01_00

AFS - Selection of Navaids 22-00-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
GS 002 TAS − − − PAS/228° −−− −−− −−− AP1

−−−/−−− 6.0 NM ALT FD1
18:35 A/THR
FL290
340 200 20
320
10 10
PAS
0136E +7000 20
FL90 +210 KT 300 195 00
80
TILT
+4.00 280 10 10
CAL
260 190
VOR1 LSGC .660 STD
PAS 23
6.0 NM 35 0 1 2
ND PFD
F RO M A F 5 6 0 3
GM T S P D / A L T
1L B AN KO 1 0 3 5 F L1 6 5 1R
A 1 B R G 3 3 1 1 7 N M
2L PAS 1 0 3 8 3 0 0 / F L 1 9 5 2R
G5 T R K 2 3 8 2 6
3L A RG I S 1 1 4 3 " " 3R
1 8
4L [T / C ] 1 1 4 7 " / F L 2 9 0 4R
4
5L LYO 1 1 4 8 " " 5R
D E S T GM T D I S T E F O B
6L LPPT03 1 3 2 5 71 4 7 . 7 6R
MCDU
E C ON CRZ
C R Z OP T R E C M A X
1L FL 2 9 0 F L 3 5 0 F L 3 9 0 1R
2L 2R
3L BRG / D IS T 3R
− − − / − − − −
4L TO [ ] 4R
U P D A T E A T
5L [ ] 5R
V O R 1 / F R E Q AC Y F R EQ / VO R 2
6L P A S / 1 1 6 . 6 H IG H 1 1 0 . 6 / T D P 6R
MCDU
N_MM_220000_0_AZM0_01_00

AFS - Display of Flight Management Information 22-00-00 PB001 Nov 01/11
Revision n˚: 12
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AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
(Ref. Fig. 22-10-00-12400-A - Layout of AP/FD and Flight Control Components)
The Auto Flight System (AFS) installed on the aircraft is made up of two types of computers:
. the Flight Management and Guidance Computer (FMGC)
. the Flight Augmentation Computer (FAC)
and two control units:
. the Flight Control Unit (FCU)
. the Multipurpose Control and Display Unit (MCDU).
The functions of the FMGC are:
. autopilot (AP)
. automatic thrust control (A/THR)
. flight management.
The functions of the FAC are:
. yaw damper
. rudder trim
. calculation of the characteristic speeds and flight envelope monitoring
. acquisition of the yaw AP order.
The MCDUs linked to the FMGCs enable:
. the introduction and the modification of the flight plan
. the display, the selection and the modification of the parameters associated with the flight management function.
The FCU is used for:
. the engagement of the AP/FD and A/THR systems
. the selection of flight parameters (altitude, speed/Mach, vertical speed/flight path angle, heading/track)
. the selection of AP/FD modes.
The autopilot (AP) and the flight director (FD) functions are:
. stabilization of the aircraft around its center of gravity when the AP/FD system holds vertical speed or flight
path angle and heading or track
. acquisition and hold of a flight path
. guidance of the aircraft at takeoff by holding runway axis and speed (available in the FD as long as the aircraft is
on ground)
. automatic landing and go around.
The autopilot gives orders to control:
. the position of the control surfaces on the three axes: pitch, roll and yaw
. the position of the nose wheel.
These orders are taken into account by these computers:
FACs, ELACs, SECs and BSCU.
The flight director generates guidance orders used in manual control.
These orders are displayed on the Primary Flight Displays (PFD) through the Display Management Computers
(DMC).
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** On A/C ALL
(Ref. Fig. 22-10-00-12600-C - Location of FCU and MCDUs)
(Ref. Fig. 22-10-00-12500-A - Location of Components)

DOOR
1CA1 FMGC-1 83VU 127 22-83-34
1CA2 FMGC-2 84VU 128 22-83-34
2CA FCU 13VU 210 22-81-12
3CA1 MCDU-1 11VU 210 22-82-12
3CA2 MCDU-2 11VU 210 22-82-12
12CA1 SOLENOID-PITCH & ROLL LOCK, CAPT 193VU 211 22-31-00
12CA2 SOLENOID-PITCH & ROLL LOCK, F/O 182VU 212 22-31-00
15CA1 RELAY-RUDDER ARTF FEEL 1 187VU 127 22-31-00
15CA2 RELAY-RUDDER ARTF FEEL 2 187VU 127 22-31-00
16CA SOLENOID-RUDDER ARTF FEEL 325 27-23-17
21CA RELAY-STICK LOCK 1/CAPT 187VU 127 22-31-00
22CA RELAY-STICK LOCK 2/CAPT 187VU 127 22-31-00
23CA RELAY-STICK LOCK 1/F/O 187VU 127 22-31-00
24CA RELAY-STICK LOCK 2/F/O 187VU 127 22-31-00
1CC1 FAC-1 83VU 127 22-66-34
1CC2 FAC-2 84VU 128 22-66-34
2CE1 ELAC-1 83VU 127 27-93-34
2CE2 ELAC-2 84VU 128 27-93-34
1CE1 SEC-1 83VU 127 27-94-34
1CE2 SEC-2 84VU 128 27-94-34
1CE3 SEC-3 93VU 121 27-94-34
8CE1 P/BSW-TAKEOVER & PRIORITY, CAPT 191VU 211 27-92-41
8CE2 P/BSW-TAKEOVER & PRIORITY, F/O 180VU 212 27-92-41
10GG BSCU 94VU 122 32-42-34
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@A318/A319/A320/A321
** On A/C ALL
A. Control and Indicating
(Ref. Fig. 22-10-00-14100-A - AP/FD Controls and Indicating in the Cockpit)
(1) Controls
(a) Flight Control Unit (FCU)
This unit transmits the modes and the references selected by the pilots to the FMGCs.
It also enables the selection of the displays on the EFIS display units and the display of the standard
baro value for the ADIRUs.
(b) Multipurpose Control and Display Units (MCDU)
These units permit to enter and display a flight plan and the control parameters required by the
FMGCs for flight control.
(c) Takeover and priority pushbutton switches
These pushbutton switches identified 8CE1 and 8CE2 are used for AP disconnection and taking of
priority in manual control. They are located on the side stick controllers.
(d) Pitch and roll lock solenoids
These two solenoids identified 12CA1 and 12CA2 are associated with four side stick lock relays 21CA,
22CA, 23CA and 24CA.
They are active when the AP is engaged. They increase the load threshold on the pitch and roll axes.
(e) Throttle control levers
These control levers are used by the AP/FD system to engage the TAKEOFF and GO AROUND
modes.
(f) SWITCHING panel
This panel is located on the center pedestal and comprises the switching controls necessary to perform
a changeover in the event of a failure.
(g) Rudder artificial feel solenoid 16CA
This solenoid serves to increase the threshold of the rudder artificial feel in the vertical stabilizer. This
solenoid is associated with two relays 15CA1 and 15CA2 in the avionics compartment.
(2) Indicating
The various indications and warnings linked to the AP/FD system are as follows:
(a) Guidance orders delivered by the FDs presented on the center section of the PFD.
(b) AP/FD engagement indicated on the FMAs (upper section of the PFDs).
(c) AP/FD modes displayed on the FMAs (pushbutton switches or specific indicator lights on the FCU
come on).
(d) Automatic landing capabilities displayed on the FMAs.
(e) AP loss indicated by:
. a message displayed on the upper display unit of the ECAM system
. a cavalry charge aural warning through the loudspeakers
. illumination of the MASTER WARN lights on the panels 130VU and 131VU (glareshield)
. illumination of the AUTO LAND lights (panels 130VU and 131VU/glareshield) if loss occurs below
200 ft. in automatic landing.
(f) Loss of AP availability and various landing capabilities indicated by messages displayed on the lower
display unit of the ECAM system.
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(g) Excessive deviations indicated by LOC and GLIDE indexes flashing on the PFDs and NDs.
This warning is accompanied by the AUTO LAND lights which come on for excessive deviations below
200 ft. in automatic landing.
NOTE : The DMCs deliver the information to the EFIS display units.
The warnings of the ECAM system and those on the glareshield are generated by the FWCs.
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** On A/C ALL
4. Operation
A. AP/FD Engagement
(1) AP engagement
The AP can be engaged only after takeoff. In cruise, one AP only can be engaged ; in ILS approach
(landing and roll out included) and in go around, the two APs can be engaged.
The AP is engaged by means of the AP1 and AP2 pushbutton switches located on the FCU.
In dual-AP operation, the AP1 is active, the AP2 is in standby. With one AP engaged, the controls (side
stick controllers and rudder pedals) have an increased load threshold.
(2) FD engagement
The flight director is engaged automatically when the aircraft electrical network is energized. The FD1
orders generated by the FMGC1 control the FD symbols of the CAPT PFD (PFD1) through the DMCs.
The FD2 orders generated by the FMGC2 control the FD symbols of the F/O PFD (PFD2). In case of
FMGC failure, the remaining FMGC controls the two PFDs.
The FD orders on the PFDs can be cancelled by means of the FD pushbutton switches located on the FCU.
An FD remains engaged as long as its orders are displayed at least on one PFD.
The FD orders can be displayed in two ways as a function of the HDG-V/S/TRK FPA selection made on
the FCU.
(Ref. Fig. 22-10-00-15500-B - Different FD Orders)
B. AP/FD Modes
(1) Mode selection principle
A mode can be selected through one of the following possibilities:
. automatically, e.g. the altitude acquisition mode is always armed except in some cases (approach)
. action on a pushbutton switch located on the FCU
. push or pull action on one of the reference selection knobs (speed/ Mach, heading/track, altitude,
vertical speed/flight path angle) on the FCU
. cancellation of an engaged mode
. position of the throttle control levers (selection of takeoff and go around modes).
(2) Cruise modes
The table below presents the cruise modes.
------------------------------------------------------------------------------
! MODE !AVAILABILITY! PHASES ! NOTE
--------------!---------------------------!------------!--------!-------------
! ! ! ! --
! - Vertical speed (V/S) ! AP/FD ! HOLD ! ! V/S-FPA
! (acquisition and hold) ! ! ! ! P/BSW
! - Flight path angle (FPA) ! AP/FD ! HOLD ! !
! (acquisition and hold) ! ! ! --
LONGITUDINAL ! - Altitude acquisition ! AP/FD !ARM-CAPT! Armed
! (ALT ACQ) ! ! !automatically
! - Altitude hold (ALT) ! AP/FD ! HOLD ! Automatic
! - Descent ! ! ! --
! DES ! AP/FD !ARM-HOLD! !
! OP DES ! AP/FD ! HOLD ! ! Altitude
! - Climb ! ! ! ! P/BSW
! CLB ! AP/FD !ARM-HOLD! !
! OP CLB ! AP/FD ! HOLD ! !
! ! ! ! --
! - Expedite (EXP) ! AP/FD ! HOLD ! EXPED P/BSW
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--------------!---------------------------!------------!--------!-------------
! ! ! ! --
! - Heading hold (HDG) ! AP/FD ! HOLD ! ! Lat
! - TRACK ! AP/FD ! HOLD ! ! selector
! ! ! ! -- (pulled)
LATERAL ! - Navigation (NAV) ! AP/FD !ARM-HOLD! Lat selector
! ! ! ! (pushed)
------------------------------------------------------------------------------
(3) Common modes (TAKEOFF, LANDING)
------------------------------------------------------------------------------
! ! LONGITUDINAL MODES ! LATERAL MODES !AVAILA-!PHASES!
! ! ! !BILITY ! !
!---------!-------------------------------!-------------------!-------!------!
! ! 2 engines ! 1 engine fail ! Runway (RWY) : ! ! !
! ! operational ! ! - holding of LOC ! FD ! !
! TAKEOFF !---------------!---------------! center line up ! ! HOLD !
! (TO) !Speed Reference!SRS : holding ! to 30 ft. ! ! !
! !System (SRS) : ! of ! - TRACK after ! AP*/FD! !
! !holding of !Va if Va > V2 ! 30 ft. ! ! !
! !V2 + 10 kt !V2 if Va < V2 ! ! ! !
!---------!-------------------------------!-------------------!-------!------!
!GO AROUND! SRS : holding of Va < VAPP ! TRACK ! AP/FD ! HOLD !
!(GA) ! ! ! ! !
!---------!-------------------------------!-------------------!-------!------!
!LOCALIZER! ! LOC capture and ! AP/FD ! ARM !
!(LOC) ! ! track ! ! CPT !
! ! ! ! ! TRACK!
!---------!-------------------------------!-------------------!-------!------!
!APPROACH ! Glide capture and track (G/S) ! LOC capture and ! AP/FD ! ARM !
! ! or ! track ! ! CPT !
! ! Final descent (FINAL) accor- ! Align and roll out! ! TRACK!
! ! ding to the profile determined! or ! ! !
! ! by the FMGC ! R-NAV approach ! ! !
! ! ! or ! ! !
! ! ! VOR approach ! ! !
------------------------------------------------------------------------------
* (AP) only 5 s after takeoff
(4) AP-A/THR mode compatibility
The AFS installed on the aircraft is such that the AP/FD system and the A/THR function always control
speed.
To do this, the modes of the A/THR system are a function of the AP/FD modes as per the following table:
------------------------------------------------------------------------------
! AP/FD MODES ! A/THR MODES ! REMARK !
!-------------------------!-------------------------!------------------------!
! V/S - FPA ! SPD/MACH ! !
!-------------------------!-------------------------!------------------------!
! ALT ACQ - ALT ! SPD/MACH ! !
!-------------------------!-------------------------!------------------------!
! CLIMB/DESCENT ! THRUST OR SPD/MACH ! !
!-------------------------!-------------------------!------------------------!
! EXPEDITE ! THRUST ! !
!-------------------------!-------------------------!------------------------!
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! APPR. FINAL DES ! SPD ! !
! GLIDE ! SPD ! !
! FLARE ! RETARD ! !
!-------------------------!-------------------------!------------------------!
! TO/GA ! See remark ! TO/GA thrust requested !
! ! ! by the FADEC’S !
------------------------------------------------------------------------------
If neither AP nor FD is engaged, the A/THR will be active in SPD/MACH mode only.
C. Operational Use
(Ref. Fig. 22-10-00-16300-B - LEVEL CHANGE in Manual and Automatic Control)
The operational use is based on the following principle:
. the short-term pilot orders are entered through the FCU
. the long-term pilot orders are entered through the MCDU.
This principle leads to two distinct operations : manual and automatic controls.
(1) Manual control
The aircraft is controlled using reference parameters entered by the pilot on the FCU (heading/track,
vertical speed/flight path angle, speed/Mach, altitude).
These parameters are taken into account (acquisition and then hold) as follows:
. modification of the parameter by means of the corresponding selector knob on the FCU
. pull action on the selector knob.
(2) Automatic control
The aircraft is controlled using reference parameters computed by the FMGC which takes into account the
pilot data selected on the MCDU.
When you push the corresponding selector knob on the FCU, a parameter is selected in automatic control
and the following occurs:
. the parameter value i shown by means of a dashed line (for altitude a value is always shown)
. a white indicator light comes on near the corresponding reference display.
The table below gives the modes which are available in manual and auto controls.
-----------------------------------------------------
! AUTO CONTROL ! MANUAL CONTROL !
!------------------------!-------------------------!-------------------------!
! ! RWY ! !
! ! NAV (FLT PLN) ! !
! LATERAL ! ! HDG/TRK !
! ! LOC ! !
! ! TRK (GA) ! !
!------------------------!-------------------------!-------------------------!
! ! SRS (TO/GA) ! ALT (AUTO ARMED) !
! ! PROFILE ! VS/FPA !
! VERTICAL PATH ! - CLB ! EXP*(SPEED AUTO CONTROL)!
! ! - ALT CNSTR ! !
! ! - DESC ! !
!------------------------!-------------------------!-------------------------!
! SPEED ! FMGC REFERENCE ! FCU REFERENCE !
!------------------------!-------------------------!-------------------------!
! ! RNAV ! !
! APPROACH ! APPR ! !
! ! LAND LOC/GLIDE/FLARE/ ! !
! ! ALIGN/ROLLOUT/RETARD ! !
------------------------------------------------------------------------------
* If fitted
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NOTE : Speed is always controlled through the AP/FD system or the A/THR function.
Level change always requires two actions :
- selection of a new level
- pull or push action on the altitude selector knob on the FCU.
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** On A/C ALL
5. Interface
A. Interface with Flight Controls and Nose Wheel Control
(1) General
(Ref. Fig. 22-10-00-17700-A - AFS/EFCS Interface)
The flight control is performed by an Electrical Flight Control System (EFCS). This system is described in
chapter 27-00-00.
When the autopilot is engaged, the FMGCs generate guidance commands transmitted to the control
surfaces by the ELACs, the FACs, the SECs and the BSCU.
At the same time, load thresholds on the side stick controllers and rudder pedals are increased.
(2) Rudder Control
(Ref. Fig. 22-10-00-17900-A - Rudder Control)
Each FAC receives two deflection commands from each FMGC for rudder control
. Aileron deflection command: DELTA P AIL (label 310)
This command is used for turn coordination and is carried out by the YAW DAMPER function (Ref.
22-63-00-00) in cruise.
It is also used for rudder autotrim by the RUDDER TRIM function (Ref. 22-62-00-00).
. Guidance command: DELTA R (label 312)
This command is used by the YAW DAMPER function for yaw axis stabilization in automatic landing.
Acknowledgement of these command signals by the FACs is a function of:
. AP engagement (wired discretes, 2 per computer in command and monitoring channels)
. monitoring of labels of deflection commands DELTA P AIL and DELTA R.
FAC 1 has priority at engagement of either AP (CHANGE OVER logic unchanged). When both APs are
engaged, FMGC1 commands have priority.
(3) Pitch and Aileron Control
(Ref. Fig. 22-10-00-18100-A - Pitch Control)
(Ref. Fig. 22-10-00-18200-A - Aileron Control)
Each ELAC receives two deflection commands from each FMGC:
. Elevator deflection command: DELTA Q (label 314)
This command is used for elevator and Trimmable Horizontal Stabilizer (THS) control.
. Aileron deflection command: DELTA P AIL (label 310).
The ELAC limits these commands:
. DELTA Q command: load factor limit between 0.4 g and 1.5 g.
This limit is a function of VC, Mach, THS position and load factor.
. DELTA P command : roll attitude limit equal to plus or minus 60 deg and rolling speed limit equal to
plus or minus 10 deg (in landing configuration, this limit is equal to plus or minus 20 deg/s).
These limits are a function of Vc.
FMGC command acknowledge logic is with respect to AP engagement wired discretes (2 discretes per AP:
command and monitoring), status matrix monitoring of these labels, and concordance between AP
engagement wired discretes and boolean information.
In answer, each ELAC generates two ELAC AP DISC discretes (control and monitoring) to command AP
disconnection when one of the following conditions is present:
. loss of computation channel validity (comparators)
. loss of power loop validity
. theta, phi, Vc, Mach and alpha values out of limits
. incidence protection active
. speed protection active
. controls used (side stick controller or pitch trim control wheel).
The AP can be engaged whatever the type of the EFCS control laws: normal, alternate, direct.
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In approach phase, upon loss of both radio altimeters, the ELACs inhibit AP engagement with the direct
law and in landing gear extended configuration.
The AP disconnects when it receives at least one disconnection command (control and monitoring) from
the 2 ELACs.
A disconnection command from one ELAC only leads to a landing capability reduction.
An ELAC priority logic exists for control surface control.
This logic is unchanged with AP engaged :
. ELAC 2 has priority for elevator and THS control
. ELAC 1 has priority for aileron control.
(4) Spoiler Control
(Ref. Fig. 22-10-00-18400-A - Spoiler Control)
Each ELAC receives a spoiler deflection command from the two FMGCs : DELTA P SPL (label 311).
The command from the FMGC, selected according to the logic defined in the preceding paragraph, is
limited in the ELACs so that roll attitude values are not greater than 60 deg and rolling speeds are not
greater than plus or minus 10 deg/s (plus or minus 20 deg/s in approach).
This limited command is sent to the three SECs.
ELAC 1 has priority for spoiler control.
(5) Nose Wheel Control
(Ref. Fig. 22-10-00-18600-A - Nose Wheel Control)
Each ELAC receives a nose wheel steering command from the two FMGCs:
DELTA NOSE WHEEL (label 313).
The ELACs select one status of the two commands (from the FMGC1 and FMGC2) according to:
. AP engagement (discretes and boolean information on the bus)
. label 313 monitoring.
The selected command is sent to the BSCU.
The BSCU uses this command associated with commands from the control wheel and rudder pedals to
compute nose wheel control angle.
The command from the FMGC and the command from the rudder pedals are limited with respect to speed.
The command from the FMGC is used after landing during taxiing when the speed is less than 80 kts.
The BSCU generates four discretes (BSCU HEALTHY) whose validity is taken into account:
. for capability computations
. in the ROLL OUT logic.
It also supplies 2 discretes (wheel speed) for the ROLL OUT logic.
B. Interface with Primary Flight Displays
(1) Presentation
(Ref. Fig. 22-10-00-19000-A - AP/FD Information on the PFDs)
The FMGCs are linked to the PFDs to present the following information:
(a) Indications associated with AP/FD engagement
. AP engagement: white AP1, AP2 or AP1 + 2 message (2 APs engaged) on the 1st line
. FD engagement: white FD1 or FD2 message on the 2nd line, or white 1FD2 if energy management
functions are actived.
NOTE : The indications associated with the A/THR engagement are given in 22-32-00.
(b) Indications associated with AP/FD modes
When a new message appears in one of the five columns of the FMA, it is contained in a box for 10
seconds.
(c) FD orders
The FD orders are presented in two different ways.
The selection is made between HDG V/S or TRK FPA on the FCU.
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1 HDG V/S selection
The conventional tendency bars are displayed (pitch and roll FD bars).
The yaw FD bar only appears in the RUNWAY mode (takeoff) and during the ALIGN and ROLL
OUT phases (landing).
2 TRK FPA selection
The flight path director symbols are displayed together with the flight path vector.
The display of the yaw FD orders remains unchanged. The pitch and roll orders are provided when
these two images are superimposed.
The FMGCs generate all these data which are then transmitted to the DMCs. The DMCs convert
them into images and messages on the display unit.
C. Interface with DMCs and Automatic Changeover
(Ref. Fig. 22-10-00-19400-A - Interface Between FMGCs and PFDs)
Each DMC receives:
. a bus from each FMGC on which are routed:
. FD orders,
. AP/FD engagements,
. AP/FD modes,
the landing capabilities
. a wired discrete per FMGC giving the engagement status of the FDs
. a bit on a discrete label of the FCU corresponding to the action on the FD pushbutton switch associated
with the PFD.
A logic inside the acquisition module selects the FMGC bus(es) required to display the FD orders and the FMA
messages (Ref. Para. C. and D.).
In normal operation:
. the DMC 1 transmits data to CAPT PFD (PFD1)
. the DMC 2 transmits data to F/O PFD (PFD2).
Each DMC is linked to its associated PFD by two connections (a normal one and an alternate one). The
alternate connection is used for different types of changeover.
In the event of a DMC failure, the DMC3 in standby can replace the faulty DMC after action on the EIS DMC
selector switch on the SWITCHING panel 8VU (CAPT 3 position upon failure of the DMC1 ; F/03 position
upon failure of the DMC2).
In the event of a PFD failure, the data are transferred automatically from the PFD to the ND (data on the PFD
have priority).
This transfer can be made manually in two ways :
. by turning the PFD potentiometer to OFF (on the panels 301VU and 500VU)
. by action on the PFD/ND XFR pushbutton switch (on same panels).
D. Selection of FMGC Bus for the FD Orders
Each DMC makes a selection depending on the side on which it is installed and on the validity of each FD,
according to:
. engagement wired discretes
. status matrices (SSM) of the labels 140, 141 and 143 on which the FD orders are routed.
So the DMC1 (2) selects the FMGC1 (2) bus if the FD1 (2) is valid.
The PFD1 (2) displays:
. FD1 (2) message on the FMA or 1FD2 if energy management is activated.
. FD orders from the FMGC1 (2).
If an FD1 (2) validity loss is detected by the DMC1 (2) through:
. loss of the FD1 (2) ENG condition
. non refresh of FMGC1 (2) labels
. status matrix of FMGC1 (2) labels coded at F/W status
the DMC1 (2) will select the data from the FMGC2 (1) automatically and will display:
. FD2 (1) message or 2FD2(1FD1) if energy management is activated.
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. FD orders from the FMGC2 (1).
E. FD Order Removal
All the FD orders can be cleared by the DMC by:
. action on corresponding FD pushbutton switch on the FCU, or
. validity loss of both FDs.
The DMC clears a given FD order when the associated label is NCD.
F. Selection of FMGC Bus for Display of AP/FD Modes and Landing Capabilities.
This selection depends on the engagement of the AP/FD systems.
(1) FD only engaged
Each DMC utilizes the bus selected for the FD orders as per the logic described in Para. C.
(2) Only one AP engaged
Each DMC utilizes the FMGC bus which corresponds to this AP.
Each PFD displays:
. AP1 or AP2 message depending on the AP engaged
. the modes corresponding to this AP
. the landing capabilities from the FMGC corresponding to the AP engaged.
(3) Both APs engaged
Each DMC is associated with the corresponding FMGC.
The CAPT (F/O) PFD (PFD1 (2)) displays:
. AP1 + 2 message
. the modes corresponding to AP1 (2)
. the landing capabilities from the FMGC1 (2).
KNA Page 12
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Revision n˚: 12
KNA
** On A/C ALL
FCU
MDCU 2
MDCU 1 TO FCU 10
MDCU 1,
MDCU 2
9
8
7
56
3 4
2
1
FIGURE 22-10-00-12400-A SHEET 1

Layout of AP/FD and Flight Control Components
1 − ELEVATOR AILERON COMPUTER 1

2 − SPOILER AND ELEVATOR COMPUTER 1
@A318/A319/A320/A321
3 − FLIGHT MANAGEMENT AND GUIDANCE COMPUTER 1

4 − FLIGHT AUGMENTATION COMPUTER 1
5 − FLIGHT AUGMENTATION COMPUTER 2
6 − FLIGHT MANAGEMENT AND GUIDANCE COMPUTER 2
8 − ELEVATOR AILERON COMPUTER 2
22-10-00 PB001
10 − BRAKE STEERING CONTROL UNIT
N_MM_221000_0_AAM0_01_00
Page 13
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Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
A
A
AFT AVIONICS COMPARTMENT
2CE2 1CA2 1CC1 1CE1
1CE2 1CC2 1CA1 2CE1

B
80VU
C
ELAC SEC FMGC FAC FAC FMGC SEC ELAC
187VU 2 2 2 2 1 1 1 1
15CA1
15CA2
24CA B
21CA
23CA FWD AVIONICS COMPARTMENT
22CA
90VU
BSCU SEC3
10GG 1CE3
N_MM_221000_0_ACM0_01_00

Location of Components 22-10-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
8CE1 8CE2
A A
8CE2
N_MM_221000_0_ACM0_02_00

Location of Components 22-10-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
100 1000 UP
HDG V/S
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
DN
FLIGHT CONTROL UNIT
B B
BRT
F−PLN RAD FUEL SEC MCDU

AIR
PORT A B C D E
NEXT
F
PAGE F G H I J M
A C
I D
L U
1 2 3 K L M N O
F M
M E
G N
C
4 5 6 P Q R S T U
7 8 9 U V W X Y
OVFY
0 / Z CLR
MCDU
N_MM_221000_0_AEP0_01_00
KNA FIGURE 22-10-00-12600-C SHEET 1 Page 16

Location of FCU and MCDUs 22-10-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
UPPER & LOWER
ECAM DUS
F/O
PFD SIDE STICK CONTROLLER F/O
FCU
MDCU 2
CAPT THROTTLE CONTROL LEVERS

PFD
MDCU 1
SWITCHING
TAKE OVER P/B SW PANEL TO PFDS
CAPT &
ECAM DU
FMGC 2
FMGC 1 DMC 2
FWC 2
FWC 1
DMC 3
DMC 1
FLIGHT CONTROL UNIT
FMA
FD ORDERS
AUTO FLT AP OFF
UPPER ECAM DU
CAPT PFD F/O PFD
STATUS
INOP SYST
CAT3 DUAL
LOWER ECAM DU
8VU
MCDU 1 MCDU 2
SWITCHING PANEL
N_MM_221000_0_AGM0_01_00

AP/FD Controls and Indicating in the Cockpit 22-10-00 PB001 Nov 01/11
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** On A/C ALL
HDG−V/S SELECTION
FLIGHT CONTROL UNIT
IN FLIGHT IN RUNWAY OR ROLL OUT MODE
PITCH FD BAR
(GREEN)
ROOL FD BAR YAW FD BAR

(GREEN) (GREEN)
TRK FPA SELECTION
FLIGHT CONTROL UNIT
IN FLIGHT IN RUNWAY OR ROLL OUT MODE
FLIGHT PATH DIRECTOR

(GREEN)
YAW FD BAR
FLIGHT PATH VECTOR (GREEN)
(GREEN)
N_MM_221000_0_AJP0_01_00

Different FD Orders 22-10-00 PB001 Nov 01/11
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** On A/C ALL
MANUAL CONTROL
TURNING V/S KNOB (1): 100 1000 UP

− ALLOWS TO PRESELECT A PUSH
V/S (HERE + 2500 FT/MIN) METRIC TO
ALT 1
LEVEL
OFF
WHEN PULLING THE V/S KNOB:
DN
− V/S MODE ENGAGES ON
THE PRESELECTED V/S
FLIGHT CONTROL UNIT
2
AUTO CONTROL
WHEN PUSHING V/S KNOB:

− DASHES ON V/S DISPLAY (2) 100 1000 UP
− WHITE INDICATOR LIGHT COMES ON (3)
PUSH
METRIC TO
ALT LEVEL
OFF
DN
FLIGHT CONTROL UNIT

N_MM_221000_0_ALP0_01_00

LEVEL CHANGE in Manual and Automatic Control 22-10-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
2
2
FAC 1
FMGC 1
RUDDER
AILERON
ELEVATOR
ELAC 1
3 SPOILERS
SEC 1
BSCU
N_MM_221000_0_ANM0_01_00

AFS/EFCS Interface 22-10-00 PB001 Nov 01/11
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** On A/C ALL
AP ENGD
MONITORING
LOGIC RTL RTL
AP 1 ENGD AP 1 C YAW DAMPER LAW ACTUATOR
LOGIC ENGD M FROM ELAC
RTL
FAC PROCES− FAC 1 ACTUATOR
SING HLTY HEALTHY DUTCH
LOGIC ROLL
LAW
LAND
Y.D.
CONTROL LAWS: ACTUATOR
TURN
COORD AP ENGD
BUS Y.D.
FMGC 1 CHOICE ACTUATOR
ENG FAIL RUDDER
RUDDER TRIM RECOVERY AP ENGD
PANEL
R.T. ARTIFICIAL
NOSE NOSE ACTUATOR FEEL
L R SURFACE
R.T.
FAC 1 ACTUATOR
FAC 2 HEALTHY
SAME AS FAC 1
FMGC 2 FAC 2
PEDALS
N_MM_221000_0_AQM0_01_00

Rudder Control 22-10-00 PB001 Nov 01/11
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** On A/C ALL
THS ACTUATOR
B
HYD MOTORS
RIGHT
TRIM MECHANICAL LINKAGE Y
G
MANUAL ELEVATORS
PITCH CONTROL TRIM THS
Y
G
LEFT
B
HYDRAULIC
ACTUATORS
THS CONTROL
FMGC1 M ELECTRIC MOTORS
CAS iH
CNTRL
LAWS 3 SEC2
AP2 2 SEC1
FROM FMGC 2 AP LIM
LIM
AP1 1
CMD
CMD MON TRAVEL
INHIBIT
A
AP1 SYNC
CNTRL
B ELEVATOR
CONTROL
MANUAL
STICKS CONTROL
LAWS
AP1
ENGAGED SSM
OK
1 − ELAC 1 OK SIGNAL
AP1 MEANING IS ELAC FAIL OR POWER LOOP
AP1 CNTRL
CMD ENGD FAULT IF ONLY ONE ELAC SEND THE
CMD MON AP1 SIGNAL
CMD ENGD MEANING IS AUTOPILOT DISCONNECT
MON MON ORDER IF BOTH ELACS ARE INVOLVED:
AP2 CNTRL (AP OVERRIDE OR FLIGHT ENVELOPE
AP
DISENGAGE PROTECTIONS)
LOGIC AP MANUAL OVERRIDE (STICK)
CMD CMD 1 ELAC HLTHY OR POWER LOOPS
ELAC 1 OK (GND=OK) FLIGHT ENVELLOPE PROTECTION
MON MON AP MANUAL OVERRIDE (PITCH TRIM)
ELAC 1
CMD CMD 1
ELAC 2 OK (GND=OK)
MON MON
ELAC 2
LANDING
CAPABILITY
DOWNGRADED
N_MM_221000_0_ASM0_01_00

Pitch Control 22-10-00 PB001 Nov 01/11
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** On A/C ALL
G RIGHT
ELECTRO
HYDRAULIC
FMGC 1 ACTUATORS
ROLL
ANGLE Vc
p AIL AP2
FROM FMGC 2 GAIN LIMIT
p AIL AP1
CMD
CMD
MON A
AP1 CNTRL
SYNC
p AIL
CONTROL B
LAWS
MANUAL
STICKS CONTROL
LAWS (*)
INTERNAL INTERNAL AP1 CNTRL

LOGIC LOGIC
AP2 CNTRL ELECTRO

HYDRAULIC
ACTUATORS
ELAC 1 OK G LEFT
ELAC 1
ELAC 2 OK
B
ELAC 2
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Aileron Control 22-10-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
ROLL
p SPOIL ANGLE Vc AP OFF AND ELAC MANUAL
AP2 NORMAL LAW NOT
AVAILABLE
FROM FMGC 2 GAIN LIMIT LOAD

ELEVATION
A ELAC 1 LAW
CMD FAULT
CMD AP1 CNTRL SYNC
MON
TO p SPOIL 5 G
p SPOIL B
ELAC 2 AP1
CONTROL
LAWS MANUAL
CONTROL 4 Y
STICKS
LAWS (*) MANUAL GROUND
ALTERNATE SPOILER
CONTROL LAW LAW
AP1 CNTRL 3 B
INTERNAL INTERNAL SEC 1 ROLL
LOGIC LOGIC AP2 CNTRL SPOILER
ELAC 1 OK 2 Y
FMGC 1 ELAC 1
SAME AS SEC 1
SAME
AS
FMGC 1
TO ELAC 1 SEC 2
SAME AS ELAC 1
FROM
FMGC 1 SAME AS SEC 1 2 Y
ROLL
FMGC 2 ELAC 2 SPOILER
SEC 3 3 B
4 Y
5 G
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Spoiler Control 22-10-00 PB001 Nov 01/11
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** On A/C ALL
BSCU HEALTHY
WHEEL SPD
AP1 OFF
BSCU A COM HEALTHY WHEEL ELECTRO

BSCU A MON HEALTHY SPD INTERNAL VALVE
BSCU B COM HEALTHY DETECT MONITORING LOGIC
NOSE WHEEL
BSCU B MON HEALTHY HYDRAULIC
BUS CHOICE
LOGIC PRESSURE
LEFT WHEEL SPD
RIGHT WHEEL SPD
NOSE WHEEL
0
EV
FMGC 1
AP2 OFF HYD
SV MANIFOLD
LIMIT
LABEL 313 R PEDALS
R PEDALS
A
D
PEDALS
ELAC 1
TO AP ENG LOGIC
BSCU
CAPABILITY LOC
SAME AS ELAC 1
ROLL OUT LOGIC
ROLL OUT LOGIC

ELAC 2
FMGC 2
HANDWHEEL
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Nose Wheel Control 22-10-00 PB001 Nov 01/11
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** On A/C ALL
AP/FD LATERAL MODES

APPROACH CAPABILITY
INDICATIONS
AP/FD LONGITUDINAL MODES
AP/FD (& A/THR)
A/THR MODES ENGAGEMENT
STATUS
FLIGHT MODE
ANNUNCIATOR
(FMA)
FLIGHT PATH
VECTOR
FLIGHT PATH
DIRECTOR
NOTE: c AND c : FLIGHT PATH DIRECTOR ORDERS

( c : FLIGHT PATH ANGLE DEVIATION )
( c : ROLL ANGLE DEVIATION )
N_MM_221000_0_BAM0_01_00

AP/FD Information on the PFDs 22-10-00 PB001 Nov 01/11
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** On A/C ALL
FD1
ENGAGE
PFD CHANNEL N
LOGIC
PITCH FD BAR A
FD ROLL FD BAR
BASIC
YAW FD BAR ND CHANNEL
LOOPS ACQUISITION
CAPABILITY AND
LOGIC PROCESSING PFD 1
AP/FD MODES
LOOPS
ECAM CHANNEL
FMGC 1 N
A
DMC 1
SWITCHING
PFD CHANNEL EIS DMC (8VU)
NORM
CAPT F/D ND1
3 3
FD FD ACQUISITION
AND ND CHANNEL
FCU PROCESSING
A
N
ECAM CHANNEL
DMC 3
ND2
FD2
ENGAGE
ND CHANNEL
LOGIC
A
ACQUISITION N
AP/FD MODES AND
LOGIC PROCESSING PFD CHANNEL
PITCH FD BAR
FD
BASIC ROLL FD BAR
LOOPS YAW FD BAR PFD2
ECAM CHANNEL
DMC 2
FMGC 2
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Interface Between FMGCs and PFDs 22-10-00 PB001 Nov 01/11
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AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - ADJUSTMENT/TEST

** On A/C ALL
Task 22-10-00-710-001-A
Operational Test of the Takeover and Priority Pushbutton Switches
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1. Reason for the Job
To do a check of the AP disengagement by the Takeover and Priority Pushbutton Switches and related warning.
2. Job Set-up Information
A. Fixtures, Tools, Test and Support Equipment
REFERENCE QTY DESIGNATION

No specific 1 ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE
B. Work Zones and Access Panels

ZONE/ACCESS ZONE DESCRIPTION
120 AVIONICS COMPARTMENT
210 CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD
822
C. Referenced Information
REFERENCE DESIGNATION
24-41-00-861-002-A Energize the Aircraft Electrical Circuits from the External Power
24-41-00-861-002-A-01 Energize the Aircraft Electrical Circuits from the APU
24-41-00-861-002-A-02 Energize the Aircraft Electrical Circuits from Engine 1(2)
24-41-00-862-002-A De-energize the Aircraft Electrical Circuits Supplied from the External Power
24-41-00-862-002-A-01 De-energize the Aircraft Electrical Circuits Supplied from the APU
24-41-00-862-002-A-02 De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)
31-60-00-860-001-A EIS Start Procedure
31-60-00-860-002-A EIS Stop Procedure
34-10-00-860-004-A IR Alignment Procedure
3. Job Set-up
Subtask 22-10-00-860-050-A
A. Aircraft Maintenance Configuration
(1) Energize the aircraft electrical circuits
(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).
(2) Align the ADIRS (two ADIRS are necessary in this test)
(Ref. TASK 34-10-00-860-004-A).
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(3) On the overhead panel, on the FLT CTL panels 23VU and 24VU:
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, and FAC 1 and 2 pushbutton switches are
pushed (the FAULT and OFF legends must be off).
NOTE : The two ELACs, one SEC and one FAC are necessary for this test.
(4) Do the EIS start procedure
(Ref. TASK 31-60-00-860-001-A).
Subtask 22-10-00-010-050-A
B. Get Access
(1) Put the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE in position at the access door 822.
(a) Open the access door 822.
(b) On the battery power center 105VU:
. loosen the two screws and remove the protective cover.
Subtask 22-10-00-865-050-A
C. Make sure that this(these) circuit breaker(s) is(are) closed:

49VU FLIGHT CONTROLS/ELAC1/NORM/SPLY 15CE1 B11
49VU AUTO FLT/FCU/1 9CA1 B05
49VU AUTO FLT/FMGC/1 10CA1 B02
105VU FLIGHT CONTROLS/ELAC2/STBY SPLY 16CE2 A02
105VU FLT CTL/ELAC1/STBY SPLY 16CE1 A01
121VU AUTO FLT/FCU/2 9CA2 M21
121VU AUTO FLT/FMGC/2 10CA2 M17
121VU AUTO FLT/RUDDER/ARTF/FEEL 14CA N17
121VU AUTO FLT/STICK/LOCK 13CA N16
121VU FLIGHT CONTROLS/ELAC2/NORM/SPLY 15CE2 R20
4. Procedure
Subtask 22-10-00-710-050-C
A. Do this test:
ACTION RESULT
1.Make sure that the two FDs are engaged. On the upper section of the Captain’s and First Officer’s
PFDs:
NOTE : If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view.
switches on the FCU (glareshield: 13VU).
2.On the FCU: This pushbutton switch comes on.
. Push the AP1(2) pushbutton switch to engage the On the upper section of the PFDs:
AP1(2). . The white AP1(2) indication comes into view.
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ACTION RESULT
3.On the Captain’s side stick controller: The AP1(2) disengages.
. Push then release the Captain’s takeover and priority On the FCU:
pushbutton switch. . The AP1(2) pushbutton switch goes off. The warnings
related to AP disengagement occur as follows:
. You can hear the cavalry charge warning for
approximately 1.5 seconds.
. On the glareshield, the red MASTER WARN lights flash
for approximately 3 seconds.
. On the upper ECAM DU, the red AP OFF indication is
shown for approximately 9 seconds.
5.On the First Officer’s side stick controller: The AP1(2) disengages.
. Push then release the First Officer’s takeover and On the FCU:
priority pushbutton switch. . The AP1(2) pushbutton switch goes off. The warnings
6.Open the circuit breakers 15CE1(15CE2) and On the overhead panel, on the FLT CTL panel 23VU:
16CE1(16CE2). . The FAULT legend on the ELAC 1(2) pushbutton
switch comes on.
8.On the Captain’s side stick controller: The AP1(2) disengages.
. Push then release the Captain’s takeover and priority On the FCU:
pushbutton switch. . The AP1(2) pushbutton switch goes off. The warnings
9.Close the circuit breakers 15CE1(15CE2) and On the overhead panel, on the FLT CTL panel 23VU:
16CE1(16CE2). . The FAULT legend of the ELAC 1(2) pushbutton
switch goes off after some seconds.
10.Do the tests again from step 2 to step 9 with You must get the same results (step by step).
information between parentheses.
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5. Close-up
Subtask 22-10-00-860-051-A
(1) On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switches to OFF.
(2) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).
(3) De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
Subtask 22-10-00-410-050-A
B. Close Access
(1) Install the protective cover on the battery power center 105VU.
(2) Tighten the two screws.
(3) Close the access door 822.
(4) Remove the access platform(s).
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** On A/C ALL
Task 22-10-00-710-002-A
Operational Test of Autopilot Disengagement and Locking Devices of the Side Stick Controller and Rudder Pedals
(Ref. MPD 22-10-00-01-)
OPERATIONAL CHECK OF AP DISENGAGEMENT AND LOCKING DEVICES OF SIDE STICK CONTROLLER
AND RUDDER PEDALS
A. Work Zones and Access Panels
B. Referenced Information
29-10-00-863-003-A Pressurize the Blue Hydraulic System with a Ground Power Supply
29-10-00-863-003-A-01 Pressurize the Blue Hydraulic System with the Blue Electric Pump
29-10-00-864-003-A Depressurize the Blue Hydraulic System
29-23-00-863-001-A Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump
29-23-00-864-001-A Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU
3. Job Set-up
Subtask 22-10-00-860-052-A
24-41-00-861-002-A-02).
(2) Align the ADIRS (two ADIRS are necessary in this test)
(Ref. TASK 34-10-00-860-004-A).
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(3) On the overhead panel, on the FLT CTL panels (23VU and 24VU):
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, and FAC 1 and 2 pushbutton switches are
pushed (FAULT and OFF legends off). (The two ELACs, one SEC and one FAC are necessary for
this test).
(4) Do the EIS start procedure (Ref. TASK 31-60-00-860-001-A).
(5) On the center pedestal, on the ECAM control panel, set the F/CTL page.
(6) Pressurize the aircraft hydraulic systems
(Ref. TASK 29-23-00-863-001-A) (Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-
A-01).
Subtask 22-10-00-865-051-A
B. Make sure that this(these) circuit breaker(s) is(are) closed:

4. Procedure
Subtask 22-10-00-710-051-C
A. Do this test:
NOTE : Ignore the warnings related to this test.
ACTION RESULT
1.Make sure that the two FDs are engaged. On the upper section of the Captain’s or the First Officer’s
PFDs:
NOTE : If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view.
switches on the FCU (glareshield: 13VU).
2.Open the circuit breaker 10CA2. On the First Officer’s PFD:
. The 1FD1 indication replaces 1FD2 indication.
3.Operate the rudder pedals to make a right turn, then a On the lower ECAM DU, on the F/CTL page:
left turn. . The rudder moves in relation with the command. Feel
the load applied on the pedals.
4.Release the rudder pedals.
5.Move the Captain’s side stick controller around its axis The side stick controllers move freely.
and then to zero.
6.Move the First Officer’s side stick controller around its The side stick controllers move freely.
axis and then to zero.
7.On the FCU:
. Push the AP1 pushbutton switch to engage the AP1. This pushbutton switch comes on.
8.Apply an usual load on the rudder pedals. Make sure that the load threshold of the rudder pedals is
more than that of step 3 (the load you apply to the pedals
must be below the new load threshold per step 9).
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ACTION RESULT
9.Apply a higher load on the rudder pedals until they move The AP1 disengages.
freely.
11.Engage the AP1 again. This pushbutton switch comes on.
12.On the First Officer’s side stick controller:
. Apply a usual load in one direction The side stick controller is locked.
. Apply a higher load until it moves freely The AP1 disengages.
13.Release the First Officer’s side stick controller.
15.Do the step 12 with the Captain’s side stick controller. You must get the same results as step 12.
16.Release the Captain’s side stick controller.
17.Close the circuit breaker 10CA2, and after the safety On the First Officer’s PFD:
test, make sure that the FD2 engages. . The 1FD2 indication replaces the 1FD1 indication.
18.Open the circuit breaker 10CA1. On the Captain’s PFD:
. The 2FD2 indication replaces the 1FD2 indication.
19.Engage the AP2. This pushbutton switch comes on.
20.Apply an usual load on the rudder pedals. Make sure that the load threshold of the rudder pedals is
more than that of step 3 (the load you apply to the pedals
must be below the new load threshold per step 21).
21.Apply a higher load on the rudder pedals until they The AP2 disengages.
move freely.
24.On the First Officer’s side stick controller:
. Apply a usual load in one direction The side stick controller is locked.
. Apply a higher load until it moves freely The AP2 disengages.
25.Release the First Officer’s side stick controller.
27.Do the step 24 with the Captain’s side stick controller. You must get the same results as those of step 24.
28.Release the Captain’s side stick controller.
29.Close the circuit breaker 10CA1 and after the safety On the Captain’s PFD:
test, make sure that the FD1 engages. . The 1FD2 indication replaces the 2FD2 indication.
30.Cancel the AP warnings:
. Engage the AP1 or AP2
. Push and release the takeover and priority pushbutton
switch on Captain’s or First Officer’s side stick
controller.
or
. Push the MASTER WARN light on the glareshield
. Push the CLEAR key on the ECP (ECAM Control
Panel).
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5. Close-up
Subtask 22-10-00-860-053-A
(1) Depressurize the aircraft hydraulic system
(Ref. TASK 29-23-00-864-001-A) (Ref. TASK 29-10-00-864-003-A).
(2) On the overhead panel , on the ADIRS CDU, set the OFF/NAV /ATT selector switches to OFF.
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-10-00-710-003-A
Operational Test of the Vertical Speed and Heading Hold Modes
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
To do a check of a longitudinal mode and a lateral mode.
PTU
3. Job Set-up
Subtask 22-10-00-860-054-A
24-41-00-861-002-A-02).
(2) Make sure that the aircraft is in the ground condition with the engines shut down.
(3) Align the ADIRS (two ADIRS are necessary for this test)
(Ref. TASK 34-10-00-860-004-A).
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(4) On the overhead panel, on the FLT CTL panels (23VU and 24VU):
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, FAC 1 and 2 pushbutton switches are pushed
(the FAULT and OFF legends are off).
NOTE : One ELAC, one SEC and one FAC are necessary for this test.
(Ref. TASK 31-60-00-860-001-A).
(6) On the center pedestal, on the ECAM control panel, set the F/CTL page.
(Ref. TASK 29-23-00-863-001-A)
(Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
Subtask 22-10-00-865-052-A

4. Procedure
Subtask 22-10-00-710-053-B
A. Do this test:
ACTION RESULT
1.Make sure that the two FDs are engaged. On the upper section of the Captain’s and First Officer’s
PFDs:
NOTE : If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view
switches on the FCU (glareshield 13VU) . The cyan ALT indications are in view
. The cyan NAV indications are in view. On the FCU:
. The dashes are in view in the SPD, HDG and V/S
windows
. A value is shown in the ALT window
. All the indicator lights are off, except LAT.
. Push the AP1 (AP2) pushbutton switch. On the PFDs:
. The white AP1 (AP2) indication comes into view.
3.On the FCU: On the PFDs:
. Pull the V/S-FPA selector knob. . The green V/S indication with cyan value (+0) comes
into view.
. The cyan ALT indication goes out of view
. The pitch FD bar is shown centered. On the FCU, in
the V/S window:
. The dashes go out of view and are replaced by the zero
value.
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ACTION RESULT
. Turn the V/S-FPA selector knob to UP. On the FCU:
. The vertical speed shown in the V/S window increases
positively. On the PFDs:
. The pitch FD bar moves up.
. The cyan value increases. On the lower ECAM DU, on
the F/CTL page:
. The elevators move up (nose-up command).
. Turn the V/S-FPA knob to DN, to cancel the vertical On the FCU:
speed. . The vertical speed shown goes back to the zero value.
On the PDFs:
. The pitch FD bar is shown centered.
. The cyan value goes back to the value +0. On the
lower ECAM DU, on the F/CTL page:
. The elevators move back to zero.
. Pull the HDG-TRK selector knob. On the PFDs:
. The green HDG indication comes into view
. The cyan NAV indication goes out of view
. The roll FD bar is shown centered.
. cyan selected heading index comes into view in the
center of the heading scale. On the FCU, in the HDG
window:
. The dashes go out of view and the aircraft heading is
shown
. The LAT indicator light goes off.
. Turn the HDG-TRK selector knob to positively On the FCU:
increase the heading value. . The heading shown in the HDG window increases. On
the PFDs:
. The roll FD bar moves to the right. The selected
heading index moves to the right (when the index is out
of view, digits replace it on the right of the heading
scale). On the lower ECAM DU, on the F/CTL page:
. The right aileron and the right spoilers move up
. The left aileron moves down
. The rudder moves to right
. The rudder trim moves to the right but after the
rudder. On the center pedestal, on the panel 110VU:
. A trim value is given on the rudder trim indicator.
. Turn the heading selector knob to get back to the On the PFDs:
aircraft heading. . The roll FD bar moves to the center.
. The selected heading index returns to the center of the
heading scale. On the lower ECAM DU, on the F/CTL
page:
. The ailerons and spoilers move back to zero.
. The rudder and the rudder trim stay turned to the right
and are aligned. On the rudder trim indicator:
. The trim value is still shown.
4.On the Captain’s or First Officer’s side stick controller: The AP1 (AP2) disengages.
. Push the Captain’s AP disconnect and priority The warnings related to AP disengagement occur
pushbutton switch. momentarily.
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ACTION RESULT
5.On the center pedestal, on the panel 110VU: On the lower ECAM DU, on the F/CTL page:
. Push the RUD TRIM/RESET pushbutton switch. . The rudder and the rudder trim move back to zero. On
the rudder trim indicator:
. L or R 00.0˚ (plus or minus 0.3˚) is shown.
6.On the FCU: On the FCU:
. Push the HDG-V/S/TRK-FPA selection pushbutton . The TRK-FPA indication replaces the HDG-V/S
switch. indication. On the PFDs:
. The roll and pitch FD bars are replaced by the Flight
Path Director and Flight Path Vector symbols.
. The green V/S indication with cyan value reverts to the
green FPA indication with cyan value.
. The green HDG indication reverts to the green TRACK
indication.
5. Close-up
Subtask 22-10-00-860-055-A
(1) Depressurize the aircraft hydraulic systems
(4) De-energize the aircraft electrical circuits
24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-10-00-710-004-A
Operational Test of the FCU Lighting
To do a check of the integral lighting and the window lighting of the FCU.
3. Job Set-up
Subtask 22-10-00-861-053-A
A. Energize the aircraft electrical circuits
(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-
A-02).
Subtask 22-10-00-865-053-A

122VU LIGHTING/INSTL LT/GLARE/SHLD 5LF Y05
4. Procedure
Subtask 22-10-00-710-054-A
A. Do this test:
ACTION RESULT
1.On the glareshield, below the FCU: On the FCU:
Set the two potentiometers to their left stop. . On the front face, the indications go off.
. The window lighting goes off.
2.Set the left potentiometer to the right stop. . All the indications on the front face get brighter.
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ACTION RESULT
3.Set the right potentiometer to the right stop. . The window lighting increases.
4.Set the two potentiometers to the left stop. . Same result as in step 1.
5. Close-up
Subtask 22-10-00-862-053-A
A. De-energize the aircraft electrical circuits
A-02).
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** On A/C ALL
Task 22-10-00-710-005-A
Operational Test of the Indicator Lights and Displays of the FCU
To do a check of the indicator lights and displays of the FCU.
3. Job Set-up
Subtask 22-10-00-861-054-A
A-02).
Subtask 22-10-00-865-054-A

122VU LIGHTING/TST/BOARD/SPLY 30LP X06
4. Procedure
Subtask 22-10-00-710-055-B
A. Do this test:
ACTION RESULT
1.On the overhead panel, on the panel 25VU:
. Make sure that the ANN LT switch is set to DIM.
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ACTION RESULT
2.On the panel 25VU: On the FCU:
. Set the ANN LT switch to TEST. . The 3 green bars on the pushbutton switches come on.
. All the segments in the display windows and the three
associated green indicator lights come on.
3.Set the ANN LT switch to DIM. You must get the same result as in
step 1.
5. Close-up
Subtask 22-10-00-862-054-A
A-02).
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** On A/C ALL
Task 22-10-00-710-006-A
Operational Test of the FCU
To do a check of:
. the selector switches and the display windows
. the changeover logic between FCU1 and FCU2
. the re-initialization of the two microprocessors for a power cut of more than seven minutes.
3. Job Set-up
Subtask 22-10-00-861-055-A
A-02).
Subtask 22-10-00-865-055-A

Subtask 22-10-00-865-059-A
C. Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:

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4. Procedure
Subtask 22-10-00-710-056-C
A. Do this test:
NOTE : During the test, ignore the visual and aural warnings.
ACTION RESULT
1.On the FCU, on the EFIS control section:
. Set the two ”in Hg/hPa” selector switches to hPa.
2.On the FCU: The FCU shows these values:
. Pull and turn the selector knobs to change the values . V/S: +30oo
in the display windows. . ALT: 40000
. HDG: 359
. SPD: 399
. BARO pressure: 1013.
3.Close the circuit breaker 9CA2. No change.
4.Open the circuit breaker 9CA1. The FCU shows the same values as in step 2.
5.On the FCU: The FCU shows these values:
. Change the values shown. . V/S: -40oo
. ALT: 15800
. HDG: 95
. SPD: 120
. BARO pressure: 1013
7.Open the circuit breaker 9CA2. The FCU shows the same values as in step 5.
8.Open the circuit breaker 9CA1. On the FCU, all the values go out of view.
The displays will stay on for some time.
9.Wait more than 7 minutes and then close the circuit Atthe end of the safety test, the FCU shows these values:
breaker 9CA2. . V/S: +00oo
. ALT: 00100
. HDG: 000
. SPD: 100
. BARO pressure: 1013. The HDG-V/S indication is in
view.
10.Open the circuit breaker 9CA2. On the FCU, all the values go out of view.
Note a residual illumination of the LED values if exists.
11.Close the circuit breaker 9CA1. The FCU shows the same values as in step 9.
13.On the FCU: On the FCU:
. Push then release the HDG-V/S/TRK FPA . The TRK-FPA data is shown (indication and display
pushbutton switch. windows).
. Push the pushbutton switch again. . The HDG-V/S data is shown (indication and display
windows)
14.Close the circuit breaker 10CA1.
15.On the FCU, (at the end of the safety test):
. Pull the SPD-MACH selector knob. . The related display shows SPD 100.
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ACTION RESULT
. Push and release the SPD/MACH pushbutton switch. . The related display window shows
MACH .01
or
MACH .10 if the ADIRUs are not set to OFF.
. Push the pushbutton switch again. . The related display window shows
SPD 100.
16.Close the circuit breaker 10CA2.
5. Close-up
Subtask 22-10-00-862-055-A
A-02).
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** On A/C ALL
Task 22-10-00-710-007-A
Operational Test of the Altitude Alert Warning
WARNING : IF HYDRAULIC SYSTEMS ARE PRESSURIZED, THE PITCH TRIM COULD AUTOMATICALLY GO TO
THE NEUTRAL POSITION WHEN YOU GO BACK TO THE GROUND CONFIGURATION.
To do a check of the Altitude Alert Warning.

No specific AR SAFETY CLIP - CIRCUIT BREAKER

32-00-00-860-001-A Flight Configuration Precautions with Electrical Power
32-00-00-860-001-A-01 Flight Configuration Precautions without Electrical Power
32-00-00-860-002-A Ground Configuration after Flight Configuration with Electrical Power
32-00-00-860-002-A-01 Ground Configuration after Flight Configuration without Electrical Power
34-10-00-860-002-A ADIRS Start Procedure
34-10-00-860-005-A ADIRS Stop Procedure
3. Job Set-up
Subtask 22-10-00-860-056-A
24-41-00-861-002-A-02).
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(Ref. TASK 31-60-00-860-001-A).
(3) Do the ADIRS start procedure
(Ref. TASK 34-10-00-860-002-A).
(4) Make sure that the aircraft is in the clean configuration (on the FLAPS panel 114VU, the lever is in the
0 notch position).
Subtask 22-10-00-860-059-A
B. Take the applicable safety precautions before you open the LGCIU circuit breakers (Ref. TASK
32-00-00-860-001-A) or (Ref. TASK 32-00-00-860-001-A-01).
NOTE : You must do these actions to prevent probe heating and to simulate a flight configuration.
NOTE : Push and release the MASTER CAUT (or MASTER WARN) pushbutton switch to ignore the warnings
related to this simulation.
Subtask 22-10-00-865-060-A

49VU CAPT/LOUD/SPKR 5WW F10
49VU FWS/FWC1/SPLY 3WW F01
121VU EIS/F/O/LOUD/SPKR 4WW P08
121VU EIS/FWC2/SPLY 2WW Q07
Subtask 22-10-00-865-072-A
D. Open, safety and tag this(these) circuit breaker(s):

49VU L/G/LGCIU/SYS1/NORM 1GA C09
49VU ANTI ICE/PROBES/AOA/1 4DA1 D04
49VU ANTI ICE/PROBES/PHC/1 2DA1 D03
49VU ANTI ICE/PROBES/PITOT/1 3DA1 D02
121VU COM NAV/RAD ALTM/2 1SA2 K12
121VU HYDRAULIC/LGCIU/SYS2 2GA Q35
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q34
122VU ANTI ICE/PROBES/PHC/3 2DA3 Y16
122VU ANTI ICE/PROBES/2/TAT 1DA2 Y15
122VU ANTI ICE/PROBES/2/PITOT 3DA2 Y14
122VU ANTI ICE/PROBES/2/AOA 4DA2 Y13
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122VU ANTI ICE/PROBES/2/STATIC 5DA2 Y11
122VU ANTI ICE/PROBES/3/PITOT 3DA3 Z16
122VU ANTI ICE/PROBES/3/AOA 4DA3 Z15
122VU ANTI ICE/PROBES/3/STATIC 5DA3 Z14
122VU ANTI ICE/PROBES/1/TAT 1DA1 Z12
2000VU WASTE WIP-DRAINMAST-FWD 1DU B06
2001VU WASTE WIP DRAINMAST AFT 11DU E01
Subtask 22-10-00-860-057-A
E. Aircraft Maintenance Configuration
(1) On the center pedestal, on the SWITCHING panel 8VU, make sure that the AIR DATA selector switch
is set to NORM.
(2) On the FCUs:
. Push the baro reference selector knobs to get baro reference,
. then turn them to set an altitude equal to zero feet on Captain’s and First Officer’s PFDs.
4. Procedure
Subtask 22-10-00-710-057-A
A. Operational Test of the Altitude Alert Warning
NOTE : To do a check of the altitude alert circuit, you must do a check of FCU C/Bs with FWC C/Bs with
these pairs of circuit breakers open:
. 9CA1/2WW
. 9CA1/3WW
. 9CA2/2WW
. 9CA2/3WW
ACTION RESULT
1.Open the circuit breakers 9CA1 and 2WW.
2.In the center of the FCU:
. Turn the altitude selector knob to set an altitude of
1000 ft in the ALT field of the display window.
3.On the right side of the FCU: The altitude alert audio warning (C chord) operates only
. Turn the baro reference selector knob to set an once briefly.
altitude of 500 ft on the right altitude counter. On the two PFDs, altitude counter framework flashes yellow
continuously.
. Turn the baro reference selector knob to set an The altitude alert audio warning (C chord) operates
altitude of zero ft on the right altitude counter. continuously.
On the two PFDs, the altitude counter framework flashes
amber continuously.
4.In the center of FCU: The altitude audio warning stops.
. Turn the altitude selector knob to set an altitude of On the two PFDs, the altitude counter framework no longer
30000 ft in the ALT field of the display window. flashes.
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ACTION RESULT
5.Close the circuit breaker 2WW.
Open the circuit breaker 3WW.
Wait for one minute.
NOTE : Push and release the MASTER CAUT (or

MASTER WARN) pushbutton switch to ignore
the warnings.
6.Repeat the steps 2, 3 and 4. Same results as in steps 2, 3 and 4.
7.Close the circuit breakers 9CA1 and 3WW.
Open the circuit breakers 9CA2 and 2WW.

the warnings.
8.In the center of the FCU:
. Turn the altitude selector knob to set an altitude of
1000 ft in the ALT field of the display window.
9.On the left side of the FCU: The altitude alert audio warning (C chord) operates only
. Turn the baro reference selector knob to set an once briefly.
altitude of 500 ft on the left altitude counter. On the two PFDs, altitude counter framework flashes yellow
continuously.
. Turn the baro reference selector knob to set an The altitude alert audio warning (C chord) operates
altitude of zero ft on the left altitude counter. continuously.
On the two PFDs, the altitude counter framework flashes
amber continuously.
10.In the center of FCU: The altitude audio warning stops.
. Turn the altitude selector knob to set an altitude of On the two PFDs, the altitude counter framework no longer
30000 ft in the ALT field of the display window. flashes.
11.Close the circuit breaker 2WW.
Open the circuit breaker 3WW.

the warnings.
12.Repeat the steps 8, 9 and 10. Same results as in steps 8, 9 and 10.
13.Close the circuit breakers 9CA2 and 3WW.
5. Close-up
Subtask 22-10-00-865-073-A
A. Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):

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121VU HYDRAULIC/LGCIU/SYS2 2GA Q35
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q34
Subtask 22-10-00-860-060-A
B. After you close the LGCIU circuit breakers, put the aircraft back to the ground configuration (Ref. TASK
32-00-00-860-002-A) or (Ref. TASK 32-00-00-860-002-A-01).
Subtask 22-10-00-865-074-A
C. Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):

49VU ANTI ICE/PROBES/AOA/1 4DA1 D04
49VU ANTI ICE/PROBES/PHC/1 2DA1 D03
49VU ANTI ICE/PROBES/PITOT/1 3DA1 D02
122VU ANTI ICE/PROBES/2/TAT 1DA2 Y15
122VU ANTI ICE/PROBES/2/PITOT 3DA2 Y14
122VU ANTI ICE/PROBES/2/AOA 4DA2 Y13
122VU ANTI ICE/PROBES/2/STATIC 5DA2 Y11
122VU ANTI ICE/PROBES/3/PITOT 3DA3 Z16
122VU ANTI ICE/PROBES/3/AOA 4DA3 Z15
122VU ANTI ICE/PROBES/1/TAT 1DA1 Z12
2000VU WASTE WIP-DRAINMAST-FWD 1DU B06
2001VU WASTE WIP DRAINMAST AFT 11DU E01
Subtask 22-10-00-860-058-A
D. Aircraft Maintenance Configuration
(1) Do the EIS stop procedure
(Ref. TASK 31-60-00-860-002-A).
(2) Do the ADIRS stop procedure
(Ref. TASK 34-10-00-860-005-A).
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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AP/FD ENGAGEMENT - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
The engagement of the Flight Director (FD) and the Autopilot (AP) for flight guidance are described in this section.
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** On A/C ALL
A. FD Engagement
(1) General
(Ref. Fig. 22-11-00-12500-A - FD Engagement)
The FDs are engaged automatically upon energization of the computers in flight or on the ground.
(a) Energization on ground
After the safety tests, at power rise:
. The two FDs engage if no failure is detected by internal monitoring.
The FMA indications appear on the PFDs but the FD bars are removed.
The FD orders will be displayed on the PFD for a given axis when a mode is active on this axis.
. If an FD does not engage (FMGC failure detected by internal monitoring), the two PFDs are
switched to the valid FD (same FD indication on both PFDs).
(b) Energization in flight
The safety test at power rise is not performed.
The two FDs engage in V/S and HDG modes.
(2) FD - Engage Hardware Logic
(Ref. Fig. 22-11-00-12700-A - FD - Engage Hardware Logic)
A part of the FD engage logic is accomplished through the hardware.
This logic takes into account the FD ENGD signals (generated in the software) and the FG HLTY signals
from the command and monitoring channels:
Loss of the FD ENGD signal is spread over a period of 200 ms.
The safeguard of the engage signals is ensured by back-up current Vs over a brief period.
The CMD and MON FD ENGD wired signals which are obtained are used by:
. The DMCs (FMGC bus selection logic).
. The FCU (FMGC bus selection logic).
. The opposite FMGC (FD COND logic).
(a) FLIGHT GUIDANCE HEALTHY logic (FG HLTY)
(Ref. Fig. 22-11-00-12800-A - FG HLTY Logic)
1 FG HLTY logic on command side
This signal which is consolidated by an FG HLTY signal from the monitoring channel is generated
by the following monitoring functions:
a Internal monitoring of the guidance
This monitoring function comprises the result of the safety tests.
These tests are initiated on the ground at power rise (long cutoff) The devices to be tested
are : the memories, the watchdog, the power supply monitoring circuit, etc.
. Monitoring of the +5V, +15V and -15V powers (supplied from the aircraft 28 VDC)
This is a cross - monitoring between CMD and MON channels (the CMD side monitors
the MON powers and vice versa)
. Monitoring of the access to the INNER/GUIDANCE common memory
. Monitoring of the ARINC input and output sequencers
. Monitoring of the monitor ARINC transmissions
. Monitoring of the real-time monitor of the inner loop processor
. Monitoring of the alpha-floor logic.
b Internal monitoring of the inner loop CPU
This monitoring function comprises:
. Monitoring of the AP output orders
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. Monitoring of the INNER/GUIDANCE common memory
. monitoring of monitor ARINC transmissions.
c Monitoring of the exceptions of the guidance CPU
An exception results from an instruction which cannot be performed normally for these
reasons:
. Either it does not follow the rules of the memory protection
. Or it leads to an erratic result
. Or the instruction itself is garbled.
d Monitoring of the exceptions of the inner loop CPU
e Guidance processor watchdog output
2 FG HLTY logic on monitoring side
This signal which is also consolidated by the FG HLTY signal from the command channel is
generated by the following monitoring functions:
a Software monitoring of the monitor CPU
This monitoring function comprises:
. Result of the safety tests
. Monitoring of the +5V, +15V and -15V powers of the command channel
. Monitoring of the command ARINC transmissions
. Monitoring of the AP orders
. Monitoring of the FD orders
. Monitoring of the alpha-floor logic.
b Monitoring of the exceptions of the monitor CPU
c Watchdog activation
(b) FD ENGAGED logic (FD ENGD)
Three conditions are required to obtain FD ENGD
1 FD specific conditions (FD COND)
(Ref. Fig. 22-11-00-12900-A - FD Disengagement)
This logic takes into account the actions on the FD pushbutton switches on the FCU
(Ref. Fig. 22-11-00-12800-A - FG HLTY Logic)
NOTE : The FD can be disengaged by means of the FD bars clearing pushbutton switches.
Two cases may arise:

a Both FMGCs valid
(FD1 on Capt PFD and FD2 on F/O PFD)
Action on one pushbutton switch results in:
. Removal of the bars on the associated PFD
. Disengagement of the corresponding FD.
b One FMGC not valid (the opposite FD is presented on Capt and F/O PFDs)
Action on one pushbutton switch results in:
. Removal of the bars on the PFD associated with the pushbutton switch.
Action on the second pushbutton switch results in:
. Removal of the bars on the associated PFD
. Disengagement of the FD.
2 AP/FD common conditions (Ref. para. 2. A. (3).
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3 AP/FD/A THR common conditions (Ref. para. 2. A. (4).
(3) AP/FD Common Conditions : AP/FD COND
(Ref. Fig. 22-11-00-13100-A - AP/FD COND Logic)
(a) FAC parameters monitoring
This monitoring takes into account the validity (refresh and status matrix) of the data on the bus
selected by the FMGC.
Selection of the FAC bus is in function of the FAC HEALTHY wired discretes (two CMD and MON
discretes per FAC).
. The monitoring of the parameters linked to the flight envelope is not taken into account in LAND
TRACK phase.
. Parameters such as; weight, center of gravity, maneuvering speed in clean configuration, are not
monitored in LAND TRACK or GO AROUND modes.
(b) Radio altimeter monitoring
Each FMGC monitors the validity of the radio altimeter data delivered by each bus (refresh, status
matrix validity).
This monitoring selects the appropriate bus and causes disengagement of the AP/FD in case of total
loss of the two radio altimeters at LAND ARM mode selection or at GLIDE CAPTURE or GLIDE
TRACK or LAND TRACK mode selection.
(c) ROLL OUT mode validity
Two monitoring functions define the validity of the ROLL OUT mode:
. Monitoring of the runway heading delivered by the ILS (refresh and status matrix validity)
. Deviation between runway heading and magnetic track delivered by the ADIRS less than 7 deg.
between 700 ft and 100 ft.
These functions are effective as soon as the LAND Mode is selected.
(d) ILS monitoring
Each FMGC monitors the parameters transmitted by both ILS/MMR receivers.
Total loss of ILS information at LAND ARM or LOC ARM selection results in AP and FD
disengagement (except in the event of glide deviation loss below 100 ft.).
(e) Validities of lateral and longitudinal flight plans
The AP/FD is disengaged when the validity of lateral or longitudinal flight plan is lost, with FINAL
DES mode armed or active.
(f) FCU parameter monitoring
This monitoring takes into account the validity of the FCU bus data (refresh and status matrix). It is
inhibited in LAND TRACK or GO AROUND mode.
(4) AP/FD/A THR Common Conditions
(Ref. Fig. 22-11-00-13300-A - AP/FD/A THR Common Conditions)
This logic covers all the conditions common to the AP, FD and A/THR functions.
(a) Monitoring of ADIRS parameters
Two types of monitoring functions performed on the ADR and IR labels.
1 For all the data
Status matrix and refresh monitoring (failure detected by self-test) through the peripheral).
2 For some important data
. comparison of the data from the 3 ADIRS
. 2 by 2 comparison of with respect to the voted value (failure not detected by self-test through
the peripheral).
At first failure (detected by self-test or not) the considered FMGC can change over automatically
on the ADIRS 3 data (manual switching can also be performed on the panel 8VU).
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A second failure causes disengagement of the AP, FD and A/THR systems.
(b) Validity of the FM part
This validity which is necessary to engage the cruise modes, is no longer taken into account in the
following modes : G/S TRACK below 700 ft., LAND TRACK and GO AROUND.
(c) Landing-gear data availability
The FAC delivers the information related to landing-gear data availability.
This item of information is not taken into account in LAND and GO AROUND modes.
(5) FD Command Generation
(Ref. Fig. 22-11-00-13500-A - FD Basic Loops)
The following basic loops generate the FD commands:
(a) FD pitch control command
This command is generated from the outer loop command - DELTA THETA C FD.
The bar control command takes into account data feedback. It is limited to plus or minus 22.5 deg.
A vertical acceleration term is added when the commands are displayed in FPV mode (flight path
vector).
(b) FD roll control command
This command is generated from the outer loop command - PHI C.
When the FD commands are presented by crossed bars, the roll FD command is limited to plus or
minus 45 deg..
(c) FD yaw control command
This command is displayed on the PFDs in these phases only: ROLL OUT, RUNWAY (to 30 ft.) and
ALIGN (Ref. para 2. A. (6).
The DELTA R YAW command is generated in the yaw AP basic loop. The FD command is limited to
plus or minus 45 deg. in amplitude.
(d) FD command monitoring
The FD pitch and yaw control commands are computed in the command and monitoring channels and
then compared
(Ref. Fig. 22-11-00-13600-A - FD Command Monitoring)
The result of these comparisons is used to generate the FG HEALTHY signal. (Ref. para 2. A. (2)
Internal Monitoring Logic)
In TAKE OFF, LANDING and GO AROUND modes, the pitch and yaw outer loop commands are
computed in the command and monitoring channels.
(6) Removal of FD Commands
(Ref. Fig. 22-11-00-13800-A - Removal of FD Commands)
The FD commands can be removed in two ways:
(a) Removal manual control
The crew can clear the FD commands by means of the FD pushbutton switches located on the FCU.
Action on one FD pushbutton switch results in:
. Extinguishing of the FD P/B
. Removal of the FD commands (tendency bars or flight path director symbols) on the associated
PFD.
A second action on the illuminated pushbutton switch leads to:
. Illumination of the P/B (three green bars)
. Display of the FD commands.
The FD pushbutton switches come on automatically:
. Upon energization
. Upon loss of the AP, the ROLL OUT mode being active.
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(b) Logic - controlled removal
The FD commands (on the three axes) are delivered to the DMCs on three different labels:
. Label 141 PITCH FD BAR
. Label 140 ROLL FD BAR
. Label 143 YAW FD BAR.
This logic orders the DMCs to clear a command by forcing the status matrix of the corresponding label
to NCD:
. NCD on the three labels when the FD ENGD condition is lost
. NCD on the label 141 when no longitudinal mode is engaged or when the ROLL OUT mode is
active
. NCD on the label 140 when no lateral mode is engaged or when the RUNWAY LOC or the ROLL
OUT modes are active
. NCD on the label 143 as long as the RUNWAY LOC, ROLL OUT or ALIGN modes are not active.
(7) FD Display Flashing
The FMGCs can send a command to the DMCs to make the FD bars flash.
(a) FD pitch bar
This bar flashes in the following conditions:
. When the transmission of the glide data is interrupted above 100 ft. with the G/S CPT,
GS/TRACK and LAND TRACK modes engaged.
. If the ALT ACQ mode is lost further to altitude reference change (the bar flashes for 10 s).
. If the V/S mode is engaged (further to pilot action or loss of the lateral approach mode) with the
G/S CPT, G/S TRACK, LAND TRACK or FINAL DESCENT modes engaged (the bar flashes for
10 s).
. When one AP or FD is engaged, when no AP/FD were previously engaged (the bar flashes for 10
s).
(b) FD roll bar
This bar flashes in the following conditions:
. When the transmission of the LOC data is interrupted above 15 ft. with the LOC CPT, LOC
TRACK and LAND TRACK modes engaged.
. If the HDG mode is engaged (further to pilot action or loss of the longitudinal approach mode)
with the LOC CPT, LOC TRACK, LAND TRACK modes engaged or in the NAV mode associated
with RNAV approach (the bar flashes for 10 s).
. When one AP or FD is engaged, when no AP/FD were previously engaged (the bar flashes for 10
s).
(c) Flight path vector (FPV)
The vector flashes when one of the conditions mentioned above is present.
B. AP Engagement
(1) General
The AP is engaged through two pushbutton switches (AP1 and AP2) located on the center section of the
FCU.
In cruise only one AP can be engaged at a time (priority to the last AP engaged).
Both APs can be engaged when the following modes are active or armed:
. LAND mode
. GO AROUND mode.
In these cases, the AP1 has priority and is active. The AP2 is in standby and becomes active if the AP1 is
lost.
When these modes are released, the AP2 is disengaged automatically.
The AP can be engaged on the ground in any mode with engines stopped.
The AP disengages when one engine is started.
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An AP can be engaged again 5 s after lift-off in active FD modes (if at least one FD is engaged) and, in
HDG and V/S modes (if no FD is engaged).
At AP engagement, the load thresholds on the side stick controllers and on the rudder pedals are increased.
AP engagement is indicated by the illumination of the corresponding pushbutton switch (three green bars)
and by the AP1 or AP2 indication in the status column on the PFDs.
The pilot can disengage the AP in different ways:
. By action on the engagement pushbutton switch, with the green bars on.
. By action on one takeover and priority pushbutton switch on the side stick controller.
Loss of the AP is indicated by an aural and visual warning (Ref. para. 2. B. (6).
(2) AP ENGD Hardware Logic
(Ref. Fig. 22-11-00-14400-B - AP - Engage Hardware Logic)
(a) Principle
A part of the AP engage logic is accomplished through the hardware. It takes into account the
following signals:
. AP ENGD boolean generated in the software
. FG HEALTHY logic signal (Ref. para 2. A. (2))
. AP SW wired discrete from the FCU.
The AP ENGD hardware logic utilizes the command and the monitoring channels. Each output
discrete takes into account the conditions generated by each generated by each channel.
During the safety tests (at power rise) the AP SW signal is inhibited prohibiting engagement through
the pushbutton switch.
The disengagement takes place in the hardware logic:
. Upon loss of one of the AP ENGD and FG HEALTHY signals after confirmation of 200 ms.
. Through action on one takeover and priority pushbutton switch located on the side stick
controllers.
. Upon detection of long power failure (LPF) by the power unit.
In the event of short interruption, the engage signal maintains its pre-cutoff state. The final circuits are
therefore supplied with back-up current (VS).
They are isolated from the other signals during the cutoff (SW RESET signal active).
. The AP ENGD wired discretes obtained are used by : the FACs (selection of AUTO mode and
acquisition of yaw axis guidance signals)
. The ELACs (selection of AUTO mode and acquisition of guidance signals, pitch and roll axes and
nose-wheel steering)
. The FCU (illumination of the corresponding AP pushbutton switch, 3 green bars, and selection of
the FMGCs (generation of the AP warning)
. The opposite FMGC (disengagement of associated AP if in cruise modes, selection of the FMGC
having priority)
. The OWN FMGC (engagement wrap around).
(b) AP ENGD Software Logic
1 Engagement conditions
This signal is at 1 (flip-flop set) if all the engagement conditions are activated:
. Action on the engagement pushbutton switch
. Ground conditions : engagement possible in any mode only if the engines are shut down
. Flight conditions : engagement possible 5 s after lift-off
. Conditions specific to the AP : AP COND (Ref. para. 2. B. (5)
. Conditions common to the AP/FD : AP/FD COND (Ref. para. 2. A. (3)
. Conditions common to the AP/FD and A/THR : AP/FD/A THR COND (Ref. para. 2. A.
(4).
2 Disengagement conditions
This signal is set to O (flip-flop reset) when a disengagement condition is present:
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. Action on the engagement pushbutton switch, the associated AP being already engaged
. Engagement of the opposite AP if the AP is not in LAND or GO AROUND mode
. Action on one takeover and priority pushbutton switch
. One engine start on the ground
. Loss of one condition : either AP COND, or AP/FD COND or AP/FD/ A-THR COND
. In the event of landing in dual-AP operation, disengagement of AP2 only when the LAND or
GO AROUND mode is released.
(3) AP Specific Conditions (AP COND)
(Ref. Fig. 22-11-00-14600-A - AP COND Logic)
This logic covers all the conditions required to engage the AP
(a) Feedback of wired engage discretes
Engagement is confirmed by the feedback of four AP ENGD discretes delivered by each FMGC.
Therefore for the FMGC1:
. The AP ENGAGEMENT FEEDBACK condition (command) is set to 0 upon loss of discrete AP1
ENGD1 or 2 delivered by the command channel
. The AP ENGAGEMENT FEEDBACK condition (monitor) is set to 0 upon loss of discrete AP1
ENGD3 or 4 delivered by the monitoring channel.
(b) Disengagement through AP takeover and priority pushbutton switches
(c) Availability and validity of peripherals
These are peripherals which utilize the AP commands.
1 FAC
. Availability of at least one FAC (CMD and MON FAC HEALTHY wired discretes).
. Confirmation of FAC operation in AUTO mode further to AP engagement by the FAC
. Engagement of the yaw damper function
. Engagement of the rudder trim function.
Loss of one of the above five logic conditions is not taken into account in LAND TRACK,
between 100 ft. and the ground.
2 ELAC
Each ELAC generates ELAC AP DISC discretes.
The AP disengages only upon a command from the two ELACs.
The disconnection command from only one ELAC results in a reduction of landing capability.
(d) Condition specific to GO AROUND and TAKEOFF modes
On the ground, the engagement of the GO AROUND mode or positioning of the both throttle control
levers in or above the MCT/FLX gate result in AP disengagement.
(4) Generation of AP Commands
(a) Pitch basic loop
(Ref. Fig. 22-11-00-14700-A - Pitch Basic Loop)
When the AP is engaged, the delta q command generated in the pitch basic loop is sent to the ELAC
and controls the power loop of the elevator servocontrols. The delta q command integrated in the
ELAC is then fed to the THS actuator for the autotrim function.
The delta q command is limited in amplitude (-18 deg., +9 deg.) and in variation speed (10 deg./s in
clean configuration, 20 deg./s with flaps and slats extended).
Two inputs are applied to the pitch basic loop:
. A cruise input
. A landing input which optimizes performances but requires higher response for the elevator
servocontrols.
Change from one input to the other occurs at selection of the G/S GPT mode.
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1 Cruise
The delta q elevator command is generated from:
. The outer loop command - delta theta c AP
. The aircraft feedbacks in pitch angle (theta), pitch attitude rate and roll angle (phi).
In certain modes (ALT, V/S, FPA) an engine torque compensation is added to the term -delta
theta c AP to minimize the path deviations due to important thrust variations. Use of the CG
position permits to improve stability when the aircraft is in nose-heavy condition.
2 Landing
The delta q elevator command is generated from:
. The outer loop command - delta n Z c
. The aircraft feedbacks : vertical acceleration, pitch angle, pitch attitude rate and roll angle.
(b) Roll basic loop
(Ref. Fig. 22-11-00-14800-A - Roll Basic Loop)
Two deflection commands for the various roll control surfaces are fed from the basic loop:
. A delta p aileron command is sent to the ELACs
. A delta p spoiler command is sent to the SECs via the ELACs.
In addition, the aileron delta p command is used by the FACs for turn coordination and rudder trim.
The aileron and spoiler delta p commands are generated from the outer loop command -phi c and
aircraft feedbacks.
At the output of the inner loop, a gain K (0 in approach, 1 in cruise) permits to switch from a cruise
inner loop to an approach inner loop.
These deflection orders are limited in amplitude and in variation speed as follows:
delta p aileron LIM plus or minus 25 deg.
RLIM 25 deg./s
delta p spoiler LIM plus or minus 35 deg.
RLIM 25 deg./s
Upon real or simulated engine failure, the lateral attitude is limited on the -phi c command at the
input of the basic loop:
. In takeoff phase, the lateral attitude is limited to 15 deg. as long as speed is lower than the
maneuvering speed of the clean configuration (Green dot).
. In landing phase, and on condition that LOC CPT has not been selected, the lateral attitude is
limited to 15 deg. as long as speed is lower than the maneuvering speed of the flaps/slats
configuration.
(c) Yaw basic loop
(Ref. Fig. 22-11-00-15000-A - Yaw Basic Loop)
The delta r command of the yaw basic loop is computed by the FMGC in the approach phase only. In
the other cases, the basic loop is computed in the FACs.
This command is then fed to the FACs to control the yaw power loop.
In addition, the delta r command is integrated in the FAC and transmitted to the rudder trim actuator.
This order is limited in amplitude (plus or minus 20 deg.) and in variation speed (30 deg./sec) in clean
configuration.
In approach phase (from LOC CPT to ALIGN) the delta r command is generated from the outer loop
command-phi c and aircraft feedbacks.
In roll out phase, the delta r command is generated from the delta r ROLL OUT signals computed in
the LOC laws.
In this phase the FMGC also generates a nosewheel steering command (delta NOSEWHEEL) for the
BSCU. This command is limited in amplitude (plus or minus 6 deg.) and in variation speed (5 deg./s).
(d) Deflection command consolidation
(Ref. Fig. 22-11-00-15100-A - AP Command Generation)
The basic loop is computed for each axis in the command and monitoring channels.
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The peripherals use the deflection commands resulting from the vote performed on the commands
delivered by each channel. The vote is made taking into account the smallest value (absolute value).
Comparators permit to detect:
. Differences between each input and output of voter
. Differences between the outputs of voters.
The result of these comparisons is taken into account in the generation of the FG HEALTHY signal.
In TAKE OFF, LANDING and GO AROUND modes, the outer loop commands are computed
separately by the command and monitoring channels. This duplicates the generation of deflection
commands in these modes.
In cruise modes, the outer loop commands are limited in amplitude and in speed in the basic loops. In
cruise, this limits the effects of failures affecting the outer loop commands.
(5) Increase of Load Thresholds on Side Stick Controllers and Rudder Pedals
(Ref. Fig. 22-11-00-15300-A - Side Stick Controllers and Rudder Pedals - Locking Logic)
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 provides 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
The loads are increased on both axes.
The pitch load threshold changes from 0.5 daN to 5 daN. The roll load threshold changes from 0.5
daN to 3.5 daN.
Any load on the side stick controller which exceeds these values, results in 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 artificial feel and trim unit).
The load threshold changes from 10 to 30 daN when the AP is engaged.
NOTE : Exceeded load results in AP disconnection.

(6) Warnings
(a) AP OFF warning
(Ref. Fig. 22-11-00-15500-A - AP OFF Warning)
The FWCs generate various warnings upon AP disengagement.
Their display and the clearing actions depend on the origin of the disengagement.
1 Manual disengagement through takeover and priority pushbutton switches
Upon disengagement through these pushbutton switches, the FWCs generate the following
warnings:
. The red MASTER WARN lights on the glareshield flash for 3 s
. The red AP OFF message is displayed for 9 s on the upper display unit of the ECAM system
in the MEMO section
. The cavalry charge aural warning sounds for 1.5 s.
All these warnings are cleared automatically. Action on one takeover and priority pushbutton
switch or on the one MASTER WARN light enables to cancel these warnings. The crew can also
clear the AP OFF message on the display unit of the ECAM system (minimum duration of the
aural warning is 0.5 s).
2 Disengagement resulting from a failure or from the pilot pushing the FCU AP pushbutton, or from
a force on the sidestick or rudder pedals
The FWCs generate the following warnings:
. The red MASTER WARN lights flash
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. The red AUTO FLT AP OFF message is displayed on the upper display unit of the ECAM
system
. The cavalry charge aural warning sounds
. The CLR pushbutton switch on the ECAM control panel comes on.
These warnings are not cancelled automatically:
. Action on one takeover and priority pushbutton switch or on one MASTER WARN light
cancels this warning and the cavalry charge warning stops after 1.5 s
. Action on the CLR pushbutton switch cancels all the AP warnings (MASTER WARN light,
message on the upper display unit of the ECAM system and aural warning).
This action enables the display of the STATUS page (AP1 or AP2 or AP1 + 2) on the lower
display unit of the ECAM system.
NOTE : At AP disengagement, and in addition to these warnings the corresponding engagement

pushbutton switch on the FCU goes off.
The AP1 or AP2 or the AP1 + 2 message disappears in the engagement status column of
the FMA on the PFD(s).
(b) AP availability
The FMGC generates an AP INOP message to the FWCs giving the availability of the associated AP.
When this item of information is present, the AP1 or/and AP2 message is displayed in the INOP SYS
column of the lower display unit of the ECAM system.
Each FMGC takes into account the following items of information for the availability of the AP:
. Its own validity and the validity of the FM part
. ADR validity
. IR validity
. FCU validity
. Rudder trim availability
. Yaw damper availability
. FAC and characteristic speed validity
. LGCIU validity
. ELAC availability.
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** On A/C ALL
a) AFTER SAFETY TEST ON GROUND
FD1 FD2
CAPT PFD F/O PFD
b) AFTER ENGAGEMENT IN FLIGHT
V/S HDG V/S HDG

FD1 FD2
CAPT PFD F/O PFD
NOTE:"1FD2" ON BOTH SIDES IF ENERGY MANAGEMENT FUNCTION ARE ACTIVATED.
N_MM_221100_0_AAM0_01_00

FD Engagement 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SOFT
FD OFF LEFT
FD COND
FD OFF RIGHT
FD OPP
ENGD
FD ENGD FD BARS
CLEARING
LOGIC
AP/FD COND
VS FD1 ENGD
FCU AP/FD/ATHR COND OWN CMD
DMC1
CONF FD1
FG HEALTHY 200 ms ENGD FD1 ENGD
OPP MON
COMMAND
MONITOR
FD1 ENGD
QWN CMD
DMC3
FD OPP ENGD FD1 ENGD
OPP CMD
FD OFF LEFT
FCU 1A
FD OFF RIGHT µp1

(MICROPROCESSOR 1)
µp2
FMGC 1 (MICROPROCESSOR 2)
FD2 ENGD OWN CMD FCU

FD OPP ENGD
FD2 ENGD OPP CMD
SAME AS COMMAND
FMGC 1 MONITOR
FD OPP ENGD FD2 ENGD OWN MON
FCU 2A
FD2 ENGD OPP MON
DMC2
FMGC 2
N_MM_221100_0_ACM0_01_00

FD - Engage Hardware Logic 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SOFT
INTERNAL MONITORING GUIDANCE

OWN LANE
INTERNAL MONITORING/LOOP
FG
EXCEPTIONS GUIDANCE
EXCEPTIONS I/LOOP HEALTHY
WATCHDOG ACTIVATION
TO FD AND
COMMAND
AP
MONITOR ENGAGE
LOGIC
SOFT
FG
INTERNAL MONITORING GUIDANCE
HEALTHY
EXCEPTIONS GUIDANCE
WATCHDOG ACTIVATION
N_MM_221100_0_AEM0_01_00

FG HLTY Logic 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
a) NORMAL CONFIGURATION: 2 FD’S ENGAGED
FD1 FD2
(1FD2)* (1FD2)*
FCU
CAPT PFD F/O PFD
A B
b) ACTION ON CAPT FD P/BSW
A B (−FD2)* FD2
(−FD2)*
CAPT PFD F/O PFD
c) FD2 FAIL AND ACTION ON CAPT FD P/BSW
A B (−FD1)* FD1
(−FD1)*
CAPT PFD F/O PFD
* FD STATUS MESSAGES IF ENERGY MANAGEMENT FUNCTIONS ARE ACTIVED.
N_MM_221100_0_AGM0_01_00

FD Disengagement 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
FAC PARAMETERS MONITORING
RADIO ALTIMETERS MONITORING
ROLL OUT MODE VALIDITY
AP/FD COND
ILS PARAMETERS MONITORING
PROFILE AND F PLAN VALIDITY
FCU PARAMETERS MONITORING
N_MM_221100_0_AJM0_01_00

AP/FD COND Logic 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
ADIRS PARAMETERS
MONITORING
FM VALIDITY AP/FD/ A/THR COND
LANDING GEAR INFORMATION

MONITORING FROM FAC
N_MM_221100_0_ALM0_01_00

AP/FD/A THR Common Conditions 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
V/S − HDG SELECT
APPROACH
+ GAIN LIMIT
+
WASH PITCH FD BAR
OUT RATE
− LIMIT
GAIN GAIN +
GAIN
f (M) GAIN +
..
Z WASH a) PITCH
GAIN
OUT
0
f(Vc) V/S − HDG SELECT
LIMIT
FILTER GAIN LIMIT

+ ROLL FD BAR
GAIN
b) ROLL
YAW FD BAR
GAIN
LIMIT FILTER RATE
LIMIT
FD ROLL OUT
ALIGN
FD RUN WAY b) YAW
RUNWAY SUBMODE
N_MM_221100_0_ANM0_01_00

FD Basic Loops 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
CRUISE
PITCH FD BASIC PITCH FD BASIC
PITCH
OUTER LOOPS T/O, G/A LOOP
G/S TRACK, LAND TRACK
ROLL OUTER ALL MODES ROLL FD BASIC ROLL FD BAR

LOOPS LOOP
YAW OUTER T/O YAW FD BASIC YAW FD BAR

LOOPS LAND LOOP
COMMAND
MONITOR
PITCH FD BASIC C
PITCH OUTER T/O, G/A LOOP
LOOPS G/S TRACK, LAND TRACK
YAW OUTER T/O YAW FD BASIC C

LOOPS LAND LOOP
INTERNAL
MONITORING
LOGIC
N_MM_221100_0_AQM0_01_00

FD Command Monitoring 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
FD FD
FCU
FD2 ENGD
F/W OR
PITCH FD BAR NO REFRESH ON
FD OFF LEFT
ONE LABEL
FD
COMPUTATION ROLL FD BAR
TO CAPT PFD
YAW FD BAR
FD ORDERS CLEARING LOGIC BUS
CHOICE
AP/FD LONG MODE
NCD ON LABEL 141 BARS
OR
CLEARING
ORDER
AP/FD LAT MODE
NCD ON LABEL 140

OR DMC1
NCD ON LABEL 143

ROLL OUT MODE OR
RUNWAY LOC MODE OR
ALIGN MODE
FD ENGD
FD OFF LEFT
FD ENGAGE
LOGIC
FD OFF RIGHT FROM TO FD2 ENGD
FMGC2 OTHER
DMC’S
FMGC 1
N_MM_221100_0_ASP0_01_00

Removal of FD Commands 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
1
AP1 P1
3
P2
5
AP2
7
AP1 (VS: EMERGENCY SUPPLY)
FCU
AP SW
1 AP1 ENGD
VS VS
6 C
SOFT VS AP1 ENGD
TEST ON M
1 1 AP1 ENGD
GROUND COND 8
2 AP ENGD S
FLIGHT COND 3
S
6 AP COND FAC 1
AP/FD COND AP1 ENGD
8
AP/FD A/THR COND CONF 2
200ms 5
DISENGAGE COND R* C
FG HEALTHY 2
M
VS 7
4
TAKE OVER P/BSW NC FAC 2
TAKE OVER P/BSW NO R*
VS 1
GROUND FILTERED C
LPF 6
SW RESET M
(FROM PS) 3
COMMAND 8
VS FWC 1
MONITOR
AP SW AP1 ENGD
3
3 5 C
SAME LOGIC 2
4 AS COMMAND CHANNEL M
+ 28VDC + 28VDC 6 7
AP1 ENGD 4
8
4 FWC 2
VS
1
FMGC 1 3 ELAC 1
6 FAIL
8
5 6 C
AP2 ENGD M
8
6
AP2 ENGD 1
2 3
4
5
SAME LOGIC ELAC 1
6 7 5
AS FMGC1 AP2 ENGD
AP SW 7
8 2
7 AP2 ENGD 4
8 5 C
2 7 M
AP2 4
FMGC 2 2
4
ELAC 2
FCU
N_MM_221100_0_BAQ0_01_00

AP - Engage Hardware Logic 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
AP ENGAGEMENT FEEDBACK
TAKEOVER P/BSW
FAC’S AVAILABILITY AP/FD/ A/THR COND
ELAC’S AP DISC
TAKE OFF/GO AROUND COND
N_MM_221100_0_BCP0_01_00

AP COND Logic 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
APPROACH
ENGINE TORQUE
COMPENSATION
+
− q
c AP LIM
RATE +
GAIN LIM
RATE
− nzc GAIN LIMIT + LIMIT
f(Vc) f(MACH) f(MACH) f(MACH) f(XG) f(CONFIG)
.. + +
Z FILTER GAIN GAIN SYNCHRONIZER
+ +
f(Vc) f(hRA)
APPROACH
−
GAIN WASH GAIN
+
f(MACH) f(Vc)
+
APPROACH = G/S CAPT MODE + G/S TRACK MODE + LAND TRACK MODE
+
GAIN
+
° GAIN
+
f(Vc)
FLARE
WASH GAIN
0
N_MM_221100_0_BEP0_01_00

Pitch Basic Loop 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
P
GAIN
AILERON
LIM ALIM
+
+
f(Vc)
+
STRUCTURAL
GAIN GAIN KINEMATICS P
FILTER
SPOILER
+
LIM ALIM
GAIN
APPROACH = 0
f(MACH) CRUISE =1
ACCURACY INPUT f(CONFIG)
+
INTEGRATOR GAIN
+
° GAIN
+
1
+
+
+
+
f(Vc)
GAIN
+
C f(Vc)
1
+
+
RATE − AP
− c LIM GAIN
LIMIT
+
f(Vc)
f(Vc) f(Vc)
GAIN
f(Vc)
c
+
+
GAIN FILTER GAIN
+
+
G/V f(Vc)
RATE − AP
LIM
LIMIT
R1
+
AY1 GAIN GAIN
+
R1c
+
GAIN GAIN
+
rc FILTER GAIN
f(Vc)
f(Vc) f(Vc)
Vc
c AP
N_MM_221100_0_BGQ0_01_00

Roll Basic Loop 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
+
1 GAIN
+
f(Vc)
ROLL OUT
AP GAIN
+
RATE r
LIM
LIMIT
+
f(Vc)
+
AP GAIN
+
f(Vc)
+
C GAIN
+
f(Vc)
+
R1C GAIN
+
f(Vc)
r1 GAIN WASH
RATE NOSE WHEEL
GAIN LIM
LIMIT
r ROLL OUT
f(V )
GROUND
N_MM_221100_0_BJP0_01_00

Yaw Basic Loop 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
T/O + G/A + G/S TRACK.LOC TRACK + LAND TRACK
CRUISE OUTER CRUISE OUTER

LOOPS LOOP
C
TO
ELAC
RATE RATE FAC
LIM LIM
LIM LIM BSCU
VOTER
T/O, G/A
LAND OUTER FEEDBACK ORDERS C C
LOOPS
BASIC LOOP
COMMAND
MONITOR
C C
SAME VOTER
T/O, G/A AS
LAND OUTER COMMAND
LOOPS
N_MM_221100_0_BLP0_01_00

AP Command Generation 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
ARTIFICIAL FEEL
AND TRIM UNIT
301PP
TO RUDDER
14CA
16CA
15CA1
RUDDER ART FEEL
SOLENOID
15CA2
CAPTAIN SIDE STICK
CONTROLLER
PEDALS LOCK
+28VDC
AP ENGD
AP OPP ENGD CMD STICK LOCK
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
FMGC 1
F/O SIDE STICK
CONTROLLER
PEDALS LOCK
STICK LOCK
SAME AS 22CA
FMGC 1 PEDALS LOCK
STICK LOCK F/O PITCH & ROLL LOCK

SOLENOID
24CA 12CA2
FMGC 2
301PP
13CA
N_MM_221100_0_BNP0_01_00

Side Stick Controllers and Rudder Pedals - Locking Logic 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A
B B
FLIGHT CONTROL UNIT
CAPT MASTER WARN LIGHT F/O MASTER WARN LIGHT
AUTO FLT AP OFF
A
B B
UPPER ECAM DISPLAY UNIT

C C C
F D
COCKPIT D
LOUDSPEAKERS G H
E
CAVALRY F/O TAKE OVER &

CHARGE PRIORITY
CAPT TAKE OVER &
PRIORITY P/BSW P/BSW
G H
E
LOWER ECAM DISPLAY UNIT
ECAM CONTROL PANEL
N_MM_221100_0_BQP0_01_00

AP OFF Warning 22-11-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
CRUISE MODES - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
A. Engagement Principle
The engagement of the cruise modes on the AP/FD obeys the operational utilization principle of the AFS.
When the pilot wants to manually control a flight parameter, he must select the required value on the FCU then
pull the associated selector knob. Then, the AP/FD mode of the manual control of this parameter is engaged.
In order to have a flight parameter controlled by the flight management part of the FMGC, the pilot must push
the associated selector knob. The automatic control is then armed or activated.
B. Engagement on the Ground
In order to facilitate the AFS test, certain cruise modes can be activated on the AP and on the FD, on the
ground when the engines are stopped.
All these modes are disengaged at engine start-up on the ground and this causes the return to a configuration in
conformity with the takeoff phase.
C.Synchronization of Modes Between FMGCs
So as to ensure a consistent operation of the AFS, it is mandatory to have the two FMGCs in operation with the
same modes active and armed.
The logic for the selection of the FMGC which has priority takes into account the engagement of the AP, FD
and A/THR functions.
This logic is indicated below.
-------------------------------------------------------------------------------
! AP ENGAGEMENTS ! FD ENGAGEMENTS ! A/THR ENGAGEMENTS ! FMGC HAVING !
!------------------!------------------!-------------------! PRIORITY !
! 1 ! 2 ! 1 ! 2 ! 1 ! 2 ! !
!--------!---------!---------!--------!---------!---------!-------------------!
! 1 ! - ! - ! - ! - ! - ! 1 !
!--------!---------!---------!--------!---------!---------!-------------------!
! 0 ! 1 ! - ! - ! - ! - ! 2 !
!--------!---------!---------!--------!---------!---------!-------------------!
! 0 ! 0 ! 1 ! - ! - ! - ! 1 !
!--------!---------!---------!--------!---------!---------!-------------------!
! 0 ! 0 ! 0 ! 1 ! - ! - ! 2 !
!--------!---------!---------!--------!---------!---------!-------------------!
! 0 ! 0 ! 0 ! 0 ! 1 ! - ! 1 !
!--------!---------!---------!--------!---------!---------!-------------------!
! 0 ! 0 ! 0 ! 0 ! 0 ! 1 ! 2 !
!--------!---------!---------!--------!---------!---------!-------------------!
! 0 ! 0 ! 0 ! 0 ! 0 ! 0 ! 1 (if FMGC valid) !
-------------------------------------------------------------------------------
NOTE : - means : indifferent state

In cruise phase and on condition there is at least one AP/FD engaged, the FMGC which has priority
imposes the cruise modes active and armed to the FMGC which has no priority.
D. Disengagement Principle
The disengagement of a lateral mode is caused by the engagement of a new lateral mode. The disengagement of
a longitudinal mode is caused by the engagement of a new longitudinal mode.
KNA Page 1
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Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A. Speed Control
In flight, the AFS ensures the permanent control of the SPEED/MACH parameter either through the automatic
thrust control or through the AP/FD longitudinal guidance.
The purpose of the control is to acquire and hold a reference speed or Mach or to monitor the evolution of this
parameter within an authorized zone, in the case of follow-up of the descent path at reduced thrust.
The speed control is:
. managed when the speed or Mach reference does not come from the FCU. In this case, the speed triangular
symbol is magenta on the PFD speed scale.
. selected when this reference is the value displayed in the SPD MACH window of the FCU display. In this
case, the speed triangular symbol is cyan on the PFD speed scale.
(1) Selected Speed Control
It is activated:
. upon energization of the FMGC in flight
. five seconds after lift-off, when no FM speed reference is available and the PITCH TAKE OFF, PITCH
GO AROUND, GS TRACK and LAND TRACK modes are not engaged
. upon disengagement of two AP/FDs on condition that the aircraft is not in approach phase
. through pull action on the SPEED/MACH selector knob, on the ground with engines stopped or in
flight (5 s after lift-off)
(Ref. Fig. 22-12-00-13700-B - Speed Control)
(item C)
. through FMS request (acceptance of a preset value upon FMS phase change Ref. NOTE 1)
. upon the loss of FM speed reference in flight when the PITCH TAKE OFF, PITCH GO AROUND, GS
TRACK and LAND TRACK modes are not engaged.
The selected control is lost:
. when the automatic speed control is selected
. upon engine start-up on the ground
. upon engagement of the AP or FD on the ground.
NOTE : The speed is preset on the MCDU.
NOTE : It is not possible to select selected speed control in the configuration : ground (takeoff), engines
running, and FD engaged.
NOTE : The request for switching to selected speed will not be accepted if the SRS mode is engaged and
the altitude selected on the FCU is lower than the aircraft level.
(2) Managed Speed Control
The speed control can be managed only if a speed reference is available in the FMGC.
The nature of this reference is dependent on the flight phase (V2, V Ref., speed hold reference in climb,
descent and cruise).
It is activated:
. on the ground:
. upon engagement of the AP or FD, with V2 available
. upon engine start-up with FD engaged and V2 available
. upon selection of V2 on the MCDU, with the FD engaged.
. on the ground or in flight:
. when the SRS control law is activated due to the TAKE OFF or GO AROUND modes
NOTE : At takeoff, this mode cannot be engaged if V2 is not available.
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. when you push the SPD/MACH selector knob and on condition that the reference which
corresponds to the flight phase is available in the FMGC
. when the Expedite mode is engaged.
It is lost when you switch to the selected speed control and on the ground, when the TAKEOFF, GO
AROUND AND TRACK modes are not engaged and when the validity of V2 disappears.
(3) Speed/Mach Switching
(Ref. Para. 2.C.(3)(b))
. In automatic speed control, switching is controlled by the FM part.
. In manual speed control, the Speed/Mach switching is automatic and controlled by the FM part
according to the switching altitude.
Upon switching, the FCU displays the Mach number (or speed) which corresponds to the speed (or
Mach number) selected and to the switching altitude.
This automatic switching can be overriden by the pilot through action on related pushbutton switch (on
the FCU) and upon switching, the display is synchronized on the A/C Mach number (or speed).
(4) Target Speed Limitations
The speed control permits to limit the target speed within a margin which guarantees the maneuverability
and safety with respect to the stalling speed and maximum speed.
The lower limit is the minimum selectable speed VLS which is 30% higher than the stalling speed.
The upper limit is the maximum operating speed which corresponds to the structural limits or to buffeting.
In managed speed control, when the target speed is determined by the FM part (i.e. outside the takeoff,
landing and go around phases), the lower limit is the maneuvering speed (VMAN) 45% higher than the
stalling speed.
All these typical speeds are calculated by the FAC. Their definitions and the guarantees they provide are
described in 22-60-00 : FAC.
(5) Synchronization of the SPD MACH Display of the FCU
When the managed speed control is engaged, the SPD MACH window of the FCU displays dashes and the
associated automatic control light is on.
(item A)
When in managed speed control, if you turn the SPD MACH selector knob on the FCU, the FMGC causes
the synchronization of the FCU SPD MACH window.
(item B)
The value to be synchronized is calculated and transmitted by the FMGC to the FCU.
Then, if the pilot pulls the SPD MACH selector knob, the manual speed control is engaged and the selected
speed is taken into account.
(item C)
If the pilot does not pull the SPD MACH selector knob within the 10 s which follow the selection, the
dashes are displayed again in the window and the selection is lost.
The different possibilities of synchronization are:
(a) Display of a reference in the display window which can be caused:
. by the loss of the two FMGCs ; in this case, the window displays only the speed, and the
synchronized value will be the last acquisition of the A/C speed before the loss of the two FMGCs.
. by the engagement of the manual speed control or turn action on the SPD MACH selector knob.
The synchronized value is the aircraft speed or Mach (e.g. energization of AFS or takeoff without
V2).
At takeoff or in go around, the synchronized value cannot be lower than ”V2 memorized” or ”GA
speed target”.
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. by acceptance of a preset value entered on the MCDU.
When the pilot presets a speed or Mach value on the MCDU for the next flight phase when there
is an FMS phase change, the manual speed control is selected and this value is displayed on the
FCU.
(b) Modification of the speed or Mach reference displayed in the window, caused by the FMGC:
. when the pilot has preset a speed or Mach value on the MCDU for the next flight phase, at the
FMS phase change, this value is synchronized
. during climb when the aircraft reaches the SPD-to-MACH switching altitude, the synchronized
value is the Mach number calculated by the FMS (Mach number which corresponds to the selected
speed and to the switching altitude).
. during descent when the aircraft reaches the MACH-to-SPD switching altitude, the synchronized
value is the speed calculated by the FMS.
. when the pilot causes a Speed/Mach switching through action on the related pushbutton switch
(on the FCU), the synchronized value is the aircraft speed or Mach number.
NOTE : Display unit limitations:

. between 100 and 399 kts for speed
. between 0.01 and 0.99 for Mach number.
B. Lateral Modes - General
(Ref. Fig. 22-12-00-14500-A - Lateral Modes Active in Cruise)
The figure gives:
. the list of lateral modes active in cruise,
. the control laws and references associated with each mode.
C. Lateral Modes - Heading or Track Hold Modes (HDG/TRK)
(Ref. Fig. 22-12-00-15100-B - HDG/TRK Selection)
(item A)
The choice between heading and track modes is made according to the selection made on the FCU.
After an in-flight energization, the FCU selection is HDG-V/S and the heading hold mode is engaged at the FD.
An action on the FCU related pushbutton switch causes the selection of TRK-FPA, engagement of the TRK
mode and the synchronization of the HDG TRK window on the aircraft track.
A second action on the FCU related pushbutton switch causes the selection of HDG-V/S, engagement of the
HDG mode and the synchronization of the HDG TRK window on the aircraft heading.
These logic is valid if the aircraft, with HDG or TRK mode active, is not turning (current target < 5 deg).
If not, an action on FCU related pushbutton switch leads to take the previous target for the new one. So the
turn is not interrupted.
(Ref. Fig. 22-12-00-15100-B - HDG/TRK Selection)
(item B).
(1) Operational use
(Ref. Fig. 22-12-00-15200-B - HDG/TRK Mode)
The HDG/TRK mode can be engaged in flight through pull action on the heading/track selector knob of
the FCU.
At mode engagement, the HDG TRK window of the FCU is synchronized on the aircraft heading (track).
The HDG/TRK mode enables to acquire and hold the heading (track) displayed on the FCU.
The selection on the FCU can be performed before or after the mode engagement.
In fact, with the mode not engaged, the HDG TRK window displays three dashes and if you turn the
heading/track selector knob on the FCU, the window is synchronized on the aircraft heading (track).
The pilot can then select a heading (track) which will be taken into account if he engages the HDG/TRK
mode.
If the mode is not engaged within 45 s following the selection, the dashes are displayed again in the window
and the selection is lost.
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The acquisition of the heading (track) displayed during the initial engagement is made in the shortest way.
On the contrary, with the HDG/TRK mode engaged, if a change of selected heading (track) is made on the
FCU, the acquisition of the new heading (track) will be made following the direction of rotation of the
heading/track selector knob of the FCU for the display.
(2) Elaboration of orders
(Ref. Fig. 22-12-00-15300-A - HDG/TRK Control Law)
This figure gives the principle of elaboration of the AP/FD orders in HDG/TRK mode.
(3) Operational logic
The HDG/TRACK modes are activated if one of the conditions below is met:
. pull action on the HDG TRK selector knob on the ground with engines shut down and in flight 5 s after
lift-off
. loss of lateral flight plan, with the NAV mode active and on condition that the FINAL DES mode is not
armed or active
. engagement of AP or FD in flight, with no AP/FD engaged
. loss of LOC capture or LOC track due to the loss of the LAND mode, independent of the selection of a
lateral mode and of action on the LOC pushbutton switch
. loss of the NAV mode due to the loss of FINAL DES mode active or armed and independent of the
selection of a lateral mode (action on the APPR pushbutton switch or selection of the V/S FPA mode)
. loss of the LOC capture or LOC Track mode not in the LAND mode through action on the LOC
pushbutton switch
. arming of LOC mode, the NAV mode associated to the FINAL DES mode being active.
D. Lateral Modes - Navigation Mode (NAV)
(1) Characteristics
This mode enables the aircraft to be controlled in the horizontal plane using the commands calculated by
the Flight Management (FM) section. The mode includes an arming phase, the support mode can be the
HDG/TRK or RUNWAY mode and an active phase.
The NAV mode can only be active or armed if a lateral flight plan, calculated by the FM from data
introduced on the MCDU, is available.
The possibilities of navigation in the horizontal plane are described in 22-72-00 Navigation/Lateral
Functions.
(2) Operational use
(Ref. Fig. 22-12-00-15700-B - Engagement of NAV Mode at Takeoff)
On the ground, the NAV mode is automatically armed as soon as a flight plan is available. At takeoff, the
switching to active NAV occurs at 30 ft.
In the same conditions and if the radio altimeters are failed, the NAV mode becomes active 5 s after lift-off.
In flight, the NAV mode is armed through push action on the HDG TRK selector knob except if the LOC
mode is active.
The NAV mode becomes active when the capture of the flight plan can be started.
(Ref. Fig. 22-12-00-15800-B - Engagement of NAV Mode (HDG TRK Selector Knob))
The capture condition is calculated by the FM part.
The NAV mode can become active without passing through the arming phase when the pilot modifies his
flight plan through the DIRECT TO procedure on the MCDU.
(Ref. Fig. 22-12-00-15900-B - Engagement of NAV Mode (DIRECT TO))
The arming of the NAV mode is indicated to the pilot through the illumination of the LAT indicator light
on the FCU.
When the NAV mode becomes active, the light remains on and dashes are displayed in the HDG TRK
window of the FCU display.
(3) Guidance
With the NAV mode active, the FM selects the lateral guidance mode and associated target.
The guidance modes available are:
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. horizontal path : capture and holding of path that the FM computes
. heading : holding of heading selected by the FM
. track : holding of track selected by the FM
The principle of elaboration of AP/FD orders by the heading or track holding laws has been described in
the previous chapter. When the selected guidance consists in holding a horizontal path computed by the
FM, the AP/FD orders are elaborated by the horizontal path law.
(Ref. Fig. 22-12-00-16000-A - Horizontal Path Law)
NOTE : Phi N is a precommand determined by the FM. XTK and TAE are used to slave the aircraft to this
predetermined path.
The logic which enables to arm and activate the NAV mode is as follows :
(a) NAV armed
The NAV is armed if a lateral flight plan is available and if one of the conditions below is present :
. push action on the heading/track selector knob except if the LOC mode is active
. aircraft on ground on condition that there is no preset heading value or any mode except the
Runway mode active
. action on APPR pushbutton switch on the FCU and on condition that a RNAV approach is
selected on the MCDU.
The NAV mode is disarmed through:
. selection of a preset heading value
. pull action on the heading selector knob
. arming of LOC mode (action on the LOC pushbutton switch)
. selection of the GO AROUND mode
. loss of the RNAV approach arming essentially due to action on the APPR pushbutton switch.
(b) NAV active
The NAV mode becomes active in presence of one of the conditions below:
. the conditions of capture of the flight plan are met, with the NAV mode armed at takeoff,
switching to NAV takes place at 30 ft.
. DIR TO is selected on the MCDU on condition that the LOC mode is not selected below 700 ft.
This mode is lost upon selection of another lateral mode and through the loss of the lateral flight plan
except when the APPR mode is engaged.
E. Lateral Modes - LOC Mode Through LOC Pushbutton Switch
(1) Characteristics
This mode enables to capture and track a LOCALIZER beam independently of the GLIDE beam.
This mode is used:
. on the airfields not provided with glide transmitters
. in the event of very noisy ILS beams (Cat. 1 beams for example).
This mode includes:
. an arming phase,
. a capture phase,
. a track phase.
During the arming phase, the HDG, TRK and NAV modes can be used as support modes.
(2) Operational use
(Ref. Fig. 22-12-00-16400-B - LOC Mode)
After the LOC frequency and the runway heading have been selected on the MCDU or RMP, arming of the
LOC mode is controlled through push action on the LOC pushbutton switch on the FCU.
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During the arming phase, the support mode must cause the aircraft to follow a path which authorizes
capture of the LOC beam.
The conditions for activation of the LOC CPT and LOC TRACK modes and the associated guidance are
described in 22-13-00.
Engagement of the LOC mode armed or active is indicated on the FCU through illumination of the 3 green
bars on the pushbutton switch and of the LAT indicator light.
(a) LOC mode armed
The LOC mode is armed through action on the LOC pushbutton switch and on condition that:
. one ILS/MMR receiver is available
. radio altitude is higher than 400 ft, (on the ground with engine stopped, this condition is
overridden)
. the active modes are not TAKEOFF or GO AROUND.
This mode is disarmed through:
. a new action on the LOC pushbutton switch (does not arm NAV automatically)
. arming of the NAV mode
. engine starting on the ground
. engagement of the go around mode.
NOTE : The engagement of the NAV mode by DIR TO selection does not disarm the LOC mode.
(b) LOC mode active
This mode becomes active when the capture conditions are met.
This mode is lost upon engagement of another lateral mode, the second action on the LOC pushbutton
switch engages the HDG/ TRACK mode.
F. Longitudinal Modes - General
(Ref. Fig. 22-12-00-16800-A - AP/FD Longitudinal Modes Active)
To ensure aircraft guidance on the longitudinal axis in AP/FD, the pilot can use:
. the modes which ensure capture and holding of a level,
. the modes which ensure control of level changes.
The level change control is ”selected” when the pilot imposes the guidance parameters via the FCU.
The level change control is ”managed” when the guidance parameters are determined by the FM part.
The list of longitudinal modes and sub-modes active in cruise and the control laws and associated references are
given in the figure.
G. Longitudinal Modes - Altitude Acquisition and Hold Modes
(1) Altitude acquisition mode (ALT ACQ)
(a) Characteristics
This mode permits to acquire the altitude selected in the ALT counter of the FCU or the altitude
provided by the FM part when the passage of an altitude constraint 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 toward the desired level.
The ALT ACQ mode becomes active when the capture condition is satisfied i.e. when the aircraft
altitude deviation with respect to the target level is lower than a value dependent on the vertical speed.
When the target level is actually reached, the altitude hold mode is automatically engaged and replaces
the ALT ACQ mode.
(b) Operational use
The ALT ACQ mode is always armed except in the cases below:
. in altitude hold or ALT ACQ mode
. after glide capture
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. in V/S-FPA mode when the aircraft deviates from the selected altitude.
1 FCU level acquisition
With the ALT ACQ mode armed, the operating sequence is as follows:
. selection of a flight level on the FCU (during selection, the ALT ACQ mode is inhibited)
. engagement of a support mode which permits to reach the selected level (ALT in cyan on the
FMA)
. capture of the selected level (ALT * in green on the FMA)
. switching to the altitude hold mode when the altitude deviation becomes lower than 20 ft.
(Ref. Fig. 22-12-00-17200-B - ALT ACQ Mode)
This operating sequence can be modified if the pilot changes the reference altitude:
. During the arming phase:
If, when the pilot stops his selection the capture condition is met, the ALT ACQ mode is
immediately engaged.
(Ref. Fig. 22-12-00-17300-B - ALT ACQ Mode - Change of Selected Altitude During the
Arming Phase)
. During the capture phase
If, in spite of the reference change the capture condition is still met, the ALT ACQ mode
remains active but a performance degradation may occur.
If the capture condition is no longer met, the V/S or FPA mode is engaged with the current
aircraft Vz or FPA taken as a target at mode engagement.
(Ref. Fig. 22-12-00-17400-B - ALT ACQ Mode - Change of Selected Altitude During the
Capture Phase)
2 Acquisition of an altitude constraint
With the ALT ACQ mode armed, the altitude constraint delivered by the FM part will be
captured:
. if it is located between the level selected on the FCU and the aircraft level
. and if the support mode is a mode for automatic control of level changes.
During the arming phase, the ALT message is displayed in magenta on the second line of the
FMA.
The condition for activation of the ALT ACQ mode is the same as for the FCU level capture.
The FMA messages associated to the modes of capture and holding of an altitude constraint are
displayed in magenta.
If the conditions required to follow the flight plan disappear (loss of NAV mode or loss of
longitudinal flight plan) during the capture, the AP/FD switches to the V/S FPA mode and holds
the A/C vertical speed.
The FCU level capture is armed again.
(c) Barometric correction
(Ref. Fig. 22-12-00-17500-A - Barometric Correction)
The captured altitude is dependent on the barometric correction selected on the FCU.
Depending on the standard or BARO selection made on the associated side of the FCU:
. each FMGC utilizes either the standard altitude or the corrected altitude of the barometric pressure
that the ADCs supply.
Thus, in BARO (QNH) selection, the captured altitude corresponds to an altitude with respect to
the sea level.
In standard selection, the captured altitude corresponds to a level in the standard atmosphere.
(d) Elaboration of orders
(Ref. Fig. 22-12-00-17600-A - ALT ACQ Control Law)
In order to be sure that the level is reached, a fixed value Zo = plus or minus 40 ft brings an adequate
correction to the target altitude.
In order to homogenize the duration of capture according to the initial VZBI and to avoid overshoots,
the gain FVZ is elaborated with the initial VZ and kept constant during the phase.
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(e) Operational logic
1 Altitude acquire mode armed.
The ALT ACQ mode can be armed provided that:
. The modes below are not active:
ALT ACQ
ALT
G/S Capture
G/S Track
Final Des
Land Track
V/S FPA when the selected V/S FPA reference is such that the aircraft deviates from the
selected altitude reference.
PITCH TO or PITCH GA when FCU level is lower than aircraft level.
. After FCU level capture, a new level is selected or there is a difference greater than 250 ft
between the aircraft level and the level selected on the FCU.
2 Altitude acquire mode active
With the ALT ACQ mode armed, the ALT ACQ mode is activated if one of the conditions below
is present:
. the capture condition of the FCU level is met.
In this case, the light which indicates the automatic level change on the FCU will go off.
. the condition for capture of the altitude constraint provided by the FMS is met.
NOTE : The altitude acquisition mode is inhibited when a level is selected or below 400 ft with the
Pitch Takeoff or Pitch Go Around modes active.
(2) Altitude hold mode (ALT HOLD)
(a) Characteristics
This mode permits to hold the altitude selected on the FCU or the altitude constraint delivered by the
FM part.
(b) Operational use
The engagement of the ALT mode is automatic when, with the ALT ACQ mode active, the difference
between the aircraft altitude and the target altitude becomes lower than 20 ft.
(Ref. Fig. 22-12-00-17200-B - ALT ACQ Mode)
The level held in ALT mode is the altitude memorized upon engagement of the mode. Then it is not
affected by a change of reference in the ALT window of the FCU display or by a change of barometric
correction.
With the ALT mode active on the FD, engagement of the AP causes:
- engagement of the ALT ACQ mode and capture of the selected level if the difference between the
selected level and the aircraft level is lower than 250 ft.
- if, at AP engagement, the difference between the aircraft level and the selected level is greater than
250 ft., the AP holds the altitude obtained after cancellation of the vertical speed.
(Ref. Fig. 22-12-00-17800-B - AP Engagement with FD in ALT Mode)
(c) Elaboration of orders
(Ref. Fig. 22-12-00-17900-A - ALT HOLD Control Law)
The Delta Vc curve corresponds to the ”ALT Soft” mode.
In the case of flight at high speeds in ALT mode on the AP/FD and Mach hold by the autothrust, it is
permitted, if disturbances are present, to have a plus or minus 50 ft altitude variation in order to keep
the speed constant and then minimize fuel consumption.
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(d) Operational logic
The altitude hold mode becomes active if, with the altitude acquire mode engaged, the condition for
changing to the altitude mode is met.
When the altitude mode is active, it can engage two different sub-modes:
1 Vertical speed: this sub-mode is activated when the AP is engaged, with the altitude mode already
active on the flight director.
This control mode cancels the aircraft vertical speed using the vertical speed control law.
2 Altitude: this sub-mode is engaged:
. when the altitude mode is activated,
. when the vertical speed is cancelled with the vertical speed sub-mode engaged.
. This control mode uses the ALT HOLD control law and its reference is one of the altitudes
defined below:
. The reference altitude of the altitude acquire mode when the altitude mode is activated.
. The aircraft altitude when the vertical speed is cancelled as a result of AP engagement with
the mode active on the flight director.
NOTE : As the ALT HOLD control law uses the IRS ZBI parameter, the level hold is not disturbed
by a barometric pressure change (QNH or QFE) or Baro/standard switching.
H. Longitudinal Modes - Manual Control Modes for Level Changes
The three manual control modes for level changes are:
. V/S - FPA
. OPEN CLB, OPEN DES
. EXP CLB, EXP DES.
These modes can be engaged in flight, 5 seconds after lift-off or on the ground, with engines stopped.
(1) Vertical speed hold mode or flight path hold mode (V/S or FPA) - General
(Ref. Fig. 22-12-00-18600-B - V/S FPA Mode Selection)
The choice between the V/S and FPA modes depends on the selection made on the FCU and is described
in Para. 2. B. (1).
At each switching, the V/S FPA window of the FCU display is synchronized on the aircraft parameter.
(2) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Characteristics
The V/S FPA mode permits to acquire and hold the vertical speed or flight path displayed in the V/S FPA
window of the FCU display.
The speed hold must be ensured by the thrust control.
(3) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Operational use
(Ref. Fig. 22-12-00-18700-B - V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob)
The V/S FPA mode is automatically engaged, upon in-flight energization of the FMGC, through FD
engagement.
The V/S FPA mode can be engaged through pull action on the corresponding FCU selector knob.
This action will cause synchronization of the V/S FPA window on the aircraft parameter which will be used
as a reference.
A preselection of vertical speed or flight path angle is possible when you turn the related selector knob.
This causes the synchronization of the V/S FPA window on the aircraft parameter.
This value can then be modified.
If the V/S FPA mode is not engaged within the 45 seconds which follow the end of the preselection, the
latter is lost.
With the ALT mode active on the AP/FD, the V/S FPA mode can be engaged even if the selected altitude
has not been modified.
This means that with this mode it is possible to deviate from the level selected on the FCU (in this case,
the ALT ACQ mode is not armed).
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If the pilot engages the AP while the V/S FPA mode is engaged on the F/D alone, the FCU window is
synchronized on the aircraft parameter.
Then, even if the pilot has not followed the flight director, engagement of the AP does not cause any sharp
modification of the aircraft flight path.
NOTE : When the aircraft performances no longer permit to ensure speed or Mach hold considering the
great V/S or FPA values selected, the OPEN CLB or OPEN DES mode is engaged automatically
(Ref. Para. 2.C.(3)(b)).
(4) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Altitude hold in V/S FPA mode
(Ref. Fig. 22-12-00-18800-B - Altitude Hold Through V/S FPA Mode)
When the pilot selects 00 in the V/S FPA window of the FCU, the AP/FD provides a guidance in V/S
FPA mode which permits to hold the altitude obtained after cancellation of the vertical speed.
This type of guidance is cancelled as soon as the selected parameter becomes again different from zero.
When it is active, the ALT indication appears on the FMA.
When it is active, and when the DMC CPIP3 is pin programmed, the VS=0 or FPA=0 indication appears
on the FMA.
This feature is achieved via a pushing action on the vertical speed/flight path angle selector knob (PUSH
TO LEVEL OFF).
(5) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Elaboration of orders
(Ref. Fig. 22-12-00-18900-A - V/S FPA Control Laws)
(6) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Operational logic
The V/S FPA modes are activated if one of the conditions below is met:
. pull action on the V/S FPA selector knob on the ground, with the engine shut down or, in flight 5,
seconds after lift-off
. engagement of one AP or FD in flight with no AP/FD previously engaged
. engagement of one AP in flight with no longitudinal mode active
. loss of GS capture or GS track mode due to the loss of LAND mode independent of the selection of a
longitudinal mode (Ref. landing mode)
. loss of the FINAL DES mode independent of the selection of a longitudinal mode (action on the APPR
pushbutton switch or loss of the active NAV mode) (Ref. R. NAV approach mode)
. loss of the NAV, LOC CPT and LOC TRACK modes or of the longitudinal flight plan in the DES or IM
DES modes (Ref. level-change automatic-control modes)
. activation, by the FM part, of a flight phase incompatible with the active mode of the level-change
automatic control (activation of the climb, takeoff or go around phase with DES or IM DES mode
active).
. with the ALT ACQ mode active :
. loss of FCU level capture conditions after selection of a new FCU target, or
. activation of capture conditions of a lost altitude constraint
. with the DES, IM DES, EXP DES or OPEN DES mode active :
the FCU level is set above the aircraft level (the target is the current aircraft vertical speed or flight
path angle at the engagement of the V/S FPA mode)
. with the CLB, IM CLB, EXP CLB or open CLB mode active :
the FCU level is set below the aircraft level (the target is the current aircraft vertical speed or flight
path angle at the engagement of the V/S FPA mode)
. in descent modes (DES, IM DES, EXP DES, OPEN DES, F.DES) the aircraft speed becomes lower
than VLS-2 kts (or VLS-17 kts if speedbrakes are extended) (speed protections exist with FD only
engaged and A/THR active, when FD bars command is not carried out)
. in climb modes (CLB, IM CLB, EXP CLB, OPEN CLB) the aircraft speed becomes higher than
VMAX+4 kts (speed protections exist with FD only engaged and A/THR active, when FD bars
command is not carried out).
(7) Level change OPEN CLB/OPEN DES mode - General
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(8) Level change OPEN CLB/OPEN DES mode - Characteristics
This mode enables to make level changes and minimize pilot actions.
The engagement of this mode activates:
. holding of the speed or target Mach on the AP/FD
. command of a fixed thrust by the A/THR
. either limit thrust in climb
. or reduced thrust in descent.
(9) Level change OPEN CLB/OPEN DES mode - Operational use
The level change mode is engaged through pull action on the altitude selector knob on the FCU whatever
the longitudinal mode active, except landing mode.
If the level selected in the ALT window of the FCU is higher than the aircraft level, the OPEN CLB mode is
engaged and ensures the climb.
(Ref. Fig. 22-12-00-19200-B - OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude)
If the selected level is lower than the aircraft level, the OPEN DES mode is engaged and ensures the
descent.
(Ref. Fig. 22-12-00-19300-B - IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude)
The attempt of engagement of the OPEN CLB and OPEN DES modes will not be taken into account if the
mode active is ALT HOLD and if the selected altitude has not been modified.
The OPEN CLB (OPEN DES) mode is lost and V/S FPA mode engaged when FCU level is set below
(above) aircraft level.
(Ref. Fig. 22-12-00-19300-B - IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude)
The OPEN CLB or OPEN DES mode is engaged automatically to ensure speed protection of the V/S FPA
modes. When the V/S or FPA selected values are such that the aircraft performance no longer permits to
maintain speed and if the stipulated minimum or maximum speeds are reached, engagement of OPEN
CLB/OPEN DES mode permits to return to speed control on the AP/FD.
(Ref. Fig. 22-12-00-19500-B - OPEN CLB Mode - V/S Demand Above Performance Capability)
For level changes smaller than 1200 ft in OPEN CLB mode with A/THR active, the guidance is provided by
the AP/FD in vertical speed mode ( + 1000 ft/mn reference), with the A/THR controlling the speed.
This type of guidance avoids large thrust variations which are obtained through the successive activation of
ALT-OPEN-ALT ACQ modes.
(10) Level change OPEN CLB/OPEN DES mode - Speed/Mach switching
In climb mode and manual speed control, the Speed-to-Mach switching is automatic and commanded by
the FM part, when the aircraft reaches the switching altitude computed by the FM part, depending on the
selected speed.
The corresponding Mach value which corresponds to the switching altitude and displayed on the CLB page
of the MCDU is synchronized in the SPD MACH window of the FCU display.
(Ref. Fig. 22-12-00-19200-B - OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude)
Similarly, in descent mode when the aircraft reaches the switching altitude, the FM part commands the
change to speed control, and the speed which corresponds to the Mach number selected and to the
switching altitude is synchronized in the FCU window.
This automatic switching can be overridden by the pilot via the related pushbutton switch on the FCU and
on switching, the window is synchronized with the aircraft Mach number or speed.
(Ref. Fig. 22-12-00-19400-B - OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude)
(11) Level change OPEN CLB/OPEN DES mode - Elaboration of orders
(Ref. Fig. 22-12-00-19600-A - SPD/Mach Control Law)
The principle consists in splitting the aircraft total energy into two parts:
. 70% for acceleration or deceleration
. 30% for climb or descent.
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The total flight path gamma T is the checking parameter.
Upon engagement of the OPEN CLB mode and during establishment of the limit thrust to IDLE, the
AP/FD guidance is ensured by the vertical speed law (Reference equal to + 8000 ft/mn).
This type of guidance improves the load factor and speed hold performance during the thrust transient.
In the cases below:
. A/THR disengaged or not active,
. deceleration commanded in climb,
The SPD/Mach law ensures AP/FD guidance as soon as the mode is engaged.
(12) Level change OPEN CLB/OPEN DES mode - Operational logic
The OPEN CLB and OPEN DES modes can only be engaged if the conditions below are met:
. the ALT ACQ mode can be armed
. the aircraft is on the ground (engines stopped) or in flight for more than 5 seconds
. the LAND TRACK mode is not active
. the FCU level is above the aircraft level (engagement of OPEN CLB mode) or below the aircraft level
(engagement of OPEN DES mode).
The OPEN CLB mode is activated if one of the conditions below is met:
. pull action on the altitude selector knob
. with CLB or IM CLB mode active :
. switching to Descent, or
. Approach phase, or
. loss of NAV mode or loss of flight profile validity.
. Selection of the manual speed control, when in EXP, takeoff or go around mode (Ref. EXP mode, if
fitted)
. the acceleration altitude reached is an armed CLB mode on condition that the NAV mode is not active
or the flight profile is not valid (Ref. CLB mode).
The OPEN DES mode is activated if one of the conditions below is met:
. pull action on the altitude selector knob
. selection of manual speed control with the EXP mode engaged (Ref. EXP mode).
Speed protection of the V/S FPA modes is engaged if the following conditions are met :
. V/S Sel or FPA Sel >0 and speed lower than or equal to VLS + 5kts.
. or V/S Sel or FPA Sel <0 and speed greater than or equal to VMAX - 5kts in clean configuration or
VMAX +4kts in flap and slat extended configuration.
NOTE : The speed protection is active 5 seconds after light-off but is inactive if a speed protection from
OPEN to V/S FPA mode occurred less than 30 seconds before.
(13) Expedite (EXP) mode - General
(a) Characteristics
The EXP mode permits to perform level changes with the maximum flight path angle in climb as well
as in descent.
During climb, the engagement of this mode activates holding of the maneuvering speed on the AP/FD
and command of the limit thrust by the A/THR.
During descent, the engagement of the mode activates holding of the maximum operating speed and
command of reduced thrust (IDLE) by the A/THR.
(b) Operational use
1 Engagement
(Ref. Fig. 22-12-00-19800-B - EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude)
The expedite mode can be engaged through action on the EXPED pushbutton switch on the FCU
on condition that :
. the level selected on the FCU differs from the aircraft level,
. the target speed delivered by the FM part is available.
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The engagement of the EXP mode commands the selection of the automatic speed control and
acceptance of the target speed delivered by the FM part which will be:
. the maneuvering speed in climb,
. the maximum operating speed in descent.
These speeds are computed by the FAC depending on the aircraft weight and balance and slat
and flap configuration.
The choice between the EXP CLB or EXP DES mode is based on the aircraft position with
respect to the FCU level.
(Ref. Fig. 22-12-00-19900-B - EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude)
With this mode engaged, the altitude constraints imposed by the FMS are not taken into account
and the following appears on the FCU:
. the light for automatic change control is off
. the green bars on the EXPED pushbutton switch are on
. the light for automatic level change control is on.
2 Disengagement
The EXP mode can be disengaged:
. through pull action on the speed selector knob which switches the speed control to manual
mode and engages the OPEN CLB or OPEN DES mode.
(Ref. Fig. 22-12-00-20000-B - EXPED Mode - Disengagement by Selected Speed Selection)
This logic is also applicable to the takeoff and go around modes.
When these modes are active, the guidance is essentially dependent on the target speed of the
automatic speed control.
The guidance can then no longer be ensured if the manual speed control is selected through
engagement of any other longitudinal mode.
(c) Elaboration of orders
In EXP mode, the AP/FD orders are elaborated by the SPD/Mach law.
The A/THR operates in THRUST mode and commands a fixed thrust.
(d) Operational logic
The EXP mode is engaged through action on the EXPED pushbutton switch of the FCU and on
condition that:
. the aircraft has been flying for at least 5 seconds or is on the ground with engines shut down,
. the ALT ACQ mode can be armed,
. the LAND TRACK mode is not active.
The EXP mode is active only with the automatic speed control.
J. Longitudinal Modes - Level-Change Managed Modes
(1) General
The level-change managed modes ensure guidance by the AP/FD.
This permits to follow the longitudinal flight plan elaborated in the flight management part.
These modes can be armed or active and when active, it is the FM part which selects the type of guidance
and the values of target parameters.
The CLB mode can be armed or active during the takeoff, 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 level selected on the FCU is lower than the aircraft level.
(2) Characteristics
With the CLB or DES modes active, the flight management part selects one of the five modes of guidance
below:
- SPEED/THRUST : . target speed or Mach hold by the AP/FD

. fixed thrust commanded by the A/THR
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- V PATH/SPEED : . flight path follow-up, computed
by the FM part, by the A/THR
- FPA/SPEED : . flight path angle hold by the AP/FD
. speed or Mach hold by the A/THR
- V.S/SPEED : . vertical speed hold by the AP/FD
. speed or Mach hold by the A/THR
- V.PATH/THRUST : . flight path follow-up, computed
by the FM, by the AP/FD
. fixed thrust commanded by the A/THR.
This last type of guidance can only be activated if the managed speed control is selected.
If this is the case, the FM part performs a ”loose” speed hold which consists in checking that this
parameter moves within a determined interval.
Whatever the guidance selected, the target parameter values (thrust, flight path angle, vertical speed,
longitudinal path, Speed/Mach in automatic speed control) are determined by the FM part.
Only the speed or Mach can be imposed by the pilot if manual speed control is selected.
In automatic speed control, the target speed and Mach are the optimum speed and Mach values computed
as according to
. weight,
. weather conditions,
. cost index
entered in the MCDU.
The cost index which is the ratio between the time cost and the fuel cost indicates to what extent one of
these parameters must be privileged with respect to the other.
The CAS/Mach switching is commanded by the FM part when the aircraft reaches the switching altitude
which corresponds to the optimum speed and Mach of the managed speed control.
The elaboration of the longitudinal flight plan and control in the vertical plane are described in 22-73-00 -
Performance/Vertical Functions.
(3) Operational use - General
(4) Operational use - Engagement
The engagement of the level-change managed modes is possible only if a longitudinal flight plan is available
in the flight management part and if the horizontal NAV mode is active on the AP/FD.
The CLB or DES mode is engaged or armed through push action on the altitude knob on the FCU.
(Ref. Fig. 22-12-00-20700-B - Managed Level Change When A/C Altitude < Selected Altitude)
When the CLB and DES modes are active:
. dashes are displayed in the V/S FPA window of the FCU display,
. the white LVL/CH light comes on on the FCU display.
(5) Operational use - Arming of the CLB and DES modes
(Ref. Fig. 22-12-00-20800-B - Managed Level Change - Leveling Off Caused by an Altitude Constraint)
The level-change managed modes enable to meet the altitude constraints which may appear in the
longitudinal flight plan.
When the capture of an altitude constraint requires leveling off of the aircraft the ALT ACQ mode is
activated and the CLB or DES mode is armed.
The altitude constraint is displayed in magenta on the altitude scale of the PFD together with the ALT or
ALT * messages armed or active on the FMA.
When the constraint is released, the FM part commands the activation of the CLB or DES mode for
continuation of the flight plan.
(6) Operational use - Disengagement
(Ref. Fig. 22-12-00-20900-B - Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control)
(Ref. Fig. 22-12-00-21000-B - DES Mode Disengagement When Climb Phase is Activated)
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The managed level-change control modes are disengaged if there is a discontinuity in the longitudinal flight
plan or if the NAV mode is lost.
(Ref. Fig. 22-12-00-20900-B - Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control)
The same situation is present if the flight phase determined by the FM part becomes incompatible with the
CLB or DES mode active.
(Ref. Fig. 22-12-00-21000-B - DES Mode Disengagement When Climb Phase is Activated)
In these conditions, the reversionary mode engaged at the AP/FD will be V/S-FPA and synchronization of
the vertical speed/flight path angle in the FCU display will permit to avoid an abrupt change of flight path,
except in CLB where the reversionary mode will be OPEN CLB.
These conditions also cause disarming of the CLB or DES modes when the AP/FD is in altitude hold mode
on a constraint.
Finally, the CLB and DES modes active are lost if another longitudinal mode is engaged at the AP/FD or if
the pilot selects a level on the FCU lower than the aircraft-in-climb level or higher than the aircraft-in-
descent level (Ref. V/S FPA modes).
(7) Utilization in takeoff or go around phase - General
(Ref. Fig. 22-12-00-21200-B - CLB Mode in Takeoff Phase)
(8) Utilization in takeoff or go around phase - Arming of CLB mode
On the ground, before takeoff, the CLB mode is armed as soon as the pilot selects a flight plan via the
MCDU.
During takeoff, the support mode is Pitch Takeoff which ensures guidance at the AP/FD up to the
acceleration altitude.
In these conditions, the ALT ACQ mode is also armed but is not displayed on the FMA.
The CLB mode is not armed if an altitude constraint susceptible of being met or the altitude selected on
the FCU appears in the flight plan at an altitude lower than the acceleration altitude.
In these conditions, the armed mode displayed on the FMA is ALT ACQ.
In go around phase, arming of the CLB mode obeys the same rules as in the takeoff phase. The only
difference is that the CLB mode armed appears only when the Pitch-Go-Around mode is engaged on the
AP/FD.
(9) Utilization in takeoff or go around phase - Activation
When the aircraft reaches the acceleration altitude with the CLB mode armed, the FM part commands the
activation of the climb phase. This results at level of the AP/FD in the activation:
. of the CLB mode if the automatic level-change control can be engaged and particularly if the NAV
mode is active on the AP/FD (lateral mode)
. of the OPEN CLB mode in the other cases, particularly if the HDG/TRK mode is active on the AP/FD
(lateral mode) or if the heading preset value is selected.
The managed speed control selected in takeoff and go around phases commands the acceleration towards
the climb-phase optimum speed.
If the FCU level or the first altitude constraint is lower than the acceleration altitude, the acceleration and
climb phases are started upon engagement of the ALT ACQ mode and the aircraft accelerates in level
flight.
(10) Utilization in takeoff or go around phase - Speed preset for the climb phase
The pilot can preset a speed value for the climb phase when he does not want to use the optimum speed of
the automatic speed control.
This preset value is introduced on the CLB page of the MCDU then displayed on this page and on the FMA
with the CLB armed message.
When the acceleration altitude is reached, the manual speed control is automatically selected. The preset
value is synchronized in the FCU SPD window and then becomes the new target speed for the acceleration
and climb phase.
NOTE : The same procedure enables the pilot to preset a Mach value for the cruise phase.
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The Mach preset is displayed on the FMA adjacent to the ALT mode armed when the aircraft flies
the segment preceding activation of the cruise phase (Ref. 22-70-00 Flight Management System).
(Ref. Fig. 22-12-00-21600-A - Vertical Path Control Law)
The control law, flight path, vertical speed and Speed/Mach principles have been described previously.
When the selected guidance is V.PATH/SPEED or V.PATH/THRUST, the AP/FD orders are elaborated
by the vertical path follow-up law.
(12) Operational logic - General
(13) Operational logic - CLB mode armed
The climb mode is armed:
. on the ground or when the takeoff and go around modes are engaged, provided that the conditions
below are met:
. no mode active except the takeoff or go around mode
. the FCU level or the lowest FMS constraint likely to be respected is above the acceleration level
defined (with NAV mode active or armed)
. the acceleration level is valid
. in flight, except during the descent and approach phases and on condition that:
. the NAV mode is active
. the FCU level is higher than the aircraft level
. the flight profile is valid and one of the following conditions below is met:
.. capture of an altitude constraint provided by the FMS
.. push action on the altitude selector knob with ALT ACQ mode, ALT mode or ALT submode of the
V/S - FPA mode active and provided that the FM permits arming of CLB mode.
NOTE : The climb mode is disarmed by one of the conditions below:

. conditions for arming the climb mode on the ground or in takeoff and go around modes not met
. engagement of the V/S, FPA, EXP (if fitted), CLB, DES, GS CAPTURE, OPEN CLB, OPEN
DES, ALT ACQ (FCU level) modes
. FCU level lower than the aircraft level
. FCU level reduced to the FMS constraint with the ALT or ALT ACQ mode active
. loss of NAV mode with ALT or ALT ACQ mode active
. switching to descent or approach phase
. loss of flight profile validity with the ALT or ALT ACQ mode active.
(14) Operational logic - Climb mode active
The conditions required for the climb in automatic level-change control are as follows:
. FCU level above the aircraft level
. arming of the ALT ACQ mode possible
. five seconds after lift off
. descent and approach phases not active
. NAV mode active
. flight profile valid
. G/S TRACK, LAND TRACK modes not active.
If these conditions are met, the CLB mode can be activated by one of the conditions below:
. acceleration altitude reached with the CLB mode armed
. altitude constraint met with the CLB mode armed
. IM CLB mode is engaged by pushing action on the altitude selector if :
. The ALT ACQ or ALT mode or ALT submode of V/S - FPA mode is not active
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is active, the CLB mode is not
armed and the FMS does not permit arming of CLB mode.
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(15) Operational logic - DES mode armed
The DES mode is armed except in takeoff or go around phases and on condition that :
. FCU level lower than the aircraft level
. NAV, LOC CPT, LOC TRACK modes active
. flight profile available
and one of the following conditions is met :
. capture of an altitude constraint provided by the FMS
. push action on the altitude selector knob, with ALT ACQ mode, ALT mode or ALT submode active
and provided that FMS enables arming of DES mode.
The DES mode is disarmed through one of the conditions below:
. engagement of the V/S, FPA, EXP (if fitted), DES, G/S CPT, FINAL DES, GO AROUND, OPEN
CLB, OPEN DES modes
. FCU level higher than the aircraft level
. loss of NAV, LOC CPT, LOC TRACK modes
. switching to takeoff, go around or climb phase
. loss of flight profile validity
. FCU level reduced to the FMS constraint with ALT ACQ mode active.
(16) Operational logic - DES mode active
This mode is active on condition that:
. the FCU level is below the aircraft level
. arming of the ALT ACQ mode is possible
. the NAV, LOC CPT or LOC TRACK modes are active
. five s after lift off
. the takeoff, climb, go around phases are not active
. the flight profile is valid
. the active modes are not GS TRACK, LAND TRACK, DESCENT, FINAL DES, TAKEOFF or GO
AROUND.
If these conditions are met, the DES mode engages except in climb phase when an altitude constraint is
met with the DES mode armed.
IM DES mode is engaged by pushing action on the altitude selector if :
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is not active
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is active, the DES mode is not armed
and the FMS does not permit arming of DES mode.
K. Displays Associated with the Cruise Modes
(1) FMA
(a) Messages concerning the lateral AP/FD modes
1 General rules
The active mode is always indicated in plain language.
The first line indicates the active mode in green.
The second line indicates the mode armed in cyan.
a List of messages
1st line
NAV, HDG, TRACK, LOC*, LOC
2nd line
NAV, LOC
(b) Messages concerning the longitudinal AP/FD modes
1 General rules
On the first line, the message is always indicated in plain language except in ALT mode on the
cruise flight level with A/THR engaged and NAV mode active where three dashes are displayed.
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The first line indicates the active mode in green.
The second line indicates the mode armed in cyan.
The messages which concern an FMS altitude constraint are displayed in magenta.
2 List of messages
1st line
ALT*, ALT, ALT CRZ, ALT CST*, V/S +/- xxxx, FPA +/- x.x deg., EXP CLB, EXP DES,
CLB, DES, OP CLB, OP DES
2nd line
ALT, CLB, DES.
3rd line
xxx, .xx
When a preset speed or Mach value has been introduced in the MCDU, the value is displayed with
the mode armed when the aircraft is in the flight segment which precedes acceptance of this
preset value (SPEED SEL: XXX or MACH SEL: .XX).
(2) FCU ”Automatic Control” Lights
The FCU has three lights which come on whenever the automatic control is active or armed.
These lights concern:
. speed control,
. lateral control,
. longitudinal control as far as level changes are concerned.
(a) Speed control
The associated light comes on when the managed speed control is active.
(b) Lateral control
The associated light is on when:
. the lateral guidance is managed, i.e. when the modes below are active:
. NAV
. LOC CPT
. LOC TRACK
. the managed lateral guidance is armed, i.e. the modes below are armed:
. NAV
. LOC.
(c) Longitudinal control
The associated light is on when:
. the level change is automatic i.e. when the modes below are active:
. CLB
. DES
. IM CLB
. IM DES
. the automatic level change is armed when the modes below are armed:
. CLIMB
. DESCENT.
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** On A/C ALL
FIG.1−a AUTOMATIC SPEED CONTROL ENGAGEMENT
TURN
FIG.1−b FCU SPEED/MACH WINDOW SYNCHRONIZATION
PULL
FIG.1−c MANUAL SPEED CONTROL ENGAGEMENT
N_MM_221200_0_AAR0_01_00

Speed Control 22-12-00 PB001 Nov 01/11
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KNA
** On A/C ALL
LATERAL
MANAGED MODES
AP/FD MODE NAV LOC CAPTURE LOC TRACK HDG TRACK
___
FMA LOC LOC HDG TRACK
*
SUBMODE H/PATH HDG TRACK VOR
Lateral Modes Active in Cruise

NOTE NOTE NOTE NOTE LOC HDG TRACK
AP/FD
H/PATH HDG TRACK VOR
FIGURE 22-12-00-14500-A SHEET 1

CONTROL LAW
HDG SEL TRACK SEL

FCU FCU
TARGET FMS TARGET FMS TARGET
NOTE : MODES OR TARGETS NOT IN BOXES ARE CHOSEN OR COMPUTED BY NAV/PERF

N_MM_221200_0_ACR0_01_00
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22-12-00 PB001
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** On A/C ALL
PUSH
FIG.3−a TRACK SELECTION ON FCU
PUSH
FIG.3−b HEADING SELECTION ON FCU
N_MM_221200_0_AER0_01_00

HDG/TRK Selection 22-12-00 PB001 Nov 01/11
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** On A/C ALL
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
RIGHT SIDE
ALT HDG AP1 ALT NAV AP1

FD1 FD1
AP/FD ARE ENGAGED IN 1

HDG − AND WILL =
2 INITIAL A/C CONFIGURATON
FOLLOWING THE
SHORTER PATH
N_MM_221200_0_AGR0_01_00

HDG/TRK Mode 22-12-00 PB001 Nov 01/11
Revision n˚: 12
KNA
** On A/C ALL
IRS
OR
IRS
ABSOLUTE
FILTER GAIN
VALUE
+
TO ACCURACY SEE
FCU GAIN
HDG/TRK Control Law

BASIC LOOP INPUT
+
HDG LAT
FIGURE 22-12-00-15300-A SHEET 1

F(MACH) +
VARIABLE − C
+ LIMIT
LOC
DIRECTION OF TURN
ACCORDING TO
SELECTION ON FCU
@A318/A319/A320/A321
r1 GAIN
IRS
22-12-00 PB001
RATE TURN TO LEFT TURN TO RIGHT
N_MM_221200_0_AJT0_01_00
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** On A/C ALL
30Ft
N_MM_221200_0_ALR0_01_00

Engagement of NAV Mode at Takeoff 22-12-00 PB001 Nov 01/11
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** On A/C ALL
ALT NAV AP1

FD1
CAPTURE POINT
SELECTION OF NAV MODE
ALT HDG AP1

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

PUSH
N_MM_221200_0_ANR0_01_00

Engagement of NAV Mode (HDG TRK Selector Knob) 22-12-00 PB001 Nov 01/11
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** On A/C ALL
BBB
DDD
CCC
ALT NAV AP1

FD1
DIRECT TO ON MCDU
NAV IS ENGAGED
DIR TO
*[ ]
AAA
PUSH BBB
CCC
DDD
EEE
ALT HDG AP1

FD1
INITIAL A/C CONFIGURATION AP/FD ENGAGED IN HDG MODE
N_MM_221200_0_AQR0_01_00

Engagement of NAV Mode (DIRECT TO) 22-12-00 PB001 Nov 01/11
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** On A/C ALL
− c
+
+
SPEED
+
+
SPEED
FM XTK
FM TAE
FM N
N_MM_221200_0_ASR0_01_00

Horizontal Path Law 22-12-00 PB001 Nov 01/11
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** On A/C ALL
PUSH
LOC
CAPTURE PHASE
ARMING PHASE
ND
INITIAL A/C CONFIGURATION

LOC
N_MM_221200_0_AWR0_01_00

LOC Mode 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
LVL/CH
MANAGED MODES
AP/FD MODES CLB DES
FMA CLB DES
SUBMODES SPEED/THRUST V PATH/SPEED FPA/SPEED V/S/SPEED V PATH/THRUST
AP/FD CTL LAWS SPD/MACH V/S V/PATH FPA V/S V/PATH
TARGETS TARGET FMS
VSEL/MSEL FCU + 8000 Ft/min TARGET FMS TARGET FMS
LVL/CH
SELECTED MODES
AP/FD MODES OP.CLB OP.DES V/S FPA EXP ALT ACQ ALT
___
V/S FPA EXP CLB EXP DES ALT* ALT
FMA OP.CLB OP.DES
ALT FPA
V/S ALT FPA ALT ALT V/S

SUBMODES SPEED/THRUST SPEED/THRUST
AP/FD CTL LAWS V/S SPD/MACH V/S ALT HOLD FPA ALT HOLD SPD/MACH ALT ACQ ALT HOLD V/S
FMS CONSTRAINT
TARGETS + 1000 Ft/min TARGET FMS
+ 8 000 Ft/min VSEL/MSEL FCU V/S SEL FCU ALT MEMO FPA SEL FCU ALT MEMO TARGET FMS ALT SEL FCU ALT MEMO 0 Ft/mn
NOTE : MODES OR TARGETS NOT IN BOXES

ARE CHOSEN OR COMPUTED BY NAV/PERF
N_MM_221200_0_AYR0_01_00

AP/FD Longitudinal Modes Active 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SPD ALT* HDG AP1 SPD ALT HDG AP1

SPD V/S HDG AP1
FD1 FD1
ALT FD1
A/THR A/THR
(CYAN) A/THR
ZSEL = 10.000 Ft
TRACK ALT ACQ MODE IS DISENGAGED

ALT MODE IS ENGAGED
CAPTURE V/S MODE IS DISENGAGED

ALT ACQ MODE IS ENGAGED
N_MM_221200_0_BAR0_01_00

ALT ACQ Mode 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
29000 FT
ALT* HDG AP1
FD1
A/THR
15000 FT
END OF ALTITUDE SETTING : IF ALT ACQ CONDITIONS ARE

SPD V/S HDG AP1 MET AP/FD CHANGES TO ALT*
ALT FD1
A/THR
(CYAN)
NEW ALTITUDE SETTING
ALT ACQ IS ARMED

INITIAL CONDITIONS
ALT SEL=29000 FT
N_MM_221200_0_BCR0_01_00

ALT ACQ Mode - Change of Selected Altitude During the 22-12-00 PB001 Nov 01/11
Arming Phase Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SPD V/S HDG AP1

ALT FD1
(CYAN) A/THR SPD ALT* HDG AP1
FD1
A/THR
SPD ALT* HDG AP1
FD1
A/THR
30000FT
NEW CAPTURE POINT

V/S IS DISENGAGED
ALT ACQ CAPT IS ENGAGED
INITIAL CONDITIONS 15000FT
NEW ALTITUDE SETTING

IF ALT ACQ CONDITIONS
ARE LOST:AP/FD CHANGES TO V/S
V/S TARGET=CURRENT AIRCRAFT V/S
N_MM_221200_0_BER0_01_00

ALT ACQ Mode - Change of Selected Altitude During the 22-12-00 PB001 Nov 01/11
Capture Phase Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
BARO BARO
hPa ln Hg ln Hg hPa
PULL
STD
FD ILS ILS FD
PULL FCU ARINC BUS FCU ARINC BUS

PUSH
BARO BARO BARO

CORRECTIONS CORRECTIONS CORRECTIONS
ADC 1 ADC 3 ADC 2
FOR FOR
RECONFIGURATION RECONFIGURATION
STANDARD BARO
SELECTION SELECTION
STANDARD ALT STANDARD ALT
BARO ALT BARO ALT

COMPUTED COMPUTED
Zp Zp
FMGC 1 FMGC 2
N_MM_221200_0_BGP0_01_00

Barometric Correction 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
ALT ACQ COND

ALT COND
TO LOGIC
TO LOGIC
COMPARATOR
DETECTOR
LEVEL
c
−
MACH
GAIN
Zc
= 40 Ft
+ +
− Zo
+ +
+
Z
MEMORY
ALT ACQ COND

+
Z TARGET
Z (ADIRS)
−
Fvz
FM ALT CONS TRAINT
V/S BI (ADIRS)
Z SEL FCU
LVL/CH
1000
FM
ALT
100
N_MM_221200_0_BJV0_01_00

ALT ACQ Control Law 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
MACH ALT HDG MACH HDG AP1 MACH ALT HDG AP1 MACH ALT HDG AP1
FD1 FD1 FD1 FD1
A/THR A/THR A/THR A/THR
340 340 340 340 200

20 20 20 20 20 20 20 20
320 320 320 320

10 10 10 10 10 10 10 10
20 20 20 20
300 290 00 300 288 00 300 288 00 300 290 00
80 80 80 80
280 10 10 280 10 10 280 10 10 280 10 10
190 260 190 260 190 260 190

260
780 STD 780 STD 780 STD 780 STD
35 0 1 2 35 0 1 2 35 0 1 2 35 0 1 2
NOTE :
MANUAL
ALTITUDE CHANGE IF I l 250 Ft AP ACQUIRES THEN
1
HOLDS PRESELECTED ALTITUDE
1
SELECTED ALTITUDE
29000 F
250 ft 1
2 IF I l 250 Ft AP HOLDS THE
NEW ALTITUDE ACQUIRED AFTER
2 2 V/S CANCELLATION
AP ENGAGEMENT
HDG LAT ALT LVL/CH V/S MACH HDG LAT ALT LVL/CH V/S
HDG V/S HDG V/S
MACH ALT HDG AP1

FD1
100 1000 UP 100 1000 UP
HDG V/S
FPA
HDG
TRK
V/S
FPA
A/THR
TRK PUSH PUSH
SPD METRIC TO SPD METRIC TO
MACH ALT LEVEL
OFF
MACH ALT LEVEL
OFF
340
AP1 AP2 AP2
20 20
DN DN
320
A/THR A/THR 10 10
LOC EXPED APPR LOC EXPED APPR
20
300 286 00
80
280 10 10
260 190
780 STD
35 0 1 2
N_MM_221200_0_BLR0_01_00

AP Engagement with FD in ALT Mode 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
c
−
MACH
GAIN
CRUISE PHASE
A/THR ACTIVE
MACH HOLD
+
+
+WASH
FILTER
+
LIMIT
GAIN
GAIN
XG
+
+
V/S BI (IRS)
MEMO
VC
ALT MODE
ZBI (IRS)
ZBI (IRS)
N_MM_221200_0_BNR0_01_00

ALT HOLD Control Law 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SPEED FPA TRACK

FD1
SPD LVL/CH
A/THR
HDG LAT ALT V/S
TRK FPA 30
220
PUSH
HDG V/S 100 1000 UP
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL 200 20
AP1 AP2
OFF 25 00
DN 80
LOC A/THR EXPED APPR

180 15
160 20
STD
ENGAGEMENT OF FPA MODE
16 17 18 19
INITIAL STATE OF V/S MODE
SPD HDG LAT ALT LVL/CH V/S

HDG V/S
HDG V/S 100 1000 UP

TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
AP1 AP2 OFF
DN
SPEED V/S HDG FD1

A/THR
35
220
200 20
30 00
80
180 15
160 25
STD
16 17 18 19 NEW SETTING OF FPA TARGET
TRK FPA
TURN
HDG V/S 100 1000 UP
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
AP1 AP2
DN
N_MM_221200_0_BQR0_01_00

V/S FPA Mode Selection 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
TURN PULL
FIRST CUP
V/S MODE
SYNCHRONIZATION
TO V/S ACTUAL ENGAGEMENT
V/S SELECTION
N_MM_221200_0_BSR0_01_00

V/S Mode Engagement Using (Turn and Pull) V/S FPA 22-12-00 PB001 Nov 01/11
Selector Knob Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SPD V/S HDG AP1 SPD ALT HDG AP1

FD1 FD1
A/THR A/THR
AP1 AP2
ALTITUDE HOLD
NEW VERTICAL SPEED SETTING

SPD V/S HDG AP1
ALT FD1
A/THR V/S SETTING : 0 FT/MN
INITIAL CONDITION
−V/S MODE
−V/S SETTING = 2500 FT/MN
AP1 AP2
PUSH
N_MM_221200_0_BUR0_01_00

Altitude Hold Through V/S FPA Mode 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
V/S TARGET + − c
LIM GAIN
+
V/S BI (ADIRS)
MACH
a) VERTICAL SPEED CONTROL LAW
FPA TARGET + − c
LIM GAIN
+
FRA (IRS)
GROUND SPEED (IRS) MACH
b) FLIGHT PATH ANGLE CONTROL LAW
N_MM_221200_0_BYR0_01_00

V/S FPA Control Laws 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
CLB OP CLB HDG AP1

ALT FD1 30000 FT
(CYAN) A/THR
ALT ACQ CAPTURE POINT
SPD MACH HDG LAT ALT LVL/CH V/S

HDG V/S
TURN THEN PULL UP

HDG V/S 100 1000
TRK FPA PUSH
SPD METRIC TO
MACH
AP1 AP2
ALT LEVEL
OFF MACH ALT * HDG AP1
DN FD1
CROSSOVER ALTITUDE A/THR
CAS TO MACH CONTROL

SWITCHING
FCU
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

15000 FT
SELECTION OF A NEW ALTITUDE
(GREATER THAN ACTUAL ALTITUDE) WHEN THE CROSSOVER ALTITUDE IS REACHED
AND ENGAGEMENT OF OPEN CLB MODE CLB THE FM SECTION COMMANDS THE SWITCHING
ACT MODE FROM CAS CONTROL TO MACH CONTROL.
SPD 280 THE MACH VALUE CORRESPONDING TO THE CAS AT
THE CROSS OVER ALTITUDE AND DISPLAYED ON THE
MCDU IS SYNCHRONIZED IN THE SPD/MACH
SPD/MACH
WINDOW OF THE FCU AND IS TAKEN INTO ACCOUNT
ALT HDG AP1 280/.80
SPD AS THE NEW MACH TARGET.
FD1 PHASE
A/THR
BRT
RAD FUEL SEC MCDU

F−PLN
AIR
PORT A B C D E
NEXT
F PAGE F G H I J M
A 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
N_MM_221200_0_CAR0_01_00

OPEN CLB Mode - Mode Selection When ALT SEL > 22-12-00 PB001 Nov 01/11
Current Altitude Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
Z SEL = 29000 Ft

V/S HDG AP2
HDG V/S FD1
UP
100 1000
HDG V/S
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
AP1 AP2
DN
OP CLB HDG AP2 NEW ALTITUDE

ALT FD1 SETTING
(CYAN) LOWER THAN A/C ALTITUDE
V/S ENGAGEMENT WITH
CURRENT V/S AS TARGET

HDG V/S
TRK FPA
100 1000 UP
HDG V/S
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
AP1 AP2
DN
TURN
ALT ACQ IS ARMED
INITIAL CONDITIONS ALT SEL = 29000 FT
OP CLB IS ENGAGED
N_MM_221200_0_CCT0_01_00

IN OPEN CLB Mode - V/S Mode Selection When ALT SEL 22-12-00 PB001 Nov 01/11
< Current Altitude Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
IDLE OP DES HDG AP1

ALT FD1
SELECTION OF A NEW ALTITUDE (LOWER THAN ACTUAL ALTITUDE) (CYAN) A/THR
AND ENGAGEMENT OF OPEN DES MODE SPD HDG LAT

SPD
MACH
30000 Ft CHANGES
MACH TO SPEED CONTROL LOC
ABOVE CROSSOVER
ALTITUDE
AIRCRAFT SPEED IS SYNCHRONIZED
IN FCU SPD/MACH WINDOW
CROSSOVER ALTITUDE
MACH ALT HDG AP1

FD1
A/THR ALT
ACQ CAPTURE POINT
15000 Ft
MACH HDG LAT ALT LVL/CH V/S ALT LVL/CH

HDG V/S HDG V/S
HDG V/S 100 1000 UP TURN THEN PULL

TRK FPA HDG V/S 100 1000
PUSH FPA
TRK
SPD
MACH
METRIC TO
LEVEL METRIC
SPEED ALT* HDG AP1
ALT
AP1 AP2 OFF
AP1 AP2
ALT FD1
DN
A/THR
A/THR
IDLE OP DES HDG AP1 SPD HDG LAT

HDG V/S
ALT LVL/CH V/S
ALT FD1
(CYAN) A/THR V/S UP
HDG 100 1000
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
AP1 AP2 OFF
DN
N_MM_221200_0_CER0_01_00

OPEN DES Mode - Mode Selection When ALT SEL < 22-12-00 PB001 Nov 01/11
Current Alitude Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
. .
MACH V/S HDG AP1 MACH V/S HDG AP1 CLB OP CLB HDG AP1
FD1 5 10 5 10 FD1 FD1
A/THR N1
60. 1 CL 90. 9% A/THR A/THR
60 %
340 200 240 200 340 200
20 20 5 5 20 20 20 20
10 10
FOB : 18000 KG
350 EGT 355
320 °C 220 320
10 10 10 10 10 10
20
N2 FLAP 20 20
80 % 80. 2 .
300 200 00 . 200 280 00 300 300 00
80 F.F . 80 80
1500 KG/H 1550 . 0
.
280 10 10 180 10 10 280 10 10
260 190 160 190 260 190
780 STD 500 STD 780 STD
35 0 1 2 35 0 1 2 35 0 1 2
MACH TARGET IS NOT HELD MACH TARGET IS HELD

Vc = VLS + 5 kts

HDG V/S
TRK FPA +
100 1000 UP
HDG V/S
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
AP1 AP2
DN
TURN AND
PULL
AUTOMATIC SWITCHING
TO OPEN CLB MODE
IN ORDER TO CONTROL
THE MACH
V/S SELECTION = 3000 FT/MN
N_MM_221200_0_CET0_01_00

OPEN CLB Mode - V/S Demand Above Performance 22-12-00 PB001 Nov 01/11
Capability Revision n˚: 12
KNA
** On A/C ALL
(ADC) CAS
(ADC) MACH
FCU SELECTED MACH

FM MACH TARGET
V MAX OP (FAC)
SPD/Mach Control Law

MACH
MANUAL SPEED CONTROL CONTROL
FIGURE 22-12-00-19600-A SHEET 1

+
+
SPEED V
VOTER GAIN LIMIT
TARGET
FCU SELECTED SPEED

FM SPEED TARGET VLS (FAC)
GAIN
+
−C
T (FAC) GAIN FILTER
+ +
@A318/A319/A320/A321
a (FA)
22-12-00 PB001
N_MM_221200_0_CGR0_01_00
Page 46
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
SPEED ALT HDG AP1

FD1
A/THR
ALTITUDE 29000 Ft
ALT ACQ CAPTURE

POINT
CLB EXP CLB HDG AP1

ALT FD1
A/THR
(CYAN)
SPEED ALT HDG AP1

FD1
A/THR
INITIAL CONDITIONS
15000 Ft
EXPEDITE MODE SELECTION

NEW ALTITUDE SELECTION
SPEED AUTO CONTROL
IS AUTOMATICALLY SELECTED
SPD HDG LAT ALT LVL/CH V/S SPD HDG LAT ALT LVL/CH V/S SPD HDG LAT ALT LVL/CH V/S
HDG V/S HDG V/S HDG V/S
TURN UP UP UP
HDG V/S 100 1000 HDG V/S 100 1000 HDG V/S 100 1000
TRK FPA PUSH TRK FPA PUSH TRK FPA PUSH
SPD METRIC TO SPD METRIC TO SPD METRIC TO
MACH ALT LEVEL MACH ALT LEVEL MACH ALT LEVEL
AP1 AP2 OFF AP1 AP2 OFF AP1 AP2 OFF
DN DN DN
LOC A/THR EXPED APPR LOC A/THR EXPED APPR LOC A/THR EXPED APPR
N_MM_221200_0_CJR0_01_00

EXP Mode - EXP CLB When Aircraft Altitude < Selected 22-12-00 PB001 Nov 01/11
Altitude Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SPEED V/S HDG AP1

FD1
A/THR
SPEED ALT* HDG AP1

FD1
A/THR
EXPEDITE MODE
SELECTION
IDLE EXP DES HDG AP1

ALT FD1
(CYAN) A/THR
INITIAL CONDITIONS :
A/C IN V/S
A/C ALT > ALT SELECTED
ALT ACQ CAPTURE

POINT
10 000 Ft
FCU LEVEL
N_MM_221200_0_CLR0_01_00

EXP Mode - EXP DES When Aircraft Altitude > Selected 22-12-00 PB001 Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
TURN/PULL
N_MM_221200_0_CNR0_01_00

EXPED Mode - Disengagement by Selected Speed Selection 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SPEED ALT * AP1 SPEED AP1

FD1 FD1
A/THR A/THR
CRUISE LEVEL ALTITUDE HOLD ALTITUDE 29000 Ft
ALTITUDE ACQUIRE
POINT
CLB CLB AP1

ALT FD1
A/THR
(CYAN)
SPEED ALT AP1

FD1
A/THR
INITIAL CONDITIONS
15000 Ft
CLB MODE SELECTION
NEW ALTITUDE SELECTION
MANAGED LEVEL CHANGE MANAGED LEVEL CHANGE

GREEN LIGHT IS ON GREEN LIGHT IS OFF
TURN
PUSH
N_MM_221200_0_CQT0_01_00

Managed Level Change When A/C Altitude < Selected 22-12-00 PB001 Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
IDLE DES AP1

ALT FD1
(MAGENTA) A/THR

HDG V/S
UP
HDG V/S 100 1000
TRK FPA PUSH
(MAGENTA)
SPD METRIC TO
MACH ALT LEVEL
AP2 OFF SPEED ALT AP1
AP1
DN DES FD1
(CYAN) A/THR
LOC A/THR APPR
INITIAL STATE:
MANAGED LEVEL CHANGE
WITH FCU LEVEL BELOW
A/C LEVEL
IDLE DES AP1

ALT FD1
(CYAN) A/THR
AUTOMATIC RESUMPTION OF
THE DESCENT CONTROLLED BY FM
DES MODE IS ENGAGED
NO CHANGE ON FCU

HDG V/S
(MAGENTA)
SPEED ALT* AP1
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 FCU LEVEL
DES MODE IS ARMED
N_MM_221200_0_CUT0_01_00

Managed Level Change - Leveling Off Caused by an Altitude 22-12-00 PB001 Nov 01/11
Constraint Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
CLB CLB AP1

ALT FD1
(CYAN) A/THR
UNSUCCESSFULL ATTEMPTS TO REVERT

IN MANAGED LEVEL CHANGE
INITIAL STATE : MANAGED LEVEL

CHANGE WITH CLB MODE
CLB OP CLB HDG AP1

ALT FDA1
(CYAN) A/THR
TURN & PULL
SELECTION OF HDG MODE RESULTING IN OPEN CLB MODE ENGAGEMENT
N_MM_221200_0_CWT0_01_00

Loss of Managed Level Change Prompted by Loss of 22-12-00 PB001 Nov 01/11
Managed Lateral Control Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
___ ___ ___ AP1

ALT FD1
A/THR
INITIAL STATE:
MANAGED LEVEL CHANGE
WITH FCU LEVEL BELOW
A/C LEVEL SPEED V/S ___ AP1
ALT FD1
A/THR
LOSS OF DES MODE CAUSED BY CLIMB

PHASE ACTIVATION − REVERSION TO V/S MODE
LAT REV FROM PPOS
ACTIVATION OF THE
ALTERNATE FLIGHT PLAN CLB OP CLB _ _ _ AP1
WITH NEW DESTINATION ALT FD1
THE CLIMB PHASE IS A/THR
(CYAN)
ACTIVATED BY FM SECTION
NEW SETTING
OF ALTITUDE
TURN AND PULL TARGET ABOVE
A/C ALTITUDE
OPEN CLB MODE
IS ENGAGED AFTER
A PULL ACTION
N_MM_221200_0_CYR0_01_00

DES Mode Disengagement When Climb Phase is Activated 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
INITIAL STATE : ON GROUND

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
OPEN CLB MODE IS ENGAGED WHEN HDG MODE IS ACTIVE
CLB250 FD1
CLB OP CLB HDG AP1

ALT FD1
A/THR
(CYAN)
CLB MODE IS ENGAGED WHEN NAV MODE IS ACTIVE
CLB CLB AP1

ALT FD1
(CYAN) A/THR
THE PRESET OF SPEED FOR THE CLIMB PHASE

IS TAKEN INTO ACCOUNT THROUGH AUTOMATIC 3000 Ft ACCELERATION ALTITUDE
TAKE OFF CLB SELECTION OF MANUAL SPEED CONTROL
V2
148 SPD/MACH
THR RED/ACC 250/−67
1500/3000
1500 Ft THRUST REDUCTION ALTITUDE
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
N_MM_221200_0_DAR0_01_00

CLB Mode in Takeoff Phase 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
− C
MACH
GAIN
+ +
GAIN
+ +
−
−
FM VERTICAL SPEED TARGET
PRESSURE ALTITUDE (ADIRS)
VERTICAL SPEED BI (ADIRS)

FM ALTITUDE TARGET
N_MM_221200_0_DCP0_01_00

Vertical Path Control Law 22-12-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
COMMON MODES - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
The AP/FD modes common to the longitudinal and lateral axes are:
. TAKEOFF (TO)
. ILS approach (LAND) or FMS approach (AREA.NAV)
. GO AROUND (GA).
These modes are engaged simultaneously on both axes.
However, it is possible to leave TO and GA modes one axis after the other.
The selection of the LAND or GA mode authorizes the engagement of both APs.
The engagement of the lateral and the longitudinal cruise modes is impossible as long as the AP or the FD is
engaged in LAND TRACK or GO AROUND mode below 100 ft RA.
KNA Page 1
22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A. TAKEOFF Mode (TO)
(1) Principle
This mode provides lateral guidance function, at takeoff, on the runway centerline by means of the LOC
beam and by following an optimum longitudinal flight path after rotation.
This mode is available:
. for the FD during takeoff run and in flight
. for the AP 5 seconds after lift-off.
The mode is engaged when the pilot selects the takeoff thrust by positioning the throttle control levers
beyond the MCT/FLX TO gate.
Engagement of the mode is shown by the green SRS and RWY indications in the FMA columns
corresponding to the longitudinal and lateral modes.
(2) Pitch Axis
(a) Operational use
(Ref. Fig. 22-13-00-12600-B - Takeoff with NAV Armed)
The pitch guidance law enables holding of V2 + 10 kts in dual-engine configuration.
Prior to mode engagement, the pilot must select speed V2 on the TAKEOFF page of the MCDU.
With V2 selected, the managed speed control is activated and the TO longitudinal mode (PITCH
TAKEOFF) can be engaged. Without V2 selection on the MCDU, the mode is not engaged on this
axis.
Engagement of the PITCH TO mode results in managed thrust control (A/THR (aotothrust)). The
A/THR is not active as long as the throttle control levers are positioned beyond the CLB gate.
(b) Engage logic
(Ref. Fig. 22-13-00-12700-A - PITCH TAKEOFF Mode - Logic)
The engagement conditions of the PITCH TAKEOFF mode are shown in figure.
The engagement condition on the position of the throttle control levers takes into account the
following facts:
. if a FLEX limit has been selected, the mode is engaged as soon as the MCT/FLX TO gate is
reached
. if no FLEX limit has been selected, the mode is engaged as soon as at least one throttle control
lever is positioned beyond the MCT/FLX TO gate.
It is possible to disengage the PITCH TO mode only by engaging another longitudinal mode. The
mode will be lost further to selection of selected speed control for engagement of the OPEN CLB mode
(Ref. 22-12-00-00).
(c) Guidance law
(Ref. Fig. 22-13-00-12800-A - SRS Control Law)
The SRS guidance law called when the PITCH TO mode is engaged, is shown in figure.
This law enables to hold V2 + 10 kts in dual-engine configuration (V2 is memorized in the guidance
part at engagement of the PITCH TO mode).
In single-engine operation, the law enables to hold:
. the aircraft speed if it is greater than V2 when the engine failure occurs.
. V2 if aircraft speed is lower than V2 when the engine failure occurs.
In addition, the guidance law includes:
. an attitude protection to reduce the A/C nose-up attitude during this phase
. a vertical speed protection to ensure a minimum climbing rate
. an attitude pre-command to initialize the aircraft rotation when the mode is engaged (this pre-
command is active in PITCH GA mode only which calls the same control law, Ref. Para.3.C.).
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(3) Lateral Axis
(a) Operational use
(Ref. Fig. 22-13-00-12600-B - Takeoff with NAV Armed)
The guidance law on the lateral axis provides guidance of the aircraft on the runway centerline by
means of the LOC beam. The pilot makes this possible by selecting the ILS frequency associated with
the takeoff runway.
This selection can be made :
. implicitly by selecting the takeoff runway or departure procedure on the MCDU
. expressly, by selecting the frequency on the RMP or the MCDU.
The lateral TO (RUNWAY) mode can be engaged when the aircraft is at the end of the runway and
receives the LOC deviation signals.
If the ILS is not available or if the ILS frequency is not selected, the TO mode is not engaged on this
axis.
(b) Engage logic
(Ref. Fig. 22-13-00-13000-A - RUNWAY Mode Logic)
This logic takes into account certain protections:
. possible modification of the takeoff runway ILS (through the RMP) when an implicit selection has
been made through a takeoff procedure
. engagement of the mode when not yet aligned
. takeoff on a parallel runway.
The RUNWAY mode includes two sub-modes:
. RUNWAY LOC to 30 ft.; the FD law provides guidance of the aircraft on the runway centerline
. RUNWAY TRACK from 30 ft. when the NAV mode is not armed (Ref. Para. 2.A.(3)(d)). The
guidance law provides hold of the aircraft track memorized at engagement of the sub-mode.
The RUNWAY mode can be disengaged:
. by engaging another lateral mode
. when the LOC signal is lost before 30 ft.
. if a difference between COM and MON channels greater than 12 deg. is detected on yaw FD bars.
(c) Guidance law
(Ref. Fig. 22-13-00-13100-A - RUNWAY Control Law)
The RUNWAY guidance law called when the RUNWAY LOC sub-mode is engaged is shown in figure.
The TRACK guidance law called when the RUNWAY TRACK sub-mode is engaged is described in
22-12-00.
(d) Heading/track preset at takeoff
(Ref. Fig. 22-13-00-13200-B - Takeoff with Heading Preset)
During takeoff, when the aircraft is on the ground or at an altitude less than 30 ft., the pilot can select
a heading/track preset value in the HDG/TRK display on the FCU (by action on the heading/track
selector knob) provided that one of the following modes is engaged : LOC CPT, LOC TRACK, LAND
TRACK, FINAL DES, GO AROUND.
The NAV mode is disarmed when the preset is activated and the FCU HDG TRK window is
synchronized with the aircraft heading or track. As a result, the RUNWAY mode remains engaged at
30 ft. in the RUNWAY TRACK sub-mode.
The heading preset value is cancelled by:
. acceptance of the preset value when the HDG or TRACK mode is engaged (pull action on the
heading/track selector knob)
. engagement of the NAV mode (direct TO)
. push action on the heading/track selector knob
. AP/FD disengagement.
B. APPROACH Mode
The automatic flight control system installed enables two types of approach to be considered :
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. ILS approach (LAND mode) : guidance is performed on the ILS beam (LOC and GLIDE)
. FMS approach : guidance is performed from a theoretical path computed by the FMS.
The type of approach is selected by means of the MCDU.
The selection of an ILS frequency on the RMP forces the selection of the ILS approach whatever the selection
made on the MCDU.
The APPROACH mode (ILS or FMS) is engaged when you push the APPR pushbutton switch on the FCU.
(1) ILS Approach
(a) Characteristics
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 the AP and FD. It enables landings to be performed in Cat. III operation.
Therefore, the selection of the LAND mode authorizes the engagement of a second AP.
(Ref. Fig. 22-13-00-13700-B - ILS Approach)
(b) Operational use
The ILS approach can be selected:
. implicitly, through the flight plan definition. In this case, the frequency of the ILS/MMR receivers
is adjusted automatically on the value read in FM memory.
. expressly, by selecting a frequency and a runway heading by means of the MCDU or the RMP.
In these conditions, the LAND mode can be armed by action on the APPR pushbutton switch on the
FCU.
The arming of this mode enables the LOC and GLIDE modes to be armed on the lateral and
longitudinal axes. The support modes, active on these axes, remain engaged until the LOC and GLIDE
beams are captured.
Switching to the G/S CPT and LOC CPT modes occurs when the capture conditions are met.
When the aircraft is stabilized on the LOC and GLIDE beams:
. the LOC TRACK and GLIDE TRACK modes are activated
. 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 flare on the pitch axis. When the A/THR is engaged, the thrust reduction (RETARD) is
activated.
The ROLL OUT sub-mode is engaged at touchdown and provides guidance on the runway
centerline.
As the LAND mode is latched below 400 ft. (switching to LAND TRACK), it can be de-activated
only by engaging the GO AROUND mode. Actions on the FCU are no longer taken into account.
NOTE : The GLIDE mode can only be captured after LOC mode capture. However the GLIDE capture
can be independent from the LOC capture (option activated by pin programming).
(c) Engage logic
1 LAND mode arming
(Ref. Fig. 22-13-00-13800-A - LAND Mode Arm - Logic)
The arming of the LAND mode enables arming of the LOC and GLIDE modes.
2 LAND mode disarming
The LAND mode is disarmed in the following conditions:
a Arming phase (LOC and GLIDE modes armed)
The LAND mode is disarmed by:
. action on the APPR pushbutton switch
. arming another mode : NAV (push action on the heading/track selector knob) or LOC
(action on the LOC pushbutton switch) on the lateral axis
. engagement of the GO AROUND mode.
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The support modes previously engaged remain active. The LOC and GLIDE modes are
disarmed except when the LOC mode is armed by means of the LOC pushbutton switch.
b Active phase (LOC and GLIDE modes active)
The LAND mode is disarmed by:
. action on the APPR pushbutton switch which engages the V/S mode if the GLIDE mode
was active, and the HDG/TRACK mode if the LOC mode was active.
. action on the LOC pushbutton switch which engages the V/S-FPA mode if the GLIDE
mode was active or causes loss of GLIDE mode arming if this mode was armed.
. pull action on the V/S-FPA selector knob when the GLIDE mode is active. Engagement
of the V/S or FPA mode engages the HDG/TRACK mode on the lateral mode on the
lateral axis.
. pull action on the heading/track selector knob which engages the HDG/TRACK mode.
Engagement of this mode engages the V/S-FPA mode if the GLIDE mode was active.
. engagement of the GO AROUND, EXP, OPEN and NAV modes.
NOTE : The disengagement of the LAND mode below 400 ft. will be possible by action on
the APPR pushbutton switch provided the aircraft has been on the ground for 10 s
and the AP is disengaged.
3 GLIDE and LOC capture
(Ref. Fig. 22-13-00-13900-A - Active LOC and GLIDE Modes - Capture Conditions)
Switching to G/S CPT and LOC CPT modes occurs when the capture conditions are met and
provided the LOC and GLIDE modes have been armed. Switching to G/S TRACK and LOC
TRACK modes occurs when associated conditions are met. All the switching conditions are given
in figure.
The term delta psi is the deviation between the aircraft track (IR) and the runway heading (ILS).
4 LAND TRACK capture
(Ref. Fig. 22-13-00-14000-A - LAND TRACK Logic)
The mode engage logic is shown in figure.
The LAND TRACK mode includes two sub-modes:
. ALIGN which engages at 50 ft. provided the FACs are armed (below 100 ft. loss of the FACs
does not cause AP/FD disengagement or loss of LAND TRACK mode).
. ROLL OUT which is activated (only below 50 ft.) using:
. wheelspeed data if the BSCU is healthy
. landing-gear shock-absorber compressed data if the BSCU has failed.
5 Flare phase
(Ref. Fig. 22-13-00-13900-A - Active LOC and GLIDE Modes - Capture Conditions)
The flare phase is initiated when the flare condition is activated.
(d) Display
(Ref. Fig. 22-13-00-14100-A - FMA Displays)
The selection of the LAND mode is indicated by:
. illumination of the APPR pushbutton switch on the FCU
. illumination of various indications on the flight mode annunciator (FMA) section of the PFD.
These indications are:
. during the arming phase:
. cyan G/S indication in the lower part of the section corresponding to the longitudinal modes
. cyan LOC indication in the lower part of the section corresponding to the lateral modes.
In addition, the active support mode indication remains visible (in green) until the LOC or GLIDE
capture is effective.
. during the capture phase, the indications are changed into:
green LOC* indication : the lateral support mode is disengaged and the corresponding mode
indication is cancelled.
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Green G/S* indication : the longitudinal support mode is disengaged and the corresponding mode
indication is cancelled.
The LOC* indication can be displayed at the same time as the cyan G/S indication (G/S mode
armed) but the G/S capture phase can start only after the LOC capture phase except when the
GLIDE BEFORE LOC pin program is activated.
. during the track phase and above 400 ft. the indications are replaced by:
LOC (green)
G/S (green)
. during the track phase and below 400 ft. the green LOC and G/S indications are replaced by the
green LAND indication across the line dividing the two sections corresponding to the longitudinal
and lateral mode annunciations.
. in flare phase, the green LAND indication is replaced by the green FLARE indication.
. in ground roll out phase, the FLARE indication is replaced by the green ROLL OUT indication.
In addition, the landing capability is displayed on the PFD, as soon as the LAND mode is selected, by
the following indications:
CAT 1
CAT 2
CAT 3 SINGLE
CAT 3 DUAL
(e) Command generation
1 Lateral axis
(Ref. Fig. 22-13-00-14200-A - LOC Law - Computation Principle)
The following figure gives the computation principle in the various phases associated with LOC
axis capture and track, alignment and roll out. These computations are characterized by:
. filtering of the metric deviation from the ILS receiver and the estimated lateral speed. This
enables to obtain a guidance signal which partly cancels the LOC noises and the data
derivatives coming from the IRS.
. utilization for computation of the distance to the runway threshold, of estimated distance to
LOC transmitter delivered by the FM part.
a LOC capture phase
(Ref. Fig. 22-13-00-14300-A - LOC CPT Control Law)
The computation principle of the guidance law is given in figure.
b LOC track phase
(Ref. Fig. 22-13-00-14400-A - LOC TRACK and ALIGN Control Law)
The computation principle of the law in the LOC TRACK phase is given in figure.
c Align phase
(Ref. Fig. 22-13-00-14400-A - LOC TRACK and ALIGN Control Law)
The deviation between the aircraft heading and the runway heading (d PSI) is used to place
the aircraft parallel to the runway centerline before touchdown. This law is also characterized
by the acquisition of an estimated skidding term.
d Roll out phase
(Ref. Fig. 22-13-00-14500-A - ROLL OUT Control Law)
2 Longitudinal axis
a GLIDE capture and track phase
(Ref. Fig. 22-13-00-14700-A - GLIDE Capture and Track Phase)
The principle of the guidance law is given in figure.
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b FLARE phase
(Ref. Fig. 22-13-00-14600-A - FLARE Control Law)
The principle of the guidance law is given in figure.
(f) Speed control in LAND mode
During automatic landing, speed hold is ensured by the autothrust (A/THR) system.
At landing, speed control can be:
. manual : reference speed = speed selected on the FCU
. automatic : reference speed = speed delivered by the FM part.
This reference speed is memorized at 700 ft. (radio altimeter) in automatic approach to continue
approach below this altitude independently of loss of the FM part. Above this altitude, loss of the FM
part switches speed control to manual mode.
In the case of approaches with head wind, and in order to take precautions against wind shear, a term
is added to the VAPP ; this term allows the aircraft to have a ground speed during approach at least
equal to the speed it will have at the runway threshold. This term, which takes into account the
difference between the wind speed provided by the control tower displayed on the MCDU and the
actual wind speed, will be added in automatic speed control as soon as the approach phase of the FM
part is active. In these conditions, the speed bug is magenta and is controlled by this reference on the
PFD speed scale.
(g) Landing capabilities
Each FMGC computes its own automatic landing category according to the availability of the various
sensors and functions.
LAND 2 category:
. at least 1 AP engaged with the LAND mode armed or LAND TRACK mode active
. at least 1 FWC valid
. 2 PFDs valid
. 2 ILS/MMR receivers valid.
LAND 3 FAIL PASSIVE category:
. LAND 2 conditions
. At least one A/THR function engaged
. 2 radio-altimeters valid.
LAND 3 FAIL OPERATIONAL category:
. 2 APs engaged with the LAND mode armed or the LAND TRACK mode active
. at least one A/THR function engaged
. 2 FWCs valid
. FMGCs must be supplied by two separate electrical power supply systems
. 2 PFDs valid
. 2 ELACs valid
. 2 ILS/MMR receivers valid
. 2 radio-altimeters valid
. 3 IRS valid
. 3 ADCs valid
. BSCU valid
. 2 FACs valid
. No IRS or ADC failures detected by FAC 1 or 2
. 2 yaw dampers engaged
. 2 rudder trims engaged.
Each FMGC computes the landing capability of the system made up of the two FMGCs:
. when the AP and FD are disengaged for one FMGC, the landing capability corresponds to the
category of the only FMGC likely to provide automatic landing.
. when the AP or FD is engaged for the two FMGCs, the landing capability corresponds to the
lowest category coming from the 2 FMGCs.
The landing capability is sent to the EFIS for display on the FMAs.
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The LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have the LAND 3
FAIL OPERATIONAL category.
In this configuration, the objective is to continue automatic landing in spite of the simple failures which
might affect the various systems used during this phase.
NOTE : Below 100 ft. (radio altimeter), LAND 3 FAIL PASSIVE and LAND 3 FAIL OPERATIONAL
categories are memorized until the LAND TRACK mode is disengaged or the 2 APs are
disengaged.
A failure occuring below 100 ft. will thus not cause any capability downgrading.
The CAT1, CAT2, CAT3 SINGLE and CAT3 DUAL messages are displayed on the FMA according to
the landing capabilities sent by the FMGCs.
-------------------------------------------------------------------
! CAPABILITY ! FMA !
-------------------------------------------------------------------
! LAND 3 FAIL OPERATIONAL (FO) ! CAT 3 DUAL !
!------------------------------------!----------------------------!
! LAND 3 FAIL PASSIVE (FP) ! CAT 3 SINGLE !
!------------------------------------!----------------------------!
! LAND 2 ! CAT 2 !
!------------------------------------!----------------------------!
! LAND ARM or LAND TRACK ! CAT 1 !
-------------------------------------------------------------------
(h) Controls and warnings associated with automatic landing
1 ILS TUNE INHIBIT
When the LAND mode is armed with radio height below 700 feet or LAND TRACK mode or
RUNWAY mode, the FMGC sends an ILS TUNE INHIBIT signal which allows the value and
validity of the selected frequency to be frozen in the ILS/MMR receivers and the runway heading
to be memorized in the FMGC.
2 Removal of FD bars
. the pitch FD bar is removed when the ROLL OUT mode is active and no longitudinal mode is
active.
. the roll FD bar is removed when the ROLL OUT mode is active and no lateral mode is active.
. the yaw FD bar is removed as long as the ROLL OUT or ALIGN mode is not active.
3 Availability of landing categories
Whatever the flight phase, each FMGC computes the following three items of information
according to the validity of sensors and the AP availability:
. LAND 2 INOP
. LAND 3 FAIL PASSIVE INOP
. LAND 3 FAIL OPERATIONAL INOP.
On the ECAM, loss of availability of the various landing categories is displayed according to a
logic which primarily takes into account loss of validity of the lowest landing category provided by
the two FMGCs.
4 Warnings
a Excessive deviations
This warning is activated if the position of the aircraft with respect to the ILS beam exceeds:
. 75 microamperes for the GLIDE axis (above 100 ft. RA)
. 20 microamperes for the LOC axis (above 15 ft. RA).
This warning makes the LOC and GLIDE scales flash on the PFD.
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b AUTOLAND warning
This warning covers several warnings:
. excessive deviations
. loss of both APs.
The AUTOLAND warning is only activated below 200 ft. (illumination of the AUTOLAND
warning light on the CAPT glareshield panel 131VU).
c Capability downgrading
A triple click aural warning is generated in the event of landing capability downgrading.
d FD bar flashing
The FMGC computes a command to make the longitudinal FD bar flash in the following
conditions:
. with the G/S CPT, G/S TRACK, LAND TRACK and above 100 ft. RA when the ground
transmission of the GLIDE is interrupted.
The FMGC computes a command to make the lateral FD bar flash in the following
conditions:
. with the LOC CPT, LOC TRACK, LAND TRACK and above 15 ft. RA when the ground
transmission of the LOC is interrupted.
(2) FMS Approach (AREA NAV or R.NAV)
(a) Characteristics
This mode provides lateral and longitudinal guidance of the aircraft along a theoretical profile defined
by the flight plan (Ref. 22-73-00-00-01).
Guidance is ensured down to the MDA (Minimum Descent Altitude), altitude at which the pilot
regains control of the aircraft. This mode is available on the AP and FD.
(b) Operational use
(Ref. Fig. 22-13-00-14900-B - AREA NAV Approach)
The AREA NAV 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
switch on the FCU. If the NAV mode was already active, the mode will remain engaged.
(c) Engage logic
1 Arming of FINAL DES and NAV modes
(Ref. Fig. 22-13-00-15000-A - FINAL DES Mode - Logic)
The arming logic of the FINAL DES mode is shown in figure.
The arming logic of the NAV mode is described in 22-12-00.
2 Disarming of NAV and FINAL DES modes
This is commanded by:
. action on the APPR pushbutton switch
. action on the LOC pushbutton switch with the ILS signal available (the LOC mode is armed)
3 De-activation of active NAV and/or FINAL DES modes
The de-activation is commanded by:
. action on the APPR pushbutton switch which engages the V/S-FPA mode if the FINAL DES
mode is active and the HDG/TRACK mode if the NAV mode is active.
. push action on the LOC pushbutton switch if the ILS is available which arms the LOC mode
and activates the HDG/TRACK mode if the NAV mode is active and the V/S-FPA mode if
the FINAL DES mode is active.
. with the FINAL DES mode active as a result of V/S-FPA, OP CLB, OP DES or EXP mode
engagement, engagement of this mode engages the HDG/TRACK mode on the lateral axis if
the NAV mode is active.
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. with the NAV mode active as a result of HDG/TRACK mode engagement, engagement of
this mode engages the V/S-FPA mode if the FINAL DES mode is active.
When the aircraft goes down to the minimum descent altitude (MDA), the pilot can continue the
AREA NAV approach if the visibility conditions are correct. If not, the pilot must interrupt the
approach phase. This phase does not ensure landing.
(d) Displays
Selection of the AREA NAV approach is indicated by:
. illumination of the APPR pushbutton switch on the FCU
. display of various indications on the FMA section of the PFD, as follows:
. in the arming phase:
cyan FINAL indication in the lower part of the PFD section corresponding to the longitudinal
modes,
cyan APP NAV indication in the lower part of the PFD section corresponding to the lateral modes.
. in the active phase:
green FINAL indication on the 1st line of the section corresponding to the longitudinal modes,
green APP NAV indication on the 1st line of the section corresponding to the lateral modes.
C. GO AROUND Mode
(1) Principle
(Ref. Fig. 22-13-00-15400-B - GO AROUND Mode)
On the lateral axis, this mode enables to hold the path followed by the aircraft when the mode was
engaged.
On the longitudinal axis, it ensures managed speed control. The speed reference 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 the FD. It is engaged when the pilot selects the maximum thrust by
positioning the throttle control levers in the TO/GA gate.
Engagement is indicated by the green SRS and GA TRK indications displayed in the FMA sections
corresponding to the longitudinal and lateral modes.
(2) Engage Logic
(Ref. Fig. 22-13-00-15600-A - GO AROUND Logic (Pitch and Roll Axes))
Engagement of the GO AROUND mode results in:
. engagement of the PITCH GO AROUND mode on the pitch axis
. engagement of the ROLL GO AROUND mode on the roll axis.
The PITCH GO AROUND mode can only be disengaged by engaging another longitudinal mode.
The ROLL GO AROUND mode can only be disengaged by engaging another lateral mode.
When in PITCH GO AROUND mode, engagement of a cruise mode is possible only above 100 ft RA.
In dual-AP configuration, disengagement of the GO AROUND mode on one axis causes disconnection of
the AP2.
(3) Command Generation
(a) Pitch axis
Engagement of the PITCH GO AROUND mode calls the SRS guidance law described in Para.
2.A.(2)(c). The speed reference is the aircraft speed memorized when the GA mode was engaged.
However this reference speed cannot be lower than the approach speed memorized at 700 ft. during
approach.
(b) Roll axis
Engagement of the ROLL GO AROUND mode calls the TRACK guidance law (Ref. Para. 2.A.(3)(c)).
The path reference of the guidance law is the path followed by the aircraft when the ROLL GO
AROUND mode is engaged.
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(4) Heading/Track Preset
The heading/track preset function is available in LOC CPT, LOC TRACK, LAND TRACK and ROLL GO
AROUND modes if the pilot selects a heading/track value on the FCU.
In ROLL GO AROUND mode, the NAV mode can be armed only by push action on the heading/track
selector knob on the FCU. The preset function can be cancelled as described in Para. 2.A.(3)(d).
D. Display of Common Modes
(1) Flight Mode Annunciator (FMA)
(a) General rules
The common modes are always displayed in plain language. The first line indicates the active mode in
green.
The second line indicates the armed mode in cyan.
In automatic landing configuration, when LAND TRACK is engaged, the message is displayed in the
section common to the lateral and longitudinal modes.
(b) List of messages
. Lateral mode section:
1st line : RWY, LOC*, LOC, APP NAV, GA TRK, RWY TRK
2nd line : LOC, APP NAV, NAV
. Longitudinal mode section:
1st line : SRS, G/S*, G/S, FINAL
2nd line : G/S, FINAL
. Common section:
LAND, FLARE, ROLL OUT
. Landing category section:
CAT1, CAT2, CAT3, CAT3
SINGLE DUAL
(2) Automatic - Control Indicator Lights on FCU
(a) Lateral control
The associated indicator light comes on in the following cases:
. lateral guidance is managed, i.e. the following modes are active:
RUNWAY
LOC CPT
LOC TRACK
LAND TRACK
NAV
GO AROUND.
. managed lateral guidance is armed, i.e. the following modes are armed:
LOC
NAV.
(b) Longitudinal control
The associated indicator light comes on in the following cases:
. longitudinal guidance is managed, i.e. the following modes are active:
TAKEOFF
G/S CPT
G/S TRACK
LAND TRACK
FINAL DESCENT
GO AROUND.
. managed longitudinal guidance is armed, i.e. the following modes are armed:
GLIDE
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FINAL DESCENT.
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** On A/C ALL
ACCELERATION ALTITUDE
CLB MODE IS ACTIVE
PUSH THROTTLE CTL LEVERS

TO TO/GA GATE
7
6
(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
ACCELERATION ALTITUDE IS SELECTED : CLB IS ARMED YAW BAR IS CANCELLED
V2 IS SELECTED : SPEED AUTO CONTROL ROLL BAR APPEARS (CYAN)
AP ENGAGEMENT
THRUST REDUCTION ALTITUDE
THROTTLE CTL LEVERS MUST BE SET TO CLB GATE
INITIAL STATE : ENGINES STARTED

FD IS ENGAGED WITH NO MODE ACTIVE OR ARMED
N_MM_221300_0_AAR0_01_00

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** On A/C ALL
FM V2 AVAILABLE
PITCH TO MODE OPP
FMGC OPP PRIORITY
BOTH AP ENGD
PITCH GA MODE SET PITCH TO MODE
MAIN LANDING GEAR S

CONF
30s
PITCH TO MODE PITCH TO MODE
FM V2 AVAILABLE
*
FLAPS/SLATS LEVER > 2 R
TLA OWN SUP MCT/FLX
TLA OWN=MCT/FLX
FLEX LIMIT OWN PULSE
TLA OPP SUP MCT/FLX

SRS RWY COND
TLA OPP=MCT/FLX
FLEX LIMIT OPP
ENGAGEMENT OF ANOTHER
LONGITUDINAL MODE N_MM_221300_0_ACP0_01_00

PITCH TAKEOFF Mode - Logic 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
TO/GA ENGAGEMENT
+
_
FILTER
0 K
+ K2
FROM IR
+ + K4 FILTER
−
−
Vc V2
ENGINE FAIL
VLS
V2 + 10 FROM FAC
V2 SPEED TARGET _ V
FILTER K3 LIMIT
+
VC MEMO
VMAX OP
FROM FAC
LIMIT
Vc
FROM ADR
FILTER
VERTICAL +
_ K1
SPEED
C1
VZ0 C2
MLGP
N_MM_221300_0_AEP0_01_00

SRS Control Law 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SET RUNWAY MODE

RUNWAY MODE OPP
FMGC OPP PRIORITY

S
BOTH AP ENGD
RUNWAY MODE
RUNWAY MODE
*
R
F/S = 2
SRS RWY COND MTRIG

0.9s
PSI (IR SEL)= RWY HDG (ILS SEL)
LOC DEV 30 MICRO A

RUNWAY LOC COND
QFU (ILS SEL)=QFU (CDU OWN)
FM RUNWAY HDG NOT VALID
NCD LOC
BOTH ILS LOST
MAIN LANDING GEAR CONF

30s
YAW FD BARS MONITORING

RUNWAY MODE
LATERAL MODE RESET

SET RUNWAY MODE
GEN ILS F/W

NCD LOC
NAV ALT COND
N_MM_221300_0_AGP0_01_00

RUNWAY Mode Logic 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
FD RUNWAY
f (GND SPD)
f (GND SPD)
f (GND SPD)
K
K
FILTERED RUNWAY LAT SPD
FILTER
R1 (BODY YAW RATE)

RUNWAY LAT SPD
RUNWAY HDG
ERROR
N_MM_221300_0_AJP0_01_00

RUNWAY Control Law 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
TO/GA SRS RWY TO/GA SRS RWY TRK

CLB FD1 CLB FD1 CLB
A/THR FD1
A/THR
TURN V/S V/S

HDG HDG
TRLK FPA PUSH TRLK FPA PUSH
MACH ALT LEVEL MACH ALT LEVEL
OFF OFF
2 − HEADING PRESET IS SELECTED

NAV IS DISARMED
LAT GREEN LIGHT GOES OFF
LOC BEAM
4 5 6 SID
30FT ACCEPTANCE OF THE PRESET VALUE
LIFT OFF ENGAGEMENT OF HDG MODE
3 TAKE OFF MODE
ENGAGEMENT RUNWAY TRACK SUBMODE
IS ACTIVE
TO/GA SRS HDG

CLB FD1
CLB NAV FD1
A/THR
PULL
HDG V/S HDG V/S
TRLK FPA PUSH TRLK FPA PUSH
MACH ALT LEVEL MACH ALT LEVEL
OFF OFF
1 − INITIAL STATE NAV IS ARMED
N_MM_221300_0_ALP0_01_00

Takeoff with Heading Preset 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
APPROACH SPEED AVAILABLE
APPR
RADIO NAV
IDLE ROLL OUT CAT3 AP1+2
DUAL FD1
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
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 F NEXT
AIR
PAGE F G H I J M
SPD
MACH
METRIC
ALT
TO
LEVEL
PORT A B C D E A INITIAL
C A/C CONFIGURATION
NEXT I D
AP1 AP2 OFF F M 1 2 3 K L M N O
PAGE F G H I J L 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 EXPED 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
OVFY LAT _ _ _ AP1
C 7 8 9 U V W X Y U 0 Z CLR
FD1
OVFY A/THR
ACTION ON APPR 0 Z CLR
P/B SW
AND ROLL OUT CAT3 AP1+2
AP2 ENGAGEMENT ARM LAND DUAL FD1
MODE AND ENGAGE SECOND AP A/THR
HDG V/S
SPEED ALT _ _ _ CAT3 AP1+2 IDLE FLARE CAT3 AP1+2

G/S LOC DUAL FD1 HDG V/S DUAL FD1 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
SPD METRIC TO
A/THR
LOC CAPTURE MACH
AP1 AP2
ALT LEVEL
OFF
DN
LOC TRACK G/S CAPTURE LOC A/THR EXPED APPR

G/S TRACK
400FT LAND TRACK
SPEED ALT LOC * CAT3 AP1+2
FD1
50 FT
G/S DUAL
A/THR FLARE THRUST
RETARD
30FT
30 Ft. THROTTLE CTL LEVERS IN REVERSE
ALIGN A/THR IS DISENGAGED
TOUCH DOWN
SPEED ALT LOC CAT3 AP1+2 SPEED G/S * LOC CAT3 AP1+2
G/S DUAL FD1 DUAL FD1
A/THR A/THR
SPEED FLARE CAT3 AP1+2 SPEED FLARE CAT3 AP1+2

DUAL FD1 DUAL FD1
A/THR A/THR
SPEED G/S LOC CATS 3 AP1+2 SPEED LAND CAT3 AP1+2

DUAL FD1 DUAL FD1
A/THR A/THR
N_MM_221300_0_ANP0_01_00

ILS Approach 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
LAND TRACK MODE
LAND MODE ARM OPP
FMGC OPP PRIORITY

CONF
BOTH AP ENGAGED
0.9s
FM ILS APPROACH SELECT
GEN ILS F/W

ENGINES STOPPED
ZRA 400 FT
GEN RA F/W
APPR P/BSW
PULSE
LAND MODE ARM CONF

0.45s SET LAND MODE ARM
F.DES MODE
F.DES MODE ARM S
PITCH TO MODE LAND MODE ARM

PITCH GA MODE
RUNWAY MODE
*
R
ROLL GA MODE
RUNWAY HDG FAIL
FREQ FAIL
FREQ(ILS OWN)=FREQ(ILS OPP)

QFU(ILS OWN)=QFU(ILS OPP)
ILS OWN FAIL

ILS OPP FAIL
RESET LAND MODE ARM
N_MM_221300_0_AQP0_01_00

LAND Mode Arm - Logic 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
115 DEG
LOC 180 A
LOC CAPTURE COND
c 5DEG CONVERGENT TOWARDS BEAM
15 DEG
LOC 100 A
LOC TRACK COND

LOC 15 A FOR 10s
GLIDE 150 A G/S CAPTURE COND

CONVERGENT TOWARDS BEAM
GLIDE 25 A
G/S TRACK COND
G/S CAPTURE MODE CONF

15s
RA NOT NO
FLARE COND
ZRA LD
CONF
S
0.36s
f (GROUND SPD)
FLARE 1
LAND TRACK MODE

R*
: A/C HEADING
: A/C PITCH ANGLE
: A/C BANK ANGLE
ZRA : RADIO ALTITUDE IN FEET
LOC : LOCALIZER DEVIATION ( A)
GLIDE : GLIDE SLOPE DEVIATION ( A)
LOC : ABSOLUTE VALUE OF LOC DEVIATION
GLIDE : ABSOLUTE VALUE OF GLIDE DEVIATION
: ABSOLUTE VALUE OF A/C HEADING MINUS RUNWAY HEADING
FLARE : DIFFERENCE BETWEEN COMPUTED A/C PITCH ATTITUDE
AND ACTUAL A/C PITCH ATTITUDE
N_MM_221300_0_ASP0_01_00

Active LOC and GLIDE Modes - Capture Conditions 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
LAND TRACK MODE OPP
FMGC OPP PRIORITY
BOTH AP ENGD
SET LAND TRACK MODE
G/S TRACK MODE
LOC TRACK MODE S
ZRA 400 FT CONF LAND TRACK MODE

1.2s
LAND TRACK MODE CONF R*

0.72s
ENGAGEMENT OF ANOTHER
LAT OR LONG MODE
SET LAND TRACK MODE CONF
0.72s
SET PITCH GA MODE
AP ENGD
AP ENGD OPP
APPR P/BSW MTRIG

0.54s
MAIN LANDING GEAR CONF

10s
N_MM_221300_0_AUP0_01_00

LAND TRACK Logic 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SPEED V/S HDG CAT3 AP1

G/S LOC SINGLE FD2
A/THR
LAND MODE ARM : ARMING PHASE
SPEED G/S * LOC CAT3 AP1

SINGLE FD1
A/THR
LAND MODE ARM : ACTIVE PHASE
SPEED LAND CAT3 AP1

SINGLE FD1
A/THR
LAND TRACK MODE
N_MM_221300_0_AWM0_01_00

FMA Displays 22-13-00 PB001 Nov 01/11
Revision n˚: 12
KNA
** On A/C ALL
DISTANCE TO FILTERED
DISTANCE TO LOC (FMS) THRESHOLD GND SPD
D LOC
ZRA ESTIMATED LOC TRK
K AND A ERROR CAPTURE
DISTANCE LOC
METRIC
AT CPT
GAIN
RUNWAY
THRESHOLD
LOC
LOC (ILS) SENSIBILITY
FILTERED LOC
LOC Law - Computation Principle

LOC POS C
FIGURE 22-13-00-14200-A SHEET 1

LOC POS TRACK
LOC TRK
GND SPD (IR) ERROR LOC POS FILTERED
LOC POS AND LOC LAT
AND LOC LAT LOC LAT SPD ALIGN C
SET (ILS) LOC LAT SPD SPD
SPD FILTERING
COMPUTATION
(IR) LOC HDG ERROR

ROLL r ROLL OUT
LOC POS OUT
FILTERED GND SPD
@A318/A319/A320/A321
BODY YAW RATE (IR)
22-13-00 PB001
N_MM_221300_0_AYM0_01_00
Page 24
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
CAPTURE
K
f (GND SPD)
K
K
IF A < 0
K
ABS
ABS
A VALUE
COR LOC TRACK ERROR
LOC POS ERROR
O.
GND SPD
N_MM_221300_0_BAM0_01_00

LOC CPT Control Law 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
C
ALIGNMENT
LOC TRACK
LIM
LOC ONLY
+
SLIN
SLIN
+
+
K
K
f(hRA)
f(hRA)
FILTER
K
K
FILTERED LOC POS
LOC HDG ERROR
−
FILTERED
LOC LAT SPD
f(Vc)
N_MM_221300_0_BCP0_01_00

LOC TRACK and ALIGN Control Law 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
r ROLL OUT
+
+
+
+
+
+
f (GND SPD)
f (GND SPD)
f (GND SPD)
K
K
FILTER
FILTER
+
+
K
K
K
FILTERED LOC POSITION ERROR
FILTERED LOC LAT SPD
BODY YAM RATE
N_MM_221300_0_BEP0_01_00

ROLL OUT Control Law 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
0 K
0 TO FLARE COND LOGIC

0
NOSE DOWN
GND SPD WASH K M XG
K CONDITION
(IR) +
V TAS
F +
f (GND SPD)
GND SPD
+ − LIM
K + +
+ K −
f (GND SPD)
0
WASH LIM R LIM FILT + FLARE
ZRA
FILT +
K NZC FLARE
K
−
H1
+
GND SPD (IR)

K +
..
Z (IR)
WASH WASH K +
K
+
N_MM_221300_0_BGP0_01_00

FLARE Control Law 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
DELTA Q FMGC
−
K
DELTA Q FMGC OPP INT
+
EQUALIZATION
+
GLIDE DEV (ILS) K + K +
K AVERAGE FILT +
− +
f(hRA) f(hRA)
GND SPD (IR)

K + K
K
+
VZBI (IR) G/S TRACK MODE
+ K K
WASH
+
f(ZRA)
−0
FLARE
Z (IR)
+
K +
DECEL
+ K
COMPENSATION TERM CONF COMPENSATION
+
XG +
F − NZC GLIDE
+
− NZC FLARE
N_MM_221300_0_BJP0_01_00

GLIDE Capture and Track Phase 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
APPR
MDA
SELECT MDA ON
650
APPROACH PAGE
BAT
RAD FUEL SEC

F−PLN
NAV PRED F−PLN
AIR
HDG V/S PORT A B
TRLK FPA PUSH
SPD METRIC TO NEXT
F
MACH ALT LEVEL PAGE F
OFF
A
I
L 1 2
F
M
G
SPEED ALT AP1

FD1
A/THR
ARM FINAL DES
MODE
NAV MODE BECOMES APP NAV
SPEED ALT APP NAV SPEED FINAL APP NAV AP1

FINAL FD1 FD1
A/THR A/THR
FINAL DESCENT STARTS
TOUCH DOWN
MDA:APPROACH SHOULD BE CONTINUED MANUALLY
AP DISENGAGEMENT
N_MM_221300_0_BLP0_01_00

AREA NAV Approach 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
LAND TRACK MODE
F.DES MODE ARM OPP

FMGC OPP PRIORITY
SET F.DES MODE ARM
FM PROFILE VALIDITY
S
FM FPLAN VALIDITY
FM RNAV APPROACH SELECT F.DES MODE ARM
ENGINES STOPPED
ZRA 400 FT
R*
GEN RA F/W
LAND MODE ARM
PITCH TO MODE
RUNWAY MODE
PITCH GA MODE
ROLL GA MODE
F.DES MODE
F.DES MODE ARM CONF

0.72s
APPR P/BSW
PULSE
RESET F.DES MODE ARM
N_MM_221300_0_BNP0_01_00

FINAL DES Mode - Logic 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
TURN THEN PULL
AP2 DISENGAGES 5
V/S MODE
ENGAGEMENT
PUSH THROTTLE CTL LEVERS
TO TO/GA GATE
HDG MODE
ENGAGEMENT
THROTTLE CTL LEVERS ON

INITIAL A/C CONFIGURATION CLB GATE
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
N_MM_221300_0_BQP0_01_00

GO AROUND Mode 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PITCH GA MODE OPP
FMGC OPP PRIORITY

SET PITCH GA MODE
BOTH AP ENGD
S
PITCH GA MODE
PITCH GA MODE
PITCH TO MODE
MAIN LANDING GEAR CONF R*

30s
F/S 2
TLA OWN=TO/GA
MTRIG
TLA OPP=TO/GA 0.9s
LONG MODE RESET
SET PITCH GA MODE CONF

0.72s
a) PITCH GO AROUND SET ROLL GA MODE
ROLL GA MODE
S
PITCH GA MODE PULSE
ROLL GA MODE
LATERAL MODE RESET
R*
SET ROLL GA MODE CONF
0.72s
b) ROLL GO AROUND
N_MM_221300_0_BSP0_01_00

GO AROUND Logic (Pitch and Roll Axes) 22-13-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
AUTOTHRUST - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
The autothrust (A/THR) system is part of the auto flight system (Ref. 22-00-00 AUTO FLIGHT - GENERAL).
The autothrust system ensures the functions below through the control of the thrust:
. speed hold (pilot selection i.e. manual control or FMS computed i.e. auto control)
. Mach hold (pilot selection i.e. manual control or FMS computed i.e. auto control)
. thrust hold
. thrust reduction during flare-out (RETARD)
. protection against excessive angle of attack (ALPHA FLOOR function).
The A/THR is integrated in the Flight Management and Guidance System (FMGS).
The Engine Interface Units (EIUs) and the Electronic Control Units (ECUs)/ Electronic Engine Control (EECs)
ensure the link between this system and the engines.
The use of digital engine control units simplify the autothrust system through:
. the deletion of the autothrottle actuator (use of a digital link between the FMGC and the ECUs/EECs)
. the deletion of the limit thrust computation (already performed by the ECUs/EECs)
. the deletion of the limit thrust panel (the ECUs/EECs make this selection automatically depending on the
position of the throttle control levers)
. the deletion of the TO/GA levers (the engagement of these modes is made through push action on the throttle
control levers).
KNA Page 1
22-30-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
(Ref. Fig. 22-30-00-12400-A - Cockpit - Location of Controls and Indications)
(Ref. Fig. 22-30-00-12500-A - Electronics Rack - Location of Computers)

DOOR
1CA1 FMGC-1 83VU 127 22-83-34
1CA2 FMGC-2 84VU 128 22-83-34
2CA FCU 13VU 210 22-81-12
3CA1 MCDU-1 11VU 210 22-82-12
3CA2 MCDU-2 11VU 210 22-82-12
7CA1 P/BSW-A/THR INST DISC, CAPT 211VU 210 22-31-00
7CA2 P/BSW-A/THR INST DISC, F/O 210VU 210 22-31-00
1CC1 FAC-1 83VU 127 22-66-34
1CC2 FAC-2 84VU 128 22-66-34
1KS1 EIU-1 85VU 127 73-25-34
1KS2 EIU-2 86VU 128 73-25-34
KNA Page 2
22-30-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A. Autothrust System
(Ref. Fig. 22-30-00-13900-A - Autothrust System - Block Diagram)
B. Engine Thrust Control Modes
(Ref. Fig. 22-30-00-14400-A - Thrust Setting)

(1) Manual thrust control
In this mode, the thrust is dependent on the position of the throttle control levers.
(a) Throttle definition
(Ref. Fig. 22-30-00-14500-A - Throttle Definition)
1 The throttle control levers move over a sector divided into three separate sections:
. rear section : application of reverse thrust
. center section : normal throttle control levers displacement in flight from idle to max. climb
(CL) thrust. The forward position of this section corresponds to the selection of the CL thrust
limit (gate).
. forward section : it has two mechanical devices which allow to select thrust limit modes below
MCT/FLX TO (gate) and TO/GA (stop).
2 Each ECU/EEC (one per engine) associates a thrust (N1/EPR CMD) with the position of the
corresponding throttle control lever.
(b) Selection of the limit thrust modes
1 Principle
The selection of the limit thrust modes (CL, MCT, FLX TO, TO/GA) is made when the throttle
control levers are placed in one of the gates (or stops) below:
. CL (gate)
. MCT/FLX TO (gate)
. TO/GA (stop).
When the throttle control levers are between two positions, the limit thrust mode selected is the
one which corresponds to the most advanced position.
2 Initialization on the ground
On the ground, with engines stopped, the computation of the limit thrust is initialized on the
mode which corresponds to the position of the throttle control levers.
On the ground, with engines running, the computation of the limit thrust is made in the TO/GA
mode.
3 Specific case of FLX TO mode - FLX TO/MCT switching
As the gates for the FLX TO/MCT modes correspond to a same position, a specific logic has been
adopted for the selection of these modes:
. On the ground
If a fictitious temperature (FLX TO temperature) higher than the TAT is entered on the
MCDU (TAKEOFF page), the limit thrust computation is made in FLX TO mode.
The fictitious temperature is shown on the ECAM display unit together with the engine
parameters as long as the FLX TO mode is engaged.
For safety reasons, the fictitious temperature is frozen at takeoff as soon as a throttle control
lever reaches the CL position.
. In flight
KNA Page 3
22-30-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
The FLX TO-to-MCT switching is made when the throttle control levers are moved from the
FLX TO/MCT position to another position (TO/GA or CL) and returned to the FLX
TO/MCT position.
(2) Autothrust control
In this mode, the thrust is computed by the autothrust (A/THR) system.
The A/THR function engaged can be:
(a) Active
Two cases are considered:
1 Case 1 : Alpha floor protection inactive:
With the two throttle control levers between IDLE and CL, the engines are controlled by the
A/THR function. However, the ECU/EEC limits the control of each engine to a max. rate
depending on the position of the throttle control lever.
NOTE : When the A/THR function is engaged, the normal position of the throttle control levers is
the CL gate (two-engine operation) or the MCT gate (in the event of an engine failure).
The throttle control levers shall be positioned outside the gates only if the pilot wishes to
limit the max. thrust.
2 Case 2 : Alpha floor protection active
The A/THR-controlled thrust is equal to the TO/GA thrust for any control lever position.
For safety reasons, each ECU/EEC gives a low limit to the controlled thrust, according to the rate
which corresponds to the position of the throttle control lever.
(b) Not active
As soon as one throttle control lever is placed outside the IDLE-MCT zone, the two engines are
controlled by the position of the throttle control levers.
This lasts as long as the Alpha floor protection is not activated and if at least one throttle control lever
stays beyond the IDLE-MCT zone.
(3) Memothrust control
In this mode, the thrust is frozen at the loss of the autothrust control.
Upon the disengagement of the A/THR function (which occurs in its active phase), the thrust is frozen for
the engines on which the associated throttle control lever is in the CL or MCT gate.
NOTE : If a throttle control lever is not in one of the CL or MCT gates, there is a return to the manual
thrust control on the corresponding engine.
The controlled thrust of each engine becomes again dependent on the position of the throttle control lever
as soon as the associated lever is outside the CL or MCT gates.
KNA Page 4
22-30-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
E A E
A
B
AP 1 AP 2
A/THR
D C D
FCU (PART)
A/THR P/BSW
E B
6 6
4 8 4 8
2 10 2 10
0 0
4 6 8 4 6 8
10 10
2 10 2 10
0 0
10 10
PFD−CAPT (F/O) DU−ECAM UPPER
D C
P/B SW.
A/THR INST DISC, CAPT & F/O
(7CA1 & 7CA2)
T/O FUEL SEC MCDU

F−PLN
APPR PRED F−PLN MENU
AIR
PORT A B C D E
NEXT
PAGE F G H I J
1 2 3 K L M N O
4 5 6 P Q R S T
7 8 9 U V W X Y
0 Z OVFY CLR
MCDU 1(2) CTL UNIT−THROTTLE ENG 1 & 2

N_MM_223000_0_AAM0_01_00

Cockpit - Location of Controls and Indications 22-30-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A
80VU
82VU 81VU
FMGC FAC FAC FMGC

2 2 1 1
84VU 83VU
EIU2
EIU1
86VU 85VU
88VU 87VU
N_MM_223000_0_AEM0_01_00

Electronics Rack - Location of Computers 22-30-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
ECU(EEC)1
CL MCT
TO/GA TLA THRUST ACTUAL
SAME AS
ECU (EEC)2
CHANNEL A CHANNEL A POWER CNTRL
EIU
ENGINE 1
1
SAME AS CHANNEL B
ECU (EEC)2 THRUST ACTUAL
CHANNEL B
TLA
ECU(EEC)2
THRUST REF
THRUST REF = f (TLA)
TLA MAN
FMGC EIU IDLE THRUST
FMGC2 FCU1
2 2
A/THR XXX
LIMIT THRUST ACTUAL
THRUST TARGET &
MEMO
THRUST
THRUST THRUST THRUST MAX

MODE LIMIT
SEL COMP
FMGC = f (TLA) = f (MOD) TO/GA LIMIT THRUST
1
THRUST ACTUAL
TO
CHANNEL A POWER
FMGC1 FCU2 GA ENGINE 2
CHANNEL B CNTRL
(FUEL)
FCU CL SAME AS
CHANNEL A THRUST ACTUAL
MCT
FLX
CL MCT
TO/GA
NOTE : CMD THRUST IS

DISPLAYED ON ECAM WHEN
XXX XXX A/THR IS ACTIVE.
N_MM_223000_0_AGM0_01_00

Autothrust System - Block Diagram 22-30-00 PB001 Nov 01/11
Revision n˚: 12
KNA
FROM THRUST UPPER LOWER
** On A/C ALL
FMGC TARGET LIMIT LIMIT
A/THR ENGD
FLOOR MODE
A/C IN FLIGHT
TO/GA THRUST
(THR MAX)
Thrust Setting
IDLE
THRUST
THRUST REF
FIGURE 22-30-00-14400-A SHEET 1

= f (TLA)
AUTO THRUST CONTROL

THRUST
ACTUAL MEMO N1/EPR COMMAND
TLA = CL MEMO THRUST MANUAL THRUST CONTROL

R
TLA = MCT CONTROL
INST DISC (5CA1) S
R
INST DISC (5CA2)
@A318/A319/A320/A321
A/THR ENGD S
THRUST TARGET
22-30-00 PB001
VALID
FLOOR MODE
TLA MCT
A/THR ACTIVE
N_MM_223000_0_AJM0_01_00
Page 8
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** On A/C ALL
THROTTLE
CONTROL
LEVER
REVERSE
UNLOCK
A/THR ACTIVE
(NORMAL OPERATION)
FLX T.O.
T.O. MCT CL IDLE REVERSE
G.A.
N_MM_223000_0_ALM0_01_00

Throttle Definition 22-30-00 PB001 Nov 01/11
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AUTOTHRUST - DEACTIVATION/REACTIVATION
** On A/C ALL
Task 22-30-00-040-004-A
Check of the Throttle Control Units
FIN 8KS1, 8KS2
Task Summary
MMEL OR CDL TITLE ACCESS TEST SPECIFIC MHR E/T NB MEN
TOOLS
MMEL 22-30-01A
MMEL 22-30-01A
Autothrust (A/THR) (FAA only)

No specific 1 WARNING NOTICE(S)

3. Job Set-up
Subtask 22-30-00-860-059-A
24-41-00-861-002-A-02).
(2) Do the EIS start procedure (Upper ECAM DU and lower ECAM DU only)
(Ref. TASK 31-60-00-860-001-A)
(3) On the center pedestal, make sure that all the throttle control levers are set to IDLE (0 degree TLA).
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(4) On the maintenance panel 50VU:
. release the ENG FADEC GND PWR 1 and 2 pushbutton switches (The ON legend of these
pushbutton switches comes on).
Subtask 22-30-00-865-062-A

49VU ENGINE/2/FADEC A/AND EIU 2 2KS2 A05
121VU ENGINE/IGN/ENG2/SYS B 3JH2 P42
121VU ENGINE/IGN/ENG1/SYS B 3JH1 P41
121VU ENGINE/IGN/ENG2/SYS A BAT 2JH2 P40
121VU ENGINE/IGN/ENG1/SYS A BAT 2JH1 P39
121VU ENGINE/ENG2/FADEC B 4KS2 Q40
121VU ENGINE/ENG1/FADEC B/AND EIU 1 4KS1 R41
4. Procedure
Subtask 22-30-00-710-059-A
A. Operational Test of the Throttle Control Units
ACTION RESULT
1.Open circuit breakers 2KS1, 2KS2.
2.On the center pedestal: On the upper ECAM display unit:
. move the ENG1 and 2 throttle control levers. . the small circles on N1 indications follow the position of
the throttle control levers.
. move the throttle control levers to IDLE position.
3.Close circuit breakers 2KS1, 2KS2.
4.Open circuit breakers 4KS1, 4KS2.
5.On the center pedestal: On the upper ECAM display unit:
. move the ENG1 and 2 throttle control levers. . the small circles on N1 indications follow the position of
the throttle control levers.
. move the throttle control levers to IDLE position.
6.Close circuit breakers 4KS1, 4KS2.
5. Close-up
Subtask 22-30-00-860-060-A
A. Put the aircraft back to its initial configuration.
(1) On the maintenance panel 50VU:
. push the ENG FADEC GND PWR 1 and 2 pushbutton switches (The ON legend of these
pushbutton switches goes off).
(3) Put a WARNING NOTICE(S) in the cockpit to tell the crew that the autothrust function does not
operate.
(4) Make an entry in the logbook.
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24-41-00-862-002-A-02).
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AUTOTHRUST - ADJUSTMENT/TEST
** On A/C ALL
Task 22-30-00-710-003-A
Operational Test of the Engine / Autothrust System Isolation (with AIDS)
(Ref. MPD 22-30-00-01-)
OPERATIONAL CHECK OF ENGINE/AUTOTHRUST SYSTEM ISOLATION
3. Job Set-up
Subtask 22-30-00-860-056-A
24-41-00-861-002-A-02).
(2) Make sure that the ventilation of the electronics racks operates correctly.
(3) Align the IRs.
NOTE : Two ADIRS’s are necessary to do this test (Ref. TASK 34-10-00-860-004-A).
(4) On the maintenance panel 50VU, release the ENG/FADEC GND PWR 1 and 2 pushbutton switches
(ON legends on).
(5) Check that the throttle control levers are in the IDLE STOP position.
(6) On the glareshield, on the FCU, push the FD pushbutton switches to disengage the FDs (the legends
are off).
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Subtask 22-30-00-865-061-A

121VU ENGINE/ENG2/FADEC B 4KS2 Q40
121VU ENGINE/ENG1/FADEC B/AND EIU 1 4KS1 R41
4. Procedure
Subtask 22-30-00-710-060-I
A. Do this test:
ACTION RESULT
1.On the MCDU menu: The AIDS PARAMETER CALL UP menu comes into view.
. push the line key adjacent to AIDS indication.
2.On the AIDS PARAMETER CALL UP menu: The AIDS: LABEL CALL-UP CTRL page comes into view.
. push the line key adjacent to the LABEL indication.
3.On the AIDS: LABEL CALL-UP CTRL page: The AIDS: LABEL CALL-UP page comes into view.
. push the line key adjacent to the LABEL MENU
DISPLAY
4.On the MCDU scratchpad:
. enter the parameter:
07C/1/354/01.
5.On the AIDS: LABEL CALL-UP page: 7C, 1, 354, 01 come into view in their associated boxes with
. push the line key 1L. label 354 bits status.
6.On the MCDU scratchpad:
. enter the parameter:
07C/2/354/10.
7.On the AIDS: LABEL CALL-UP page: 7C, 2, 354, 10 come into view in their associated boxes with
. push the line key 4L. label 354 bits status.
8.On the overhead C/B panel 49VU:
. open the circuit breaker 10CA1.
9.On the glareshield, on the FCU: On the FCU, the A/THR pushbutton switch comes on.
. push the A/THR pushbutton switch. On the PFDs:
. green SPEED comes into view,
. white A/THR comes into view.
On the MCDU, on the AIDS: LABEL CALL-UP page, check
that bit 27 of label 354 is set to 0.
10.On the right throttle lever: On the FCU, the A/THR pushbutton switch goes off.
. push the A/THR instinctive disconnect pushbutton On the PFDs:
switch. . green SPEED goes out of view,
. white A/THR goes out of view.
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ACTION RESULT
that bit 27 of label 354 remains to 0.
12.On the right throttle lever: The A/THR pushbutton switch goes off.
Keep it pushed for more than 15 seconds. . white A/THR goes out of view.
13.On the rear C/B panel 121VU: At the end of the safety test, the triple click aural warning
. open and close the circuit breaker 10CA2 (wait for sounds.
safety tests).
14.On the panel 115VU: On the MCDU, on the AIDS: LABEL CALL-UP page, check
. move the ENG 1&2 MASTER switch from ”OFF” to that bit 27 of label 354 is set to 0.
”ON” then back to ”OFF” to reset the EEC.
16.On the left throttle lever: On the FCU, the A/THR pushbutton switch goes off.
On the MCDU, on the AIDS: LABEL CALL-UP page check
18.On the left throttle lever: The A/THR pushbutton switch goes off.
19.On the rear C/B panel 121VU: At the end of the safety test, the triple click aural warning
safety tests).
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ACTION RESULT
. move the ENG 1&2 MASTER switch from ”OFF” to that bit 27 of label 354 is set to 0.
21.On the overhead C/B panel 49VU: At the end of the safety test, the triple click aural warning
. close the circuit breaker 10CA1 (wait for safety test). sounds.
22.On the rear C/B panel 121VU:
. open the circuit breaker 10CA2.
24.On the right throttle lever: On the FCU, the A/THR pushbutton switch goes off.
26.On the right throttle lever: The A/THR pushbutton switch goes off.
safety tests).
. move the ENG 1&2 MASTER switch from ”OFF” to that the bit 27 of label 354 is set to 0.
that the bit 27 of the label 354 remains to 0.
30.On the left throttle lever: On the FCU, the A/THR pushbutton switch goes off.
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ACTION RESULT
32.On the left throttle lever: The A/THR pushbutton switch goes off.
safety tests).
. move the ENG 1&2 MASTER switch from ”OFF” to that the bit 27 of label 354 is set to 0.
35.On the rear C/B panel 121VU:
. close the circuit breaker 10CA2.
5. Close-up
Subtask 22-30-00-860-057-A
(1) On the maintenance panel 50VU, push the ENG/FADEC GND PWR 1 and 2 pushbutton switches (ON
legends go off).
24-41-00-862-002-A-02).
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AUTOTHRUST ENGAGEMENT - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
The A/THR function can be engaged in three different ways:
. When the A/THR pushbutton switch on the FCU is pushed in, with aircraft on the ground and engines stopped
or in flight at an altitude higher than 100 feet (except in LAND TRACK phase)
. Automatically further to the engagement of the AP/FD TAKE OFF or GO AROUND modes
. Automatically if the ALPHA FLOOR condition elaborated in the FAC is present and if the altitude is higher than
100 feet.
The engagement logic is explained in Para. 2.C.
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** On A/C ALL
A.FMGC Priorities at FCU Level
The FMGC which has priority, depending on the AP/FD and the A/THR engagement, controls the engine
thrust.
The logic below defines the FMGC which has priority:
-------------------------------------------------------------------------------
! AP engagement ! FD engagement ! A/THR engagement ! FMGC !
!--------------------!---------------------!---------------------! having !
! FMGC1 ! FMGC2 ! FMGC1 ! FMGC2 ! FMGC1 ! FMGC2 ! priority !
!---------!----------!----------!----------!----------!----------!------------!
! 1 ! - ! - ! - ! - ! - ! 1 !
! 0 ! 1 ! - ! - ! - ! - ! 2 !
! 0 ! 0 ! 1 ! - ! - ! - ! 1 !
! 0 ! 0 ! 0 ! 1 ! - ! - ! 2 !
! 0 ! 0 ! 0 ! 0 ! 1 ! - ! 1 !
! 0 ! 0 ! 0 ! 0 ! 0 ! 1 ! 2 !
-------------------------------------------------------------------------------
. : indifferent
B. Autothrust Control States
(Ref. Fig. 22-31-00-13000-A - A/THR Engage Logic)
The different states of the A/THR can be:
(1) Disengaged
In this case:
. the engines are controlled by the throttle control levers,
. on the FCU, the A/THR pushbutton switch is off,
. the FMA does not display the A/THR engagement status and the A/THR modes.
(2) Engaged
When the A/THR engage logic conditions are present, the A/THR can be engaged.
The A/THR engaged can be:
(a) Active when the two throttle control levers are in the A/THR active area.
In this case:
. the autothrust system controls the engines,
. on the FCU, the A/THR pushbutton switch is on,
. the FMA displays A/THR in white in the right column and one A/THR mode in the left column.
(b) Not active, if both throttle control levers are above CL gate or one throttle control lever above MCT
gate.
In this case:
. the throttle control levers control the two engines,
. the A/THR pushbutton switch is on,
. the FMA displays A/THR in cyan in the right column and the thrust setting in the left column.
C. A/THR Engage and Disengage Logic
(Ref. Fig. 22-31-00-13000-A - A/THR Engage Logic)
The A/THR can only be engaged when all the necessary conditions are present and if there is a request for
engagement (pilot action or automatic).
(1) Required engagement conditions
Two conditions are required to make the engagement possible:
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(a) AP/FD/A/THR common condition
This condition results from the monitoring functions below:
. monitoring of the validity of the ADIRS input parameters (two ADIRS must be valid). This
monitoring consists in a check of the SSM and refreshment period.
The monitoring of the main parameters is made by vote or comparison.
. monitoring of LGCIUs parameters. This monitoring is made in the FAC which informs the FMGC
of the validity of the LGCIU parameters. One LGCIU at least must be healthy. This condition is
not required at landing or during go around.
. internal monitoring of the guidance portion healthy.
. internal monitoring of the management portion healthy. This condition is not required at landing
or during go around.
NOTE : The monitoring functions common to the AP/FD and A/THR are described in 22-11-00
AP/FD Engagement.
(b) A/THR specific condition
This condition specific to A/THR includes the conditions below:
. A/THR must be either in the manual speed or in the auto speed control mode (Ref. 22-10-00
AP/FD)
. the two ECUs/EECs must be healthy
. the FCU must be healthy
. no discrepancy between the N1/EPR target computed in the FMGC and the N1/EPR feedback
from each ECU/EEC when the A/THR is active
. the various parameters used in the flight envelope protection such as VLS, VMAX, etc. must be
healthy
. no action on one of the two A/THR instinctive disconnect pushbutton switches lasts more than
15s.
(2) Disengagement conditions
The presence of one of the conditions below causes the disengagement of the A/THR:
(a) Loss of one common or specific condition described above
(loss of the ADIRS or FAC parameter validity does not cause A/THR disengagement as long as the
Alpha floor protection is active).
(b) ”Synchronization between FMGC” condition.
This condition forces the disengagement if the A/THR function on the opposite FMGC is disengaged
and on condition that this FMGC has priority.
(c) Action on the A/THR pushbutton switch, with the A/THR function already engaged. This action has
no effect in LAND TRACK mode.
(d) Action on one of the A/THR instinctive disconnect pushbutton switches.
(e) AP/FD loss condition i.e. total loss of AP/FD below 100ft with the RETARD mode not engaged.
(f) Go around condition i.e. one throttle control lever is placed in the non active area (> MCT) below
100ft without engagement of the GO AROUND mode on the AP/FD.
(g) One engine start on the ground.
(h) Both throttle control levers placed in the IDLE position.
(i) ECU/EEC autothrust control feedback i.e. the A/THR being active at level of the FMGCs, one of the
two ECUs/EECs indicates that it is not in autothrust control mode.
(j) both throttle control levers placed in the REVERSE position.
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(3) A/THR ACTIVE logic
After engagement, the A/THR is active if:
. the two throttle control levers are between IDLE and CL (CL included)
. one throttle control lever is between IDLE and CL (including CL), and the other is between IDLE and
MCT (including MCT) with FLEX TO limit mode not selected
. the Alpha floor protection is active whatever the position of the throttle control levers.
D. Realization of the Engage or Disengage Logic
(Ref. Fig. 22-31-00-13800-A - Realization of the Engage or Disengage Logic)
The engagement of the A/THR function is duplicated in each FMGC at level of the guidance, command and
monitoring channels.
The A/THR ENGD signal that the ECUs/EECs receive via the FCU and the EIUs comes from the command
channel. The A/THR ENGD C and M discrete outputs used in the A/THR instinctive disconnect circuit (Ref.
Para. 2.E.) take into account the result of computation of the command and monitoring channels.
The Alpha floor condition from the FACs is used in the command and monitoring processors for the elaboration
of the Alpha floor protection. This causes the automatic engagement of the A/THR.
When both FACs are healthy, the logic condition makes engagement of the Alpha floor protection only when
both FACs deliver the Alpha floor condition.
If one FAC is not healty and the Alpha Floor condition is present, the protection is achieved by the other healty
FAC.
A comparison between the command and monitoring channels at level of this protection is performed.
If there is a difference between these channels, the A/THR function is disengaged.
The comparison between the computed N1/EPR target and the N1/EPR target feedback sent by each
ECU/EEC is performed at level of the command and monitoring channels of each FMGC.
Any excessive deviation is taken into account at level of the A/THR engage logic of the command and
E. Isolation of the Engines from the A/THR System
(Ref. Fig. 22-31-00-14200-A - Isolation of the Engines)
The engine control is no longer dependent on the throttle control levers when the conditions below (elaborated
by the FMGC and transmitted to the ECU) are met:
. A/THR ENGD
. A/THR ACT
. TARGET N1/EPR VALID
. throttle control lever in the area which authorizes the autothrust control or Alpha floor protection active.
Action on one of the two A/THR instinctive disconnect pushbutton switches or the disengagement of the
A/THR function detected by the FMGCs on the command or monitoring channels forces the thrust control
function of the throttle control lever position.
This is done through the wired discretes that the ECU receives directly.
This device permits to get rid of any failure downstream of the FMGC which might cause an untimely
engagement of the A/THR function.
At level of the A/THR engage logic performed by the FMGC, an action on one of the two A/THR instinctive
disconnect pushbutton switches for more than 15 s. inhibits any engagement of the A/THR function, whatever
the reason (A/THR pushbutton switch on the FCU, Alpha floor protection etc.) (Ref. Para. 2.B.).
A similar protection is available at level of each ECU/EEC. Action on one of the two A/THR instinctive
disconnect pushbutton switches for more than 15 s. inhibits operation of each ECU/EEC in autothrust control
mode.
F. A/THR Warnings
(Ref. Fig. 22-31-00-14700-A - A/THR Warnings)
(1) Presentation
Upon disengagement of the A/THR and in certain flight phases, the FWCs elaborate the warnings below:
(a) Illumination of the MASTER CAUT lights in amber on the glareshield.
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(b) Display of A/THR OFF amber message in the memo area of the upper display unit of the ECAM
system when the disengagement is due to use of the instinctive disconnect pushbutton switch,
display of AUTO FLT-A/THR OFF amber message in the warning area of the upper display unit of
the ECAM system when the disengagement is not due to use of the instinctive disconnect pushbutton
switch.
(c) Aural warning (single chime).
(d) THR LK message flashing on the two PFDs if, upon disengagement, the thrust is frozen on at least
one engine (THR LK = thrust lock).
In addition, the A/THR engage pushbutton switch goes off on the FCU and the A/THR indication
(white or cyan) disappears on the PFD.
If energy management functions are activated, memothrust situation is indicated by:
. amber ENGINE THRUST LOCKED flashing message on Upper ECAM DU
. repetitive single chime and MASTER CAUT light on.
THR LEVERS ..... MOVE message is repeated on upper ECAM DU.
(e) Throttle control levers below CL warning
If energy management functions are activated, if both throttle control levers are set below the CL gate
(or one throttle control lever below MCT gate in case of engine failure), the following warnings are
provided:
. amber AUTO FLT A/THR LIMITED flashing message on upper ECAM DU
. repetitive single chime
. MASTER CAUT light on.
THR LEVERS ..... MOVE message is repeated on upper ECAM DU.
(2) Conditions for clearing of A/THR warnings
There are several causes of A/THR disengagement (Ref. Para. 2.C. (2)).
(a) Upon disengagement of the A/THR through the throttle control levers in the IDLE position below 50
ft., the FWC generates no warning.
(b) Upon intentional disengagement of the A/THR through action on one of the two instinctive disconnect
pushbutton switches or through the throttle control levers in the IDLE position above 50 ft., the
warnings are automatically cancelled:
. the MASTER CAUT light goes off after 3s
. the A/THR OFF message disappears after 9s.
NOTE : The two warnings above can be cancelled faster by pilot through action on the MASTER
CAUT light or on one of the two instinctive disconnect pushbutton switches.
(c) Upon disengagement of the A/THR due to one of the other causes, the two visual warnings can be
cancelled:
. through action on one of the CLR keys located on the ECAM control panel
. through action on the MASTER CAUT light
. through action on one of the two instinctive disconnect pushbutton switches.
(3) Elaboration of A/THR warning
(Ref. Fig. 22-31-00-14800-A - A/THR Warnings Computation and Display)
Each FWC elaborates the A/THR warning and uses the signals below:
. A/THR engagement (boolean from the FMGC via the FCU)
. position of the throttle control levers from the ECUs/EECs.
The warning cancellation is made by the input discretes from the instinctive disconnect pushbutton
switches.
The 3 DMCs convert these codes into specific codes which are sent to the PFDs and to the upper display
unit of the ECAM system through the DSDL bus.
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. the DMC1 drives the PFD1 and the upper display unit of the ECAM system,
. the DMC2 drives the PFD2.
In case of DMC1 or DMC2 failure, the crew can switch over to the DMC3 through the use of the EIS
DMC selector switch.
The DMC3 replaces totally the failed DMC.
KNA Page 6
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KNA
** On A/C ALL
AP1 AP2
A/THR
FCU
PFD
A/THR Engage Logic

(CYAN)
A/THR
FIGURE 22-31-00-13000-A SHEET 1

AND PFD
AP/FD/A/THR COMMON COND AND
A/THR SPECIFIC COND AND S A/THR
A/THR ACTIVE
AND (WHITE)
ENGD A/THR
A/THR P.B.
TO/GA COND OR
ALPHA FLOOR COND R
2 THROTTLE CTL LEVERS

BETWEEN IDLE/MCT GATES
A/THR OPP COND OR
A/THR P.B COND ALPHA FLOOR
@A318/A319/A320/A321
CONDITION
INST DISCONNECT
A/THR ACTIVE FEEDBACK COND
GA COND OR
LOSS OF AP/FD COND
ENGINE/GROUND COND
22-31-00 PB001
IDLE COND
FMGC
N_MM_223100_0_AAR0_01_00
Page 7
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** On A/C ALL
FMGC1 FCU EIU1 ECU (EEC)1
FLOOR THRUST A/THR A/THR

MODE TARGET ACTIVE ENGD THR
THRUST THRUST CMD TGT
PRECOMMAND TARGET FDBK
FM COMPUTATION FMGC THR
FROM SEL TGT
FMGC
THRUST TARGET FEEDBACK (ECU1/EEC1) C S 2 LIM
FAC 1 ( ) AP/FD
A/THR
FLOOR A/THR ENGD
FLOOR MODE ENGD STATUS
COND LOGIC (CMD)
C R
FLOOR FCU1
COND INTL A/THR
THRUST
TARGET MON
CMD FAC1 SEL FEEDBACK FLOOR
(ECU2/EEC2) MODE
FAC HLTHY (MON) FCU1
FAIL
MON
FAC HLTHY ARINC BUS MON TO CMD (INTERNAL) CHANGE ENG 1
OVER
ARINC BUS CMD TO MON (EXTERNAL)
THRUST FLOOR
TARGET MODE
FEEDBACK (CMD) FCU2
FAC HLTHY FAIL ENG 2
(ECU1/EEC1) FCU2
MON THRUST FROM
FMGC2 INTL
TARGET MON
FAC HLTHY CMD
FLOOR MODE ECU (EEC)2
CMD FAC2 SEL (MON)
A/THR
ENGD
FLOOR
COND C EIU2
FLOOR S
FLOOR MODE
COND LOGIC
FMGC
SEL SAME
FAC 2 SAME
R AS
C AS ABOVE
( ) FCU1
THRUST TARGET FEEDBACK (ECU2/EEC2)
( ) COMPARISON OF EACH THRUST TARGET FEEDBACK WITH THRUST TARGET LIMITED

(SAME LIMIT COMPUTATION AS ECU S /EEC S)
N_MM_223100_0_ACN0_01_00

Realization of the Engage or Disengage Logic 22-31-00 PB001 Nov 01/11
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** On A/C ALL
A/THR ENGD S
THRUST TARGET
VALID
7CA1 7CA2
CONF
S
15S
R
ECU(EEC) RESET R
A/THR 2 ENGD
A/THR INSTINCTIVE DISCONNECT CAPT OR F/O
5CA1
A/THR INSTINCTIVE DISCONNECT CAPT OR F/O A/THR ACTIVE
5CA2
FLOOR
TLA MCT
THRUST REF
(= f (TLA))
THRUST TARGET
(FMGC)
A/THR ENGD ECU(EEC)1
S.AS CMD CHANNEL
+28VDC
FMGC1
MON CHANNEL
CMD CHANNEL
18CA1 17CA1 SAME AS ABOVE
A/THR 2 ENGD ECU(EEC)2

A/THR ENGD (18CA2/17CA2)
DLY
S R
15
FMGC POWER UP R
FMGC 1
N_MM_223100_0_AET0_01_00

Isolation of the Engines 22-31-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A
FLIGHT CONTROL UNIT (PART)
AP 1 AP 2
B B
A/THR
CAPT MASTER CAUT LIGHT F/O MASTER CAUT LIGHT C

A/THR P/B SW LIGHT GOES OFF
CAPT AND F/O PRIMARY FLIGHT DISPLAY
MASTER
MASTER
CAUT A/THR WHITE
CAUT
INDICATION
DISAPEEARS
PUSH
FOR WARNING
B A B CANCELLATION
D
COCKPIT
LOUDSPEAKERS
D D
SINGLE
CHIME C C
E G G
F
F
E
A/THR INSTINCTIVE DISCONNECT
ECAM CONTROL PANEL
P/BSW
ECAM
7CA1 7CA2 UPPER DISPLAY T.O
CONFIG CANC
ENG BLEED PRESS ELEC HYD FUEL

AUTO FLT:A/THR OFF
OFF BRT
ALL
APU COND DOOR WHEEL F/CTL
LOWER DISPLAY
RCL
CLR STS CLR
OFF BRT
PUSH
FOR WARNING
CANCELLATION N_MM_223100_0_AGM0_01_00

A/THR Warnings 22-31-00 PB001 Nov 01/11
Revision n˚: 12
KNA
SINGLE
CHIME MASTER CAPT MASTER
CAUT LIGHT
** On A/C ALL
TLA OWN POSITION

TLA OPPOSITE POSITION A/THR WARNING
A/THR INS DISC LOGIC
PFD CHAN
A/THR ACTIVE ACQUISI−
A/THR ENGD TION
ECAM CHAN
FWC 1
DMC 1
FMGC 1 FMGC OWN A
CAPT PFD
FCU 1
FCU 1B
PFD CHAN
FIGURE 22-31-00-14800-A SHEET 1

FMGC BUS FCU PROCES
ACQUISI
CHOICE SELECTION
A/THR Warnings Computation and Display

TION
LOGIC LOGIC
ECAM CHAN
FCU 2B DMC 3
FCU 2
FCU
FMGC OWN A
A/THR ACTIVE
PFD CHAN
A/THR ENGD ACQUISI
TION
A/THR WARNING
ECAM CHAN
LOGIC
@A318/A319/A320/A321
FMGC 2
DMC 2 F/O PFD
A/THR INS DISC
SWITCHING
TLA OPPOSITE POSITION
MASTER
TLA OWN POSITION SINGLE CAUT
CHIME
22-31-00 PB001
FWC 2
EIS DMC F/O MASTER CAUT
SELECTOR LIGHT
SWITCH
N_MM_223100_0_AHM0_01_00
Page 11
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
AUTOTHRUST MODES - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
The A/THR modes which enable to perform the automatic thrust control are SPD/MACH, THRUST and RETARD.
These modes are activated automatically as a function of the AP or FD - selected longitudinal modes.
KNA Page 1
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@A318/A319/A320/A321
** On A/C ALL
A.Engage Logic of A/THR Modes
(Ref. Fig. 22-32-00-12500-A - Activation of A/THR Mode according to AP/FD Modes)
The choice of A/THR mode according to the AP/FD active mode or sub-mode is shown in the table below:
-------------------------------------------------------------------------------
! AP/FD ! A/THR Mode ! Remarks !
! Mode ! Sub-Mode ! ! !
!------------------!------------------!------------------!--------------------!
! Takeoff-Go Around! - ! Thrust ! If A/THR is not !
! ! ! ! active the takeoff !
! ! ! ! or go-around thrust!
! ! ! ! is directly !
! ! ! ! controlled by the !
! ! ! ! ECUs/EECs. !
!------------------!------------------!------------------!--------------------!
! V/S-FPA ! V/S-FPA ! SPD/MACH ! !
! !------------------!------------------!--------------------!
! ! ALT ! SPD/MACH ! !
!------------------!------------------!------------------!--------------------!
! ALT ACQUIRE ! - ! SPD/MACH ! !
!------------------!------------------!------------------!--------------------!
! ALT ! ALT ! SPD/MACH ! !
! !------------------!------------------!--------------------!
! ! V/S ! SPD/MACH ! !
!------------------!------------------!------------------!--------------------!
! CLB-DES ! SPEED/THRUST ! THRUST ! !
! ! V.PATH/SPEED ! SPD/MACH ! !
! ! FPA/SPEED ! SPD/MACH ! !
! ! V/S/SPEED ! SPD/MACH ! !
! ! V. PATH/THRUST ! THRUST ! !
!------------------!------------------!------------------!--------------------!
! EXPEDITE ! - ! THRUST ! !
!------------------!------------------!------------------!--------------------!
! OPEN CLB ! - ! THRUST ! !
! OPEN DES ! ! ! !
!------------------!------------------!------------------!--------------------!
! ! ! ! _ !
! FINAL DESCENT ! ! SPD ! _! R.NAV APPROACH !
! GLIDE CAPT ! ! SPD ! ! !
! GLIDE TRACK ! ! SPD ! ! ILS APPROACH !
! LAND TRACK ! ! SPD ! _! !
-------------------------------------------------------------------------------
The RETARD mode is available only in automatic landing i.e. the AP is engaged in LAND TRACK mode. Then
the RETARD mode is engaged when the radio altitude becomes lower than 40 ft.
If the AP is disengaged during flare-out before touchdown, the RETARD mode is replaced by the SPD/MACH
mode.
On ground, this logic is not active and the RETARD mode is kept.
In automatic landing, the FWC auto call out delivers a RETARD message at 10 ft.. The pilot then moves the
throttle control levers to the IDLE position to take manual control of the thrust for the landing. With the
A/THR engaged but not in the automatic landing conditions, this message is delivered at 20 ft.
If no longitudinal mode is active on the AP/FD, the A/THR mode selected is SPD/MACH.
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@A318/A319/A320/A321
When the AP and FD are not engaged, the A/THR mode selected is SPD/MACH on condition that the
RETARD mode is not already active.
The RETARD mode is kept if the AP/FD is disengaged.
As for the AP/FD modes, the A/THR modes of the FMGC which has no priority are synchronized on the
A/THR modes of the FMGC which has priority.
B. Alpha Floor Protection
(Ref. Fig. 22-32-00-12900-A - Alpha Floor Protection)
When the angle of attack reaches a limit value dependent on the configuration and longitudinal wind gradient,
the FAC sends an order to the FMGC.
This order is taken into account in the FMGC as soon as the landing gear shock absorbers are extended at
takeoff and up 100 ft at landing.
This causes:
. the engagement of the A/THR function
. the activation of the Alpha FLoor Protection of the A/THR which commands max. thrust to the engines
whatever the AP/FD mode engaged.
The activation logic of the Alpha Floor Protection is not synchronized between the two FMGCs.
The Alpha Floor can only be cancelled through the disengagement of the A/THR function.
C. A/THR Control Laws and Associated Reference Data
The A/THR laws available are:
. fixed thrust hold (THRUST law)
. speed or MACH hold (SPD/MACH law of A/THR).
(1) THRUST law
This law is selected when the A/THR operates in THRUST or RETARD mode or when the Alpha floor
protection is active.
The THRUST law permits to command to the two engines a fixed thrust which can be:
. N1/EPR LIM: limit thrust (calculated by the FADECs according to the throttle control levers position)
when the AP/FD mode gives a climb order
. N1/EPR IDLE: reduced thrust when AP/FD mode gives a descent order or RETARD mode engaged
. N1/EPR MAX : max. thrust whatever the position of the throttle control levers when the Alpha Floor
Protection is active.
This thrust corresponds to the thrust that would be obtained when the two throttle control levers are in
TO/GA position.
. FM N1/EPR target: thrust that the flight management section calculates when it ensures the
longitudinal guidance of the aircraft.
(2) SPD/MACH law
(Ref. Fig. 22-32-00-13400-B - SPD/MACH Law)
This law is selected when the A/THR operates in SPD/MACH mode on condition that the Alpha Floor
Protection is not active.
Depending on the logic for MACH control selection and selected or managed speed control (Ref. 22-10-00-
AP/FD), the SPD/MACH law enables to acquire and hold:
. either the speed displayed on the FCU when the selected control of the speed is active
. or the Mach on the FCU when the Mach control is selected and the selected speed control is active
. or a speed chosen by the managed speed control
. or a Mach chosen by the managed speed control when the Mach control is active.
Depending on the target speed or Mach, a precommand N1/EPR is calculated:
. from an aerodynamic model
. from a simplified engine model independent from the flight management section.
A direct channel and an integrated channel permit to hold the speed or Mach and compensate the
computation error of the precommand N1/EPR
The VLS and VMAX limit the target speed and Mach.
KNA Page 3
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@A318/A319/A320/A321
A load factor precommand in V/S and ALT ACQ mode permits to minimize the speed variation during
dynamic maneuvers which involve climb or descent at constant speed.
(3) Elaboration of N1/EPR controlled by the A/THR
(Ref. Fig. 22-32-00-13500-A - A/THR Basic Loop)
To perform the automatic thrust control, the A/THR transmits to the FADECs the rate which must be
commanded to the engines: N1/EPR target.
The N1/EPR target is elaborated in the basic loop of the A/THR.
When the A/THR is not active, the N1/EPR target which is transmitted is the recopy of the N1
corresponding to the throttle control lever in the most advanced position.
When the A/THR is activated, the basic loop permits to pass smoothly from N1/EPR TLA to the N1/EPR
elaborated by the THRUST or SPD/MACH control laws.
D. Realization of Control Laws and Modes (Ref. 22-31-00)
(Ref. Fig. 22-32-00-13400-B - SPD/MACH Law)
The processors on the command side of the FMGC calculate the mode logic, control laws, the A/THR basic
loop and the precommand of the SPEED/MACH mode.
The command and monitor sides calculate the Alpha Floor Protection logic.
The comparison of the results is taken into account at level of the FMGC internal monitoring.
E. Indications on the FMA
(Ref. Fig. 22-32-00-14300-B - A/THR Indications)
During A/THR operation, different messages are displayed on the FMA. The FMA is located on the upper
section of the Primary Flight Display (PFD).
This area is divided into 5 columns of 3 lines each, on which several FMGC operations are displayed.
The right column shows the engagement status.
The left column shows different A/THR modes and actions required.
(1) A/THR engagement status
The A/THR of message is displayed on the 3rd line of the right column in one of the two colors below.
(a) White
When the A/THR is engaged and active: the autothrust system controls the engines.
(b) Cyan
When the A/THR is engaged but not active: the two engines are controlled by the position of the
throttle control levers and by the ECUs/EECs.
(2) A/THR modes
The A/THR modes are displayed on the left column if the A/THR is engaged.
Two different types of indications are displayed with appropriate colors.
(a) On the first line and second line, green and white messages indicate A/THR mode when:
. the A/THR function is override by a throttle control lever set beyond the MCT position
. the AP/FD active modes are: takeoff, landing go around, V/S or FPA, OPEN CLB, OPEN DES
. the thrust is not consistent with the engine configuration (engine failure or not).
(b) On the third line, white flashing messages for action to be taken by the crew on the throttle control
levers and amber messages for indication which requires special attention.
(3) Message meaning
(a) On the first line and second line:
. MAN TOGA: A/THR is engaged, not active one throttle lever at least in TO/GA position, the
thrust is under the control of the ECUs/EECs.
. MAN FLX 50: A/THR is engaged not active . The takeoff is performed in FLX TO with a FLEX
TO temperature (50 deg. C for example), selected on the MCDUs. One throttle control lever at
least is in FLX TO/MCT position, the other one is in the same position or below.
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@A318/A319/A320/A321
. MAN MCT: A/THR is engaged, not active. All throttles in MCT position.
. THR MCT: A/THR is active in thrust mode and the most advanced throttle lever is in the MCT
position (single-engine configuration).
. THR CLB: A/THR is active in thrust mode and the most advanced throttle control lever is in the
CLB position.
THR LVR: A/THR is active in thrust mode. The throttle control levers are neither in the CLB nor
in the MCT position.
. MAN THR: A/THR is engaged and not active and the most advanced throttle control lever is
between FLX TO/MCT and TO/GA position or between CL and FLX TO/MCT.
. THR IDLE: A/THR is active in minimum thrust.
. SPEED: A/THR is active in SPEED mode.
. MACH: A/THR is active in MACH mode.
. A. FLOOR: A/THR is active with the Alpha Floor protection is active.
. TOGA LK: A/THR is active with the Alpha Floor protection active but the Alpha Floor detection
from the FAC is no longer present (TOGA LK = TOGA LOCK).
(b) On the FMA third line:
. LVR CLB: this white message flashes to inform the crew to set the throttle levers to the CLB
position to permit normal A/THR in dual-engine configuration.
. LVR MCT: this white message flashes to inform the crew to set the throttle to the MCT position
to permit normal A/THR in single-engine configuration.
. LVR ASYM : only one throttle control lever is in the MCT or CLB gate, resulting in asymmetrical
thrust.
The figures which show the display of AP/FD-A/THR messages according to the various typical
flight cases are given in 22-10-00 AP/FD.
(4) Principle of messages displayed
All the messages are generated in the FMGCs and sent to the DMCs through discrete data, by the FCU on
ARINC 429 bus.
The 3 DMCs acquire these discrete data to generate specific codes which correspond to the messages to be
displayed on the PFDs.
KNA Page 5
22-32-00 PB001 Nov 01/11
Revision n˚: 12
KNA
A/THR AND AP/FD LONGITUDINAL ACTIVE MODES LVL/CH
MANAGED
MODES
** On A/C ALL
AP/FD MODES T/O G/A CLB FINAL DES DES G/S CAPT G/S LAND TRACK
SPEED/THRUST
V PATH/SPEED FPA/SPEED V/S/SPEED V PATH/THRUST
SUB MODES
THRUST THRUST SPD/MACH THRUST SPD/MACH RETARD

A/THR MODES A/THR
(ALPHA FLOOR INOP) NOT ACTIVE
THRUST THRUST SPD/MACH THRUST SPD/MACH THRUST
A/THR CTL LAWS
TARGETS FM TARGET
FM TARGET FM TARGET IDLE
MAX TO FM TARGET VSEC FCU VSEL FCU
MACH SEL FCU VAPP MEMO
A/THR MODES A.FLOOR

(ALPHA FLOOR ACT)
FIGURE 22-32-00-12500-A SHEET 1

THRUST
A/THR CTL LAWS
TARGETS MAX TO
LVL/CH
SELECTED
Activation of A/THR Mode according to AP/FD Modes

MODES
V/S FPA EXP OPCLB OPDES ALT AP/FD

AP/FD MODES
DISENGAGED
V/S ALT FPA ALT ALT V/S

SUB MODES
SPD/MACH THRUST THRUST SPD/MACH SPD/MACH

A/THR MODES
@A318/A319/A320/A321
(ALPHA FLOOR INOP)

SPD/MACH THRUST THRUST SPD/MACH SPD/MACH
A/THR CTL LAWS N1/EPR LIM VSEL FCU
FM TARGET IDLE FM TARGET
TARGETS MACH SEL FCU
VSEL FCU VSEL FCU
A/THR MODES MACH SEL FCU A. FLOOR MACH SEL FCU
(ALPHA FLOOR ACT)
22-32-00 PB001
THRUST
A/THR CTL LAWS MAX TO
TARGETS NOTE : NOT SURROUNDED SUBMODES ARE CHOSEN BY FLIGHT
MANAGEMENT SECTION.
N_MM_223200_0_AAM0_01_00
Page 6
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
SFCC1
OR 2 OK
WINDSHEAR FLOOR
COMPENSATION COND TO/GA−LK
IRS1 OR
3 OK
ADC1 OR THR MAX THR
CLEAN 274 A FLOOR
ECU(EEC)1 MAX
3 OK BIT COMP
CONFIG 29 THR MAX
LEVEL ECU(EEC)2
DET
OWN THR TARGET ALPHA FLOOR ALPHA FLOOR
= MAX
(OR 3) f(F/S) COND NOT PRESENT COND TARGET
PRESENT LIMIT A/THR
ALPHA FLOOR MODE THRUST
F/S POS VIA DMCS ENGINE 1
FAC HEALTY TARGET THRUST REF
SIDE STICK COND THRUST MAN
FROM ELAC COMPUT.
TO/GA
LK
FLOOR
ALPHA
MODE
FLOOR CONDITION
FLOOR EIU1 TLA MCT
FAC 1 FLOOR MODE
A/THR EIU2
A/THR ACTIVE
ACTIVE FCU ECU (EEC)2
A/THR
ENGD A/THR ENGD
A/THR ENGD CMD (OWN)
S
A/THR ENGD MON (OWN) TARGET THRUST
HLTHY
18CA1 17CA1
FAC 2
OPPOSIT
FMGC R
18CA2 17CA2
FMGC
CONF
15S S
INSTINCTIVE
DISC ECU/EEC
RESET R
ECU (EEC)1
N_MM_223200_0_ABM0_01_00

Alpha Floor Protection 22-32-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
N1/EPR SPD/MACH
K’
Vc
K
5 Kts
SOL Pt Tt
Vc
−
PRECOMMAND
N1/EPR
Vc
CONF PS
Z = N1/EPR (LOAD FACTOR)

DERIV
WASH
WEIGHT
K
Vc
VOTE
FILTER
N1/EPR °°
SPEED TARGET
K
MACH TARGET
V MAX
t− a
VLS
°°
Z
N_MM_223200_0_ACP0_01_00

SPD/MACH Law 22-32-00 PB001 Nov 01/11
Revision n˚: 12
KNA
** On A/C ALL
SYNCHRO
ACTIVATION
A/THR Basic Loop

MAX (N1/EPR TLA 1, N1/EPR TLA 2) A/THR
SPD/MACH CONTROL LAW

N1/EPR TARGET
FIGURE 22-32-00-13500-A SHEET 1

N1/EPR SPD/MACH
THRUST CONTROL LAW

RATE LIM
N1/EPR THRUST
NOTE : N1/EPR TLA : N1/EPR VALUE CORRESPONDING TO THROTTLE POSITION

@A318/A319/A320/A321
22-32-00 PB001
N_MM_223200_0_AEM0_01_00
Page 9
Revision n˚: 12
Nov 01/11
KNA
C B A
** On A/C ALL
ACQUISITION PFD CHANNEL
DMC 1
CAPT PRIMARY
FLIGHT DISPLA
FCU1
MESSAGES FMGC OWN A
LOGIC
FCU 1A
A/THR Indications
COMPUTATION
FMGC 1 FMGC BUS FCU PROCES EIS DMC

CHOICE SELECTION ACQUISITION PFD CHANNEL SELECTOR
FIGURE 22-32-00-14300-B SHEET 1

LOGIC LOGIC SWITCH
MESSAGES
LOGIC FCU 2A
COMPUTATION FMGC OWN A FCU2
DMC 3
FCU
FMGC 2
SAME DISPLAY
ACQUISITION PFD CHANNEL

A A/THR (WHITE OR CYAN) B AND C MESSAGES
DMC 2
B GREEN MESSAGES
@A318/A319/A320/A321
SPEED F/O PFD

MACH MAN
THR LVR TOGA (WHITE)
THR MCT MAN
THR CLB FLX50 (WHITE)
THR IDLE
MAN (WHITE WITH
22-32-00 PB001
THR AMBER BOX) MESSAGES
A FLOOR
D LVR ASYM (AMBER)
(AMBER MAN
MCT (WHITE) LVR CLB (WHITE
BOX
LVR MCT WORDING FLASHING)
TOGA LK FLASHING)
N_MM_223200_0_AGP0_01_00
Page 10
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
FLIGHT AUGMENTATION (FAC) - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
The Flight Augmentation Computer (FAC) fulfills the functions given below:
A. Yaw Damper
The yaw damper function ensures:
. In manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC)
(stabilization and manual turn coordination). It also provides a yaw-damping degraded law in the event of
ELAC failure (alternate law).
. In automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance
Computer (FMGC) for:
. Turn coordination (ILS approach mode and roll out).
. Guidance (align and roll out).
It also ensures in automatic flight:
. Engine failure recovery.
. Yaw stability.
. Turn coordination (cruise).
B. Rudder Trim
The rudder trim function ensures:
. In manual control:
. The accomplishment of the pilot trim orders from the manual trim control (control and reset)
. In automatic control:
. The accomplishment of the autopilot orders (autotrim on the yaw axis)
. The generation and the accomplishment of the engine failure recovery function.
C. Rudder Travel Limiting
The rudder travel limiting function ensures:
. The limitation of the rudder travel as a function of a predetermined law
. The return to low speed limitation in case of loss of function as soon as the slats are extended.
D. Calculation of Characteristic Speeds and Protection of Flight Envelope
The FAC generates, independently of the engage status of the pushbutton switches, different functions necessary
to:
. The control of the speed scale on the PFDs
. The adaptation of gains for the FMGC and ELAC
. The distribution of signals necessary to the FMGC control laws
. The flight envelope protection in automatic flight (speed limits for the FMGC, alpha floor for the
autothrust)
. The display of the rudder trim order and the rudder travel limiter position if available
. The windshear detection (option activated by pin program)
. The low energy detection (option activated by pin program).
E. Maintenance
The Centralized Fault-Display System (CFDS) has two modes of operation (Ref. 22-90-00):
KNA Page 1
22-60-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
(1) Normal mode
In this mode, the system FIDS (BITE concentrator) stores all the analysis results of the various BITE. It
may perform a crosscheck to determine the faulty LRU. It transmits the reference of the LRUs which have
failed during the current flight to the Centralized Fault-Display Interface-unit (CFDIU).
(2) Menu mode
In this mode:
. It is possible to activate the various AFS tests and to display maintenance snapshots.
KNA Page 2
22-60-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
(Ref. Fig. 22-60-00-14000-A - FAC - Component Location (Cockpit))
(Ref. Fig. 22-60-00-14100-A - FAC - Component Location (Electronics Rack))

DOOR
1CC1 FAC-1 83VU 127 22-66-34
1CC2 FAC-2 84VU 128 22-66-34
8CC P/BSW-RUD TRIM/RESET 110VU 210 22-62-12
9CC CTL SW-RUDDER TRIM 110VU 210 22-62-11
17CC IND-RUDDER TRIM 110VU 210 22-62-21
KNA Page 3
22-60-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
(Ref. Fig. 22-60-00-15400-A - FAC - Component Layout)
The system comprises:
. Two computers
. Two yaw damper servo-actuators
. A rudder trim actuator assembly with two actuators and associated relays
. A rudder travel-limitation unit with two motors and associated relays
. Two FLT CTL/FAC 1 and FAC 2 engage pushbutton switches
. Two self-locking relays integrated in the aircraft wiring
. A RUD TRIM Control Panel
. Indications and warnings on the ECAM display units related to the position of the control surfaces.
KNA Page 4
22-60-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A B
C
C 110VU
17CC
RUD TRIM
NOSE NOSE
A 20° L R
RESET
9CC
23VU
ELAC 1 SEC 1 FAC 1 8CC

FAULT FAULT FAULT
OFF OFF OFF RUD TRIM PANEL
12CC1
B
24VU
ELAC 2 SEC 2 SEC 3 FAC 2
FAULT FAULT FAULT FAULT
OFF OFF OFF OFF
FLIGHT CONTROL
PANELS
12CC2
N_MM_226000_0_AAM0_01_00

FAC - Component Location (Cockpit) 22-60-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A
ELECTRONICS RACK 80VU
82
VU 81VU
1CC2 1CC1
84 (FAC 2) (FAC1)
VU 83VU
86
VU 85VU
88VU 87VU
N_MM_226000_0_ABM0_01_00

FAC - Component Location (Electronics Rack) 22-60-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
FLT CTL PANELS
FLT CTL PANELS FLT CTL 23VU

FLT CTL 24VU
ELAC 1 SEC 1 FAC 1 ELAC 1 SEC 2 SEC 3 FAC 2
FAULT FAULT FAULT FAULT FAULT FAULT FAULT

UPPER
ECAM OFF OFF OFF OFF OFF OFF OFF
DISPLAY
UNIT
ECAM
AUTO FLT:
FAC 1 FAULT
FAC PUSHBUTTON SWITCHES
FAC 1
RUDDER TRAVEL
LIMITATION UNIT
F/CTL
COCKPIT FAC 2
CONTROL
& INDICATING
UPPER
ECAM
DISPLAY
UNIT 110VU
RUDDER TRIM
ACTUATOR
TO PEDALS
RUD TRIM
+− NOSE NOSE
20° L R
RESET
YAW DAMPER
SERVO ACTUATORS
PARKING BRN
OFF
ON
RUD TRIM/PARKING BRK
PANEL
N_MM_226000_0_AJM0_01_00

FAC - Component Layout 22-60-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
FLIGHT AUGMENTATION (FAC) - ADJUSTMENT/TEST

** On A/C ALL
Task 22-60-00-710-001-A
Operational Test of the FAC 2 Functions
WARNING : OPEN CIRCUIT BREAKER 7XE. THIS WILL PREVENT A POSSIBLE DEPLOYMENT OF THE RAT IF THE
MAIN AC BUSBARS 1XP AND 2XP BECOME ISOLATED.
(Ref. MPD 22-60-00-02-)
OPERATIONAL CHECK OF FAC 2 FUNCTIONS
To make sure that the Rudder Travel Limiting, Rudder Trim and Yaw Damper functions operate correctly with the
FAC 2.


PTU
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31-32-00-860-010-A Procedure to Get Access to the SYSTEM REPORT/TEST NAV Page
34-13-00-740-002-A INTERFACE TEST of the ADR
34-14-00-740-001-A Interface Test of the IR
3. Job Set-up
Subtask 22-60-00-860-050-A
24-41-00-861-002-A-02).
(2) On the overhead panel, on the ADIRS CDU:
. set the OFF/NAV/ATT selector switch related to IR3 to NAV,
. make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are to OFF,
. make sure that the OFF legend on the ADR 3 pushbutton switch is off.
(3) On the center pedestal, on the SWITCHING panel 8VU:
. set the AIR DATA selector switch to CAPT 3,
. set the ATT HDG selector switch to CAPT 3.
(4) On the overhead panel, on the FLT CTL panel 23VU:
. release the FAC1 pushbutton switch, the OFF legend of this pushbutton switch is on.
(6) On the center pedestal, on the ECAM control panel:
. get the F/CTL page.
(7) Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-001-A) (Ref. TASK
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
(8) Make sure that the aircraft is in the clean configuration (On the FLAPS panel 114VU, the lever is in the
0 notch position).
Subtask 22-60-00-865-050-A

49VU AUTO FLT/FAC1/28VDC 5CC1 B04
49VU AUTO FLT/FAC1/26VAC 14CC1 B03
121VU AUTO FLT/FAC2/28VDC 5CC2 M19
121VU AUTO FLT/FAC2/26VAC 14CC2 M18
Subtask 22-60-00-865-060-A
C. Open, safety and tag this(these) circuit breaker(s):

105VU ELEC/CSM/G /EV AUTO/SPLY 7XE C01
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4. Procedure
Subtask 22-60-00-710-050-A
A. Operational Test of the FAC 2 Functions
ACTION RESULT
1.On the center pedestal, on the panel 110VU:
. The rudder trim indicator is energized. . The indicator shows approximately 0˚.
. Set and hold the RUD TRIM switch in the NOSE L . The rudder moves smoothly to the left.
position to get the maximum movement of the rudder. . The rudder trim indicator shows approximately the
. Release the switch. maximum left (L) threshold engraved on panel.
. On the lower ECAM DU, on the F/CTL, the rudder
trim indicator and the rudder move to the left.
. The left pedal moves forward.
. Push and release the RUD TRIM/RESET pushbutton . The rudder trim indicator and the rudder go to zero
switch. position.
. The rudder trim indicator shows approximately 0˚.
. Set and hold the RUD TRIM switch in the NOSE R . The rudder moves smoothly to the right.
position to get the maximum movement of the rudder. . The rudder trim indicator shows approximately the
. Release the switch. maximum right (R) threshold engraved on panel.
. On the lower ECAM DU, on the F/CTL, the rudder
trim indicator and the rudder move to the right.
. The right pedal moves forward.
. Push and release the RUD TRIM/RESET pushbutton . The rudder trim indicator and the rudder go to zero
switch. position.
. The rudder trim indicator shows approximately 0˚.
2.On the center pedestal, on the MCDU:
. Get the SYSTEM REPORT/TEST NAV page (Ref.
TASK 31-32-00-860-010-A).
. Push the line key adjacent to the ADR3 indication. The ADR3 page comes into view.
. Get access to the INTERFACE TEST of the ADR3
(Ref. TASK 34-13-00-740-002-A).
. Push the line key adjacent to the START TEST . On the Captain PFD’s, the speed scale moves up and
indication. stops at 367.7 KTS (and altitude increases to 10000 ft).
NOTE : Ignore the RETARD (and associated) warning.

To stop it, release the ENG/FADEC GND PWR
1 and 2 pushbutton switches on the maintenance
panel 50VU, and/or open the circuit breakers
5WW and 4WW (for sound inhibition).
. Wait 25 seconds approximately before you move the
pedals.
3.On the Captain or First Officer side: On the lower ECAM DU, on the F/CTL page:
. Move the rudder pedals to do a maximum right turn . The rudder moves a small distance to the right and to
and a maximum left turn until you find the hard point the left from the neutral.
of the rudder.
. Release the rudder pedals.
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ACTION RESULT
. Push the line key adjacent to the RETURN (TEST
STOP) indication until SYSTEM REPORT/TEST
NAV page comes into view.
5.After 25 seconds:
. Do step 3 again. On the lower ECAM DU, on the F/CTL page:
. The rudder moves a long distance to the right and to
the left from the neutral.
6.On the MCDU, on the SYSTEM REPORT/TEST NAV The IR3 page comes into view.
page:
. push the line key adjacent to the IR3 indication.
. Get access to the INTERFACE TEST of the IR3 (Ref.
TASK 34-14-00-740-001-A).
NOTE : For the test below, ignore the warnings and the
attitude changes.
7.Push the line key adjacent to the START TEST On the lower ECAM DU, on the F/CTL page:
indication. . The rudder moves to the left then slowly moves back to
zero.
8.Push the line key adjacent to the RETURN (TEST . The rudder moves to the right then slowly moves back
STOP) indication. to zero.
9.Push the line key adjacent to the RETURN indication On the MCDU:
until the CFDS menu page comes into view. . The CFDS menu page comes into view.
5. Close-up
Subtask 22-60-00-865-061-A

Subtask 22-60-00-860-051-A
B. Put the aircraft back to its initial configuration.
(1) Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-001-A) (Ref. TASK
29-10-00-864-003-A).
(2) On the maintenance panel 50VU, release the ENG/FADEC GND PWR pushbutton switches
(3) Close the circuit breakers 5WW and 4WW (if opened).
(4) On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switch related to IR3 to
OFF.
(5) On the overhead panel 23VU:
. push the FLT CTL/FAC1 pushbutton switch, the OFF legend goes off.
(6) On the SWITCHING panel 8VU, set the AIR DATA and ATT HDG selector switches to NORM.
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24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-60-00-710-002-A
Operational Test of the Automatic Change-Over Function
(Ref. MPD 22-60-00-01-)
OPERATIONAL CHECK OF AUTOMATIC CHANGEOVER (AFS TEST)
To do the check of the engagement discrete of the Yaw Damper, the Rudder Trim and the Rudder Travel Limiting.
It comes from one FAC to the opposite and permits the change-over if a function disengages.
PTU
31-32-00-860-001-A Procedure to Get Access to the SYSTEM REPORT/TEST Menu Page
3. Job Set-up
Subtask 22-60-00-860-052-A
(1) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
(2) On the center pedestal, on the MCDU:
. Get the SYSTEM REPORT/TEST AFS page (Ref. TASK 31-32-00-860-001-A).
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(3) Do the EIS start procedure (Upper ECAM only) (Ref. TASK 31-60-00-860-001-A).
. set the OFF/NAV/ATT switch related to IR3 to NAV and align the IR3, (Ref. TASK
34-10-00-860-004-A)
. make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off.
. make sure that the FAC1 and the FAC2 pushbutton switches are pushed (in) (FAULT and OFF
legends are off).
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
Subtask 22-60-00-865-052-A

4. Procedure
Subtask 22-60-00-710-052-A
A. Operational Test of the Automatic Change-Over Function
NOTE : Ignore the related warnings during the test.
ACTION RESULT
1.On the FLT CTL panels 23VU and 24VU (on the
overhead panel):
. Release the FAC 2 pushbutton switch. . On this pushbutton switch, the OFF legend comes on.
2.On the MCDU, on the AFS/MAIN MENU page: On the MCDU:
. Push the line key adjacent to the AFS TEST . The AFS TEST IS RUNNING indication comes into
indication (Line key 5L). view.
On the MCDU, at the end of the test, after
approximately 40 seconds:
. The AFS TEST COMPLETED indication comes into
view.
3.On the MCDU: On the MCDU:
. See if the FAC 1(2) is defective (PRESS LINE KEY
indication in view).
If yes:
. Push the line key adjacent to the defective FAC. . The AFS/TEST REPORT page comes into view. Make
sure that these failure indications are not in view:
FAC/YD ENGD CHG OV or FAC/RT ENGD CHG OV
or FAC/RTL ENGD CHG OV.
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ACTION RESULT
NOTE: If the FAC 1(2) is defective, with CFDS indications
in view on the AFS/TEST REPORT other than:
- FAC/YD ENGD CHG OV
- FAC/RT ENGD CHG OV
- FAC/RTL ENGD CHG OV,
do trouble-shooting of the FAC system before you continue
the test.
4.On the MCDU:
. Push the line key adjacent to the RETURN indication
until the AFS/MAIN MENU page comes into view.
5.On the FLT CTL panels 23VU and 24VU:
. Release the FAC 1 pushbutton switch. . On this pushbutton switch, the OFF legend comes on.
. Push the FAC 2 pushbutton switch. . On this pushbutton switch, the FAULT and OFF
legends goes off.
(refer to the note in step 3.).
6.Do the steps 2 to 3:
. Use the indications between the parentheses. . You must get the same results step by step.
- Push the MCDU MENU mode key. - The MENU page comes into view.
8.On the FLT CTL panels 24VU:
. Release the FAC 2 pushbutton switch. On this pushbutton switch, the OFF legend comes on.
5. Close-up
Subtask 22-60-00-860-053-A
29-10-00-864-003-A).
. push the FAC1 pushbutton switch, the FAULT and the OFF legends go off.
. push the FAC2 pushbutton switch, the FAULT and the OFF legends go off.
OFF.
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-60-00-710-003-A
Operational Test of the Return to Low Speed Function
(Ref. MPD 22-60-00-03-)
OPERATIONAL CHECK OF ”RETURN TO LOWSPEED” FUNCTION


PTU
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3. Job Set-up
Subtask 22-60-00-860-054-A
(1) Energize the aircraft electric cicuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-
A-01) or (Ref. TASK 24-41-00-861-002-A-02).
. set the OFF/NAV/ATT selector switch related to IR3 to NAV,
. make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off,
. make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are set to OFF.
. set the AIR DATA selector switch to CAPT 3.
. make sure that the FAC 1 and FAC 2 pushbutton switches are pushed (on the pushbutton switches,
the FAULT and OFF legends are off).
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
0 notch position).
Subtask 22-60-00-865-051-A

Subtask 22-60-00-865-062-A

4. Procedure
Subtask 22-60-00-710-051-A
A. Operational Test of the Return to Low Speed Function
ACTION RESULT
1.On the center pedestal, on one MCDU: On the MCDU:
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ACTION RESULT
TASK 31-32-00-860-010-A).
. Get access to the INTERFACE TEST of the ADR3
(Ref. TASK 34-13-00-740-002-A).
. Push the line key adjacent to the START TEST On the Captain PFD, the speed scale moves up and stops
indication. at 367.7 KTS (and altitude increases to 10000ft).

. Wait 25 sec. approximately before you move the
pedals.
2.On the Captain or First Officer side: On the lower ECAM DU, on the F/CTL page:
and a maximum left turn. Do this until you find the the left from the neutral.
hard point of the rudder.
3.On the FLT CTL panels 23VU and 24VU:
. Release the FAC1 and the FAC2 pushbutton switches. . On these pushbutton switches the OFF legend comes
on.
4.Do step 2 again. You must get the same results as in step 2.
5.On the panel 49VU:
. Open the circuit breaker 14CC1.
6.On the FLAPS panel 114VU:
. Operate the slats. To do this, move the lever to notch
1.
7.After 25 sec. :
. Retract the slats. To do this, move the lever to notch
O.
10.On the FLT CTL panel 24VU:
. Push the FAC2 pushbutton switch. . On this pushbutton switch, the OFF legend goes off and
the FAULT legend stays off.
11.After 25 sec. :
. Do step 2 again. You must get the same results as in step 2.
. Close the circuit breaker 14CC1.
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ACTION RESULT
. Release the FAC2 pushbutton switch. . On this pushbutton switch, the OFF legend comes on.
. Open the circuit breaker 14CC2.
. Operate the slats. To do this, move the lever to notch
1.
17.After 25 sec. :
0.
21.After 25 sec. :
. Close the circuit breaker 14CC2.
. Push the line key adjacent to the RETURN indication
until the CFDS menu page comes into view.
. Push the MCDU MENU mode key. . The MCDU MENU page comes into view.
5. Close-up
Subtask 22-60-00-865-063-A

Subtask 22-60-00-860-055-A
29-10-00-864-003-A).
(2) On the maintenance panel 50VU, release the ENG/FADEC GND PWR pushbuttons switches.
(3) Close the circuits breakers 5WW and 4WW (if opened).
OFF.
(5) On the SWITCHING panel 8VU, set the AIR DATA selector switch to NORM.
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24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
KNA Page 5
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** On A/C ALL
Task 22-60-00-710-004-A
Operational Test of the Windshear Function
Self explanatory
(Ref. Fig. 22-60-00-991-00100-A - Procedure Test)
3. Job Set-up
Subtask 22-60-00-860-056-A
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
(2) Make sure that the ventilation of the electronics racks operates correctly.
. set the OFF/NAV/ATT selector switches to NAV.
. set the AIR DATA switch to CAPT/3, F/0/3 then NORM position (this action is mandatory to do
the test correctly).
. make sure that the FAC 1 and FAC 2 pushbutton switches are pushed (the FAULT and OFF
legends are off).
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4. Procedure
Subtask 22-60-00-710-053-A
A. Operational Test of the Windshear Function
(Ref. Fig. 22-60-00-991-00100-A - Procedure Test)
NOTE : You can stop the windshear test when it is necessary. To stop the test, push the line key adjacent to
the END OF TEST indication, (the AFS MAIN MENU page comes into view).
NOTE : To engage or disengage the FAC 1(2), push the FAC1(2) pushbutton switch on the panel
23VU(24VU).
ACTION RESULT
. get the SYSTEM REPORT/TEST page (Ref. TASK The SYSTEM REPORT/TEST page comes into view.
31-32-00-860-001-A).
2.On the SYSTEM REPORT/TEST page:
. push the line key adjacent to the AFS indication. The AFS MAIN MENU page comes into view.
3.On the AFS MAIN MENU page:
. push the line key adjacent to the WINDSHEAR TEST The AFS/WINDSHEAR TEST-1 page comes into view.
indication.
4.On the AFS/WINDSHEAR TEST-1 page:
. obey the instructions given on the MCDU.
NOTE : Make sure that you do this step in less than 2.5
minutes. If not, start the windshear test again.
. then, push the NEXT PAGE function key. The AFS/WINDSHEAR TEST-2 page comes into view.
. then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-3 page comes into view.
if the result of the visual and aural checks are correct.
NOTE : When the predictive windshear function is active:

. on the EWD, make sure that the REAC
W/S DET FAULT message (and not the
WINDSHEAR DET FAULT message) is
shown.
. On the STATUS page, make sure that the
REAC W/S DET message (and not the
shown.
if the result of the visual checks are correct.
. then, push the NEXT PAGE function key. The AFS/WINDSHEAR TEST-5 page comes into view.
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ACTION RESULT
if the result of the visual and aural checks are correct.
NOTE : When the predictive windshear function is active:

. on the EWD, make sure that the REAC
W/S DET FAULT message (and not the
shown.
. On the STATUS page, make sure that the
REAC W/S DET message (and not the
shown.
if the result of the visual checks are correct.
10.On the AFS/LAND TEST-7 page:
. obey the instructions given on the MCDU. The WINDSHEAR TEST OK indication comes into view.
11.On the MCDU:
. push the line key adjacent to the RETURN indication.
5. Close-up
Subtask 22-60-00-860-057-A
(1) On the MCDU, push the line key adjacent to the RETURN indication until the CFDS menu page comes
into view.
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
AFS
M A I N MENU
1L L AS T LEG REPORT 1R
2L PRE V I OUS LEGS REPORT 2R
3L TROUBLE SHOOT I N G DATA 3R
4L GROUND SCAN / LRU I DEN T 4R
5L AFS TEST LAND TEST 5R
6L RE TURN /WI NDSHE AR TEST 6R
AFS /WI NDSHE AR TEST − 1

− − − − − − − − − ACT I ON − − − − − − − − −
1L BOTH ENG I NES S TOPPED 1R
ALL BRE AKERS − − − − ON
2L FAC1 − − − − − − − − − − − − ENGAGED 2R
FAC2 − − − − − − − − − − − − OFF
3L ON THE SWI TCH I NG PNL 8VU 3R
SELECT A I R DAT A CAPT 3
4L THEN A I R DATA F /O 3 THEN 4R
A I R DATA NORM NEXT
5L PRESS NEXT PAGE 5R
PAGE
6L END OF TEST 6R

− − − ACT I ON ON 1 ST MCDU − − −
1L PRESS T ES T L I NE KEY 1R
− − − − − CHECK ON PFD1 − − − − − −
2L RED WI NDSHE AR MESSAGE 2R
DUR I NG 1 5 SEC
NOTE: FOR AFS/WINDSHEAR TEST −3 & −6 PAGES. 3L − − − − − − AUD I O CHECK − − − − − − − 3R
WINDSHE AR 3 T I MES
4L TEST 4R
1 WHEN THE PREDICTIVE WINDSHEAR
FUNCTION IS ACTIVE, MAKE SURE THAT 5L YES PRESS NO 5R
THE REAC W/S DET FAULT MESSAGE
(AND NOT THE WINDSHEAR DET FAULT 6L END OF TEST 6R
MESSAGE) SHOWS ON THE EWD.

FUNCTION IS ACTIVE, MAKE SURE THAT
THE REAC W/S DET MESSAGE (AND
NOT THE WINDSHEAR DET MESSAGE) AFS /WI NDSHE AR TEST − 3
SHOWS ON THE EWD (IN THE INOP − − − − − CHECK ON ECAM − − − − − −
SYS SECTION OF THE STATUS PAGE). 1L WI NDSHE AR DET FAUL T 1R
− − − − − − − − − ACT I ON − − − − − − − − −
2L SELECT STATUS PAGE 2R
ON ECAM
3L − − − − − CHECK ON ECAM − − − − − − 3R
WI NDSHE AR DET
4L 4R
A 5L YES PRESS NO 5R
6L END OF TEST 6R
N_MM_226000_5_AEM0_01_00
KNA FIGURE 22-60-00-991-00100-A SHEET 1 Page 4

Procedure Test 22-60-00 PB501 Nov 01/11
Revision n˚: 12
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** On A/C ALL
A F S / W I NDSHE AR T E S T − 4
− − − − − − − − − A C T I ON − − − − − − − − −
1L F AC 2 − − − − − − − − − − − − − E N G A G E D 1R
F AC 1 − − − − − − − − − − − − − OF F
2L 2R
3L 3R
(SEE NOTE SHEET 1)
4L 4R
5L P RE S S NEX T P AGE 5R
6L E ND OF TE S T 6R
NEXT
PAGE
A F S / W I NDSHE AR T E S T − 5
− − − A C T I ON ON 1 S T M C D U
1L P RE S S T E S T L I NE K E Y 1R
− − − − − CHE CK ON P F D 2 − − − − − −
A F S / W I NDS HE AR T E S T − 6 2L R ED W I NDSHE AR ME S S AG E 2R
− − − − − CHE CK ON EC AM − − − − − − D UR I NG 1 5 SE C
1L W I NDSHE AR D E T F A U L T 1R
3L − − − − − − AUD I O CHECK − − − − − − − 3R
− − − − − − − − − A C T I ON − − − − − − − − − W I NDS HE AR 3 T I ME S
2L S E L EC T S T A T U S P AG E 2R
4L T ES T 4R
ON EC AM
3L − − − − − CHE CK ON EC AM − − − − − − 3R
5L YES P RE S S NO 5R
W I NDSHE AR DE T
4L 4R
6L E ND OF T E S T 6R
5L YES P RE S S NO 5R
6L E ND OF T E S T 6R
A F S / W I NDS HE AR T E S T − 7
− − − − − − − − − A C T I ON − − − − − − − − −
1L F A C1 − − − − − − − − − − − − − E N G A G E D 1R
2L 2R
3L 3R
W I ND SHE AR T E S T OK
4L 4R
5L 5R
6L R E T URN 6R
N_MM_226000_5_AEM0_02_00

Procedure Test 22-60-00 PB501 Nov 01/11
Revision n˚: 12
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ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING

COMPUTATION - DESCRIPTION AND OPERATION
** On A/C ALL
1. General
The rudder travel-limiting function provides:
. The limitation of the rudder travel through a control law function of Vc
. The return to the low speed limitation in case of failure
The rudder travel limiting actuation is described in 27-23-00.
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** On A/C ALL
A. Composition
The system consists of:
. Two engagement pushbutton switches common to the yaw damper and rudder trim functions
. Two Flight Augmentation Computers (FAC 1 and FAC 2)
. An electro-mechanical rudder travel-limitation unit with two motors
. Two position transducers integrated in the unit.
B. Architecture
The rudder travel-limiting system operates using the changeover technique i.e when both sides are engaged the
side 1 has priority, the side 2 is in standby. The side 2 is active when the side 1 is disengaged (case of failure).
The motor of the standby side is not supplied (the FAC which has no priority does not deliver the enable
signal).
A synchronization is achieved on the rudder position prior to engagement
Amplitude and speed limitations are introduced:
. The amplitude limitation is such that the travel remains compatible with the limits on the aircraft structure
. The speed limitation prevents saturation of the limitation unit.
Upon total loss of the rudder travel-limiting function, a control enables to bring back the stops to the low
speed conditions to restore maximum rudder deflection as soon as slats are extended.
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** On A/C ALL
3. Power Supply
A. Power Supply of the Rudder Travel-Limitation Unit
The 26 V/400 Hz power is applied to the primary windings of the position transducers directly from the busbars
via the FAC circuit breakers.
The emergency control of the motor operates on the same power supply.
The 28VDC power is applied to the power electronic set from the FAC circuit breakers through a cut-off relay.
This relay is controlled by the monitoring logic of the FAC.
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** On A/C ALL
4. Interface
A. Interface Signals
For each side:
(1) Control signal (2 wires)
The control order signal is transmitted through a two-wire twisted lead (high point and low point).
(2) Position transducer signal (4 wires)
Two voltages : V1 and V2 (2 wires each).
(3) Enable signal (1 wire)
This signal is transmitted by the FAC control logic and controls the coil of a relay inside the rudder travel-
limitation unit (+28VDC = motor activated ; open circuit = motor not activated).
(4) Return to low speed signal (2 wires)
This signal controls the coil of a relay inside the rudder travel-limitation unit.
+28VDC = return to low speed order (delivered by the FAC control logic command).
Ground = return to low speed order (delivered by the FAC control logics monitor)
The FAC provides the coil with the electrical ground.
(5) Monitoring signal (1 wire)
This signal which is transmitted by the rudder travel-limitation unit to the FAC is used during the test
procedure of the rudder travel-limitation unit:
Ground = rudder travel-limitation unit declared good.
Open circuit = rudder travel-limitation unit failed.
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** On A/C ALL
5. Operation
A. Principle
(Ref. Fig. 22-61-00-16800-A - Rudder Travel-Limitation Unit - Block Diagram)
There are two modes of operation:
(1) Normal operation
The active system controls the limitation unit through its motor.
It limits the rudder travel according to a parameter specific to the flight envelope ie the corrected airspeed
(VC).
This parameter which is delivered by the ADIRS (Air Data/Inertial Reference System) is monitored by the
FAC (Ref. 22-65-00-00).
Each motor has its own power electronic set. A FAC logic interrupts the power of the electronic set on the
side which is not active and thus de-activates the associated motor (Ref. para. C).
Two position transducers enable slaving and monitoring of the channel.
(2) Return to low speed conditions
This mode, which is the emergency mode, serves in case of failure of the FAC or of the power electronic set
(when the failure prevents the normal operation of the rudder travel-limitation unit). This mode which is
independent from the normal control, is only initiated at low speed (in slats extended configuration).
A FAC internal logic (Ref. para. C) controls a relay which switches the limitation unit to a control order
called emergency control order (independent 26 V/400 Hz power supply).
B. Structure of the Control Law
(Ref. Fig. 22-61-00-17400-A - Rudder Travel-Limitation Unit - Control Law)
The control law generates a deflection order.
A synchronization is achieved for the channel in standby mode or not engaged, from the position of the motor
position feedback.
C. Operating Logic
(1) Normal operation
(Ref. Fig. 22-61-00-17800-A - Rudder Travel-Limitation - Changeover Logic)
The rudder travel-limitating system operates using the changeover technique when a channel is detected
faulty. The priority is given to the side 1 through the aircraft wiring (side 1 signal).
In normal operation the RTL (Rudder Travel-Limiting) channel No. 1 is active and drives the associated
motor.
The other channel is in standby (synchronization mode) and the power electronic set of the associated
motor is not supplied.
This changeover is accomplished through hard-wired logic as follows:
. A logic signal C (+28VDC = motor activated) controls a relay inside the motor
. A logic signal M (+28VDC = motor activated) controls an intermediary relay 13CC1(2) which supplies
(+28VDC via the circuit breaker 5CC1 (2)) the power electronic set of the associated servomotor.
The logic is identical (on command and monitoring channels) and uses:
. The hard-wired signal on side 1
. The hard-wired signal of the active opposite RTL function
. The general monitoring of the FAC
. The RTL specific logic.
This logic validates the associated power channel according to the considered side.
(2) Return to low speed logic
(Ref. Fig. 22-61-00-17900-A - Return to Low Speed Logic)
This logic controls the motor in emergency mode when the normal control is not possible (FAC or motor
electronic failure).
It controls a relay inside the rudder travel-limitation unit.
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This relay switches the motor on a supply independent from the power electronic set of the limitation unit.
This supply is delivered from the 26VAC busbar through the circuit breaker 14CC1(2).
The switching relay is activated upon slat extension:
. In case of dual failure of the rudder travel-limitation function, and
. During a fixed time corresponding to the acquisition of the maximum stop.
The signal C (+28VDC = return to low speed order) energizes the switching relay inside the unit.
The FAC provides the relay ground (signal M) from the monitoring side.
The logic is identical for both sides.
D. Monitoring of Rudder Travel-Limiting Function
(Ref. Fig. 22-61-00-18100-A - Monitoring of Rudder Travel-Limiting Function)
This function has three types of monitoring.
(1) Monitoring of acquisition
The VC parameters from the ADIRS are monitored by a two-by-two comparison (Ref. 22-65-00).
(2) Monitoring of computation
After amplitude and speed limiting, the C and M computation orders are compared (C and M duplicated C1
comparators).
Activation of this monitoring function causes the loss of the rudder travel limiting function on the
considered side.
(3) Power monitoring
Two position transducers are used for slaving and monitoring.
This monitoring is based on:
. The monitoring of the acquisition of the transducer (cut wire, short circuits, variation of the power
supply voltage)
. A comparator C2 between the order and the rudder feedback on the sides C and M.
Activation of these monitoring functions causes the loss of the rudder travel-limiting function on the
considered side.
(4) Warnings
The loss of the rudder travel-limiting function is indicated by the warnings given below:
(a) Loss of a rudder travel-limiting channel
The amber message: AUTO FLT RUD TRV LIM 1(2) appears on the upper display unit of the ECAM
system.
(b) Loss of two rudder travel-limiting channels
The amber message: AUTO FLT RUD TRV LIM SYS appears on the upper display unit of the ECAM
system and the single chime sounds.
After action on the CLR pushbutton switch on the ECAM control panel this message appears:
SYSTEM INOP : RUD TRV LIM.
The RTL indication on the FLT CTL page of the ECAM system is flagged (amber indexes) if this
information is not available.
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** On A/C ALL
6. Test Procedure
A. Test of Rudder Travel-Limitation Unit
A test procedure is initiated at FAC energization to check the integrity of the standby channel.
This procedure permits to check:
. The triggering capability of the internal monitoring of the rudder travel-limitation unit
. The slaving of the rudder travel-limitation unit without motion of the rudder.
The test sequence is as follows:
(1) Monitoring triggered at fault status
The enable order is not sent : the motor order is fed back on the test circuit of the rudder travel-limitation
unit.
A null order lower than the programmed threshold is sent and the monitoring must be triggered (open
circuit to the FAC).
(2) Monitoring triggered at good status
The enable order is not sent.
The rudder travel-limitation unit receives a slaving order (equal to half of the travel) and the monitoring
must return to good status (ground to the FAC).
(3) Test of slaving
The enable order is sent as well as a null order. The stage of the switching relay of the enable order must
be tested. The monitoring must be forced to the good status.
B. Test of Return to Low Speed Function
The test of the return to low speed function is not automatic. It can be performed on the ground by
maintenance personnel in the conditions given below:
. FAC 1 and FAC 2 pushbutton switches set to OFF
. Slats extended.
C. Test of Cutoff Relays
The test of the RTL SYS1 and SYS2 relays 13CC1 and 13CC2 (cutoff of the 28 V of the rudder travel-
limitation unit) is performed automatically during these tests (capability to open).
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KNA
RETURN TO
RETURN TO
FAC 1 LOW SPEED
LOW SPEED SIGNAL
** On A/C ALL
LOGIC
FAULT
OFF CHANGE OVER ENABLING

LOGIC SIGNAL
Vc 1 LIMITATION POWER
Vc RTL POWER NORMAL
AMPLITUDE ELECTRONIC M
Vc 3 SEL LAW CHANNEL CONTROL ORDER
−SPEED− SET
EMERGENCY
CONTROL ORDER
28VDC
5CC1
POSITION TRANSDUCER
CMD TRANSDUCER
C C
MON
Vc1
FIGURE 22-61-00-16800-A SHEET 1

Vc RTL IMAGE
Vc3 LIMITS
Sel LAW CHANNEL
Rudder Travel-Limitation Unit - Block Diagram

MOTOR 1 OUTPUT
MOTOR 2 LEVER
FAC 1
FAC 2
FAULT
OFF
SAME AS
@A318/A319/A320/A321
FAC 1
Vc2
M
Vc3
EMERGENCY
CONTROL ORDER
POSITION
TRANSDUCER
22-61-00 PB001
28VDC TRANSDUCER
5CC2 CMD
MON
FAC 2 RUDDER TRAVEL LIMITATION UNIT
N_MM_226100_0_AAM0_01_00
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** On A/C ALL
RTL DEMAND
LIMITS
SYNCHRO
RUDDER TRAVEL LIMITATION UNIT POSITION

STOP
410kts
160kts
Vc
3°5
25°
Vc
N_MM_226100_0_ACM0_01_00

Rudder Travel-Limitation Unit - Control Law 22-61-00 PB001 Nov 01/11
Revision n˚: 12
KNA
** On A/C ALL
ENABLING SIGNAL
RUDDER TRAVEL + 28VDC
CHANGE OVER
FAC GENERAL LOGIC
LOCK−OUT
FAC 1 MONITORING TEST PROCEDURE
FAULT
RTL LOGIC DELAY AND AND
OFF M
SIDE 1 NORMAL COMMAND
SIDE 1 = 1 RTL ENGD OR POWER
IF GROUND RTL ENGD ORDER ELECTRONIC
OPP OWN SET
CMD
MON
SAME AS CMD SIDE
RUDDER TRAVEL CHANGE OVER LOGIC
13CC1
+ 28VDC
FIGURE 22-61-00-17800-A SHEET 1

FAC 1
SIDE 1 OUTPUT
Rudder Travel-Limitation - Changeover Logic

5CC1 SIDE 2 LEVER
+ 28VDC
TEST PROCEDURE
RUDDER TRAVEL + 28VDC
RTL ENGD CHANGE OVER LOGIC
OPP OR M
AND AND SYNCHRONIZATION
SIDE 1 POWER
FAC 2 RTL ENG ORDER ELECTRONIC
OWN SET
FAULT CMD
OFF MON
SAME AS CMD SIDE
@A318/A319/A320/A321
RUDDER TRAVEL CHANGE OVER LOGIC

13CC2
+ 28VDC
FAC 2 RUDDER TRAVEL LIMITATION UNIT
22-61-00 PB001
5CC2 NOTE : ONLY CHANGE OVER FROM SIDE 1 TO SIDE 2 IS SHOWN
+ 28VDC
N_MM_226100_0_AEM0_01_00
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KNA
+28VDC
** On A/C ALL
5CC1
+28VDC
HARD−WIRED SLATS OUT
SFCC 1
DISCRETE
M
RTL ENGD OPP
AND
POWER
ELECTRONIC
SET
RTL CHANGE OVER RTL ENGD OWN

LOGIC
Return to Low Speed Logic

M
FIGURE 22-61-00-17900-A SHEET 1

26VAC
14CC1
SIDE 1 OUTPUT
SIDE 2 LEVER
FAC 1
+28VDC
RETURN TO LOW SPEED

LOGIC
RTL ENGD OPP SAME AS FAC 1 M
@A318/A319/A320/A321
HARD−WIRED SLATS OUT RTL ENGD OWN

SFCC 2
DISCRETE C
POWER
M ELECTRONIC
SET
22-61-00 PB001
+28VDC 26VAC
5CC2 14CC2
RUDDER TRAVEL LIMITATION UNIT
FAC 2
N_MM_226100_0_AGM0_01_00
NOTE : ONLY CHANGE OVER FROM CHANNEL 1 TO CHANNEL 2 IS SHOWN
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KNA
ACQUISITION COMPUTATION POWER
** On A/C ALL
RTL VRCOM
RTL MONITG 26VAC
RTL VXCOM
C2
ADC OWN
ADC 3 COMP
RTL RVDT
VC LAWS LIMITS
ADC OPP UNIT
2 BY 2
RETURN TO
LOW SPEEDS
POSITION
C1
FIGURE 22-61-00-18100-A SHEET 1

SOFT HARD COM
Monitoring of Rudder Travel-Limiting Function

RTL MONITG 26VAC RTL VRCOM
C1
RTL VXCOM
C2
LOGIC
ADIRS OWN RETURN TO

ADIRS 3 LAWS LIMITS RTL LOW SPEEDS
IMAGE POSITION
@A318/A319/A320/A321
MON
22-61-00 PB001
FAC
N_MM_226100_0_AJM0_01_00
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ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING

COMPUTATION - ADJUSTMENT/TEST
** On A/C ALL
Task 22-61-00-710-001-A
Operational Test of the Rudder Travel Limiting Function
To make sure that the rudder travel limiting system 1 (2) operates correctly.
NOTE : You must do this test with the both engines installed.


PTU
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3. Job Set-up
Subtask 22-61-00-860-050-A
24-41-00-861-002-A-02).
. set the OFF/NAV/ATT selector switch related to IR3 to NAV
. make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off
. make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are set to OFF.
. set the AIR DATA selector switch to CAPT 3.
. make sure that the FAC1 and the FAC2 pushbutton switches are pushed (in) (FAULT and OFF
legends off).
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
0 notch position).
Subtask 22-61-00-865-050-A

Subtask 22-61-00-865-058-A

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4. Procedure
Subtask 22-61-00-710-054-A
A. Operational Test of the Rudder Travel Limiting Function
NOTE : This test is for the system 1. For the system 2, use the indications between the parentheses.
ACTION RESULT
1.On the center pedestal, on the MCDU: On the MCDU:
. Get the SYSTEM REPORT TEST/NAV page (Ref.
TASK 31-32-00-860-010-A).
. Get acess to the INTERFACE TEST of the ADR3
(Ref. TASK 34-13-00-740-002-A)
. Push the line key adjacent to the START TEST . On the Captain’s PFD, the speed scale moves up and
indication. stops at 367.7 KTS.

. Wait 25 sec. approximately before you move the
pedals.
2.On the FLT CTL panel 24VU (23VU):
. Release the FAC2 (FAC1) pushbutton switch. . On this pushbutton switch, the OFF legend comes on.
3.On the Captain or the First Officer side: On the lower ECAM DU, on the F/CTL page:
and a maximum left turn until you find the hard point the left from the neutral.
of the rudder.
. Release the FAC1 (FAC2) pushbutton switch. . On this pushbutton switch, the OFF legend comes on.
. Extend the slats. To do this, move the lever to notch
1.
7.After 25 sec. :
0.
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ACTION RESULT
. Push the FAC1 (FAC2) pushbutton switch. . On this pushbutton switch, the OFF legend goes off and
11.After 25 sec. :
13.Do the test again (step 2 to 12) with the informations
between the parentheses.
14.On the center pedestal, on the MCDU: On the MCDU:
. Push the line key adjacent to the RETURN indication . The CFDS menu page comes into view.
until the CFDS menu page comes into view.
5. Close-up
Subtask 22-61-00-865-059-A

Subtask 22-61-00-860-051-A
29-10-00-864-003-A).
(2) On the maintenance panel 50VU, push the ENG/FADEC GND PWR pushbutton switches if you
released them before in Para.4.A.1. .
(3) Close the circuit breakers 5WW and 4WW (if opened).
OFF.
. Set the AIR DATA selector switch to NORM.
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02)
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RUDDER TRIM COMPUTATION - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
(Ref. Fig. 22-62-00-11200-A - Rudder Trim Function)
The rudder trim function ensures:
. In manual control:
. The accomplishment of the pilot trim orders from the manual trim control (control and reset)
. The accomplishment of the deflection orders from the ELACs (engine failure recovery) (Provision only).
. In automatic control:
. The accomplishment of the autopilot orders (autotrim on the yaw axis)
. The generation and the accomplishment of the engine failure recovery function.
The rudder trim actuation is described in 27-22-00.
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** On A/C ALL
A. Composition
. An electro-mechanical actuator which comprises two three-phase asynchronous motors connected to a
reduction gear by rigid linkage.
. Two Flight Augmentation Computers (FAC 1 and FAC 2).
. Four transducer units (RVDT) configured in such a way that a single failure would not affect all the units at
the same time.
. Two engage FLT CTL/FAC pushbutton switches (with FAULT/OFF legend) common to the yaw damper
and to the rudder trim (one per FAC).
. A rudder-trim control switch located on the RUD TRIM control panel on the center pedestal for manual
trim control.
. A RUD TRIM/RESET pushbutton switch (this pushbutton switch is not mechanically held), on the RUD
TRIM control panel.
. A rudder trim indicator with liquid-crystal display located on the left of the rudder-trim control switch.
B. Architecture
(Ref. Fig. 22-62-00-12600-A - Rudder Trim Architecture)
The system operates using the changeover technique.
When the two channels are engaged:
. The channel 1 has priority
. The channel 2 is synchronized on the position of the actuator through the mechanical linkage.
The standby channel is not energized (no enable signal, no power-enable signal).
The control order is not interrupted.
Each channel is duplicated and monitored:
. The COMMAND side of the FAC slaves the position of the system
. The MONITOR side monitors the system.
The monitoring orders are equalized on the command orders to reduce dispersions due to the use of integrators
in the loop.
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** On A/C ALL
3. Operation
A. Principle
(Ref. Fig. 22-62-00-14300-A - Rudder Trim Changeover - Logic)
The rudder trim function ensures a trimmed value of the rudder. This value is reproduced at the rudder pedals.
This trim is obtained either manually or automatically.
The value appears:
. On the rudder trim indicator
. On the display unit of the ECAM system.
The resulting deflection is maintained even in case of total loss of the function. This permits to have a stabilized
value, for example in the event of AP loss when an engine failure occurs.
When the changeover principle is retained:
. The side 1 has priority through the side 1 signal
. Interruption of the actuator enable signals on the standby channel
. Automatic engagement of the standby channel upon loss or disengagement of the channel 1.
B. Structure of Rudder Trim Control-Law
(Ref. Fig. 22-62-00-14700-A - Rudder Trim Actuator - Generation of the Control Order)
The control law generates a deflection order to control the rudder trim actuator through an integrator which
memorizes the required position.
This order is generated:
. From the position of the position feedback in synchronization
. From the control order of the pilot trim (the reset is obtained through the unloading of the trim integrator)
. From the ELAC deflection order (Provision only)
. From the long-term turn-coordination order for autotrim on the yaw axis
. From the generation of an engine failure detection and its accomplishment.
The engine failure is detected from the lateral acceleration and from the yaw rate through a given threshold.
This detection is confirmed by the engine thrust information.
Detection is performed by the command and monitoring sides. The first side which is triggered sends a signal to
the opposite side in order to lower its threshold and thus ensure synchronized detection.
The correction signal (fixed deflection values) is then applied, depending on engine failed.
As soon as the engine failure compensation reaches a predetermined threshold, the control law is modified:
. The engine failure compensation is performed directly by the FG command order and the delta p
compensation is boostered.
The monitoring side is equalized on the command side to reduce the dispersion of the integrators.
C. Operating Logic
(1) General
The operation of the rudder trim function depends on:
. The engagement status of the FAC pushbutton switch
. The status of the engaged AP signal for the automatic mode
. The monitoring specific to the function:
. Computation comparators
. Power comparators
. The global monitoring of the computer.
There are two modes of operation:
. The manual mode
. The automatic mode.
As the automatic mode has priority, the pilot trim is not possible in AP-engaged configuration.
(2) Manual mode
As this mode is not under the control of the ADIRS, it remains available for the pilot trim part even in case
of total failure of these peripherals.
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Specific operating logics are introduced:
(a) Control order
This order operates if:
. The normally closed position of a contact, and
. The normally open position of the other contact are activated simultaneously.
If this is not the case the trim order is inhibited. This provides a means of avoiding contact failure or
mechanical jamming.
(b) Reset order
This order operates if:
. The normally closed position of a contact, and
. The normally open position of the other contact are activated simultaneously.
If this is not the case, the signal is not validated.
This signal is processed as a pulse signal : even when no longer applied, the order is taken into account
until its accomplishment on condition that the reset order has been validated.
A priority logic is included between the command and the reset orders to avoid any possible jamming:
1 When a control order is applied after the introduction or the non-accomplishment of a reset order,
the control order has priority.
2 When a reset order is applied after a control order and even if the latter is being executed, the
reset order has priority.
(c) ELAC order (provision only)
In case of loss of the roll normal mode from the ELAC, the accomplishment of the order by the rudder
trim is interrupted.
(3) Automatic mode
There is loss of the automatic mode:
. If the AP engaged signal is not validated
. Or if the status of the peripherals does not allow the achievement of the function.
In addition to this loss:
. The AP disconnects
. The system returns to the manual mode without FAC disconnection.
The AP also provides signals which validate the detection of engine failure as a function of the engine
rating.
(4) Warnings
The loss of the rudder trim function is indicated on the display unit of the ECAM system:
. Loss of one channel:
RUD TRIM 1 or 2 amber warning
. Total loss:
RUD TRIM SYS amber warning + chime
The RUD TRIM indication on the FLT CTL page of the ECAM system is flagged (2 crosses XX appear) if
this item of information is not available.
D. Monitoring of the Rudder Trim Function
(Ref. Fig. 22-62-00-15500-A - Monitoring of Rudder Trim - Block Diagram)
The block diagram given below shows the organization of this function and the various types of monitoring
which are integrated.
These are:
. Monitoring of ADCs on Vc parameter compared two by two (Ref. 22-65-00-00)
This ensures the availability of the automatic function in the event of a single detected or undetected failure.
The manual law is independent of the ADC function
. Monitoring of the acquisitions of the ELAC and FMGC peripherals
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. Limitation in amplitude (+ or - 20 deg. of rudder) and in speed (1 deg./s in manual control and
approximately 1.7 deg./s in automatic control)
. Equalization of the monitoring channel on the command channel to reduce permanent deviations
. Monitoring of the computation through a comparator between the command and the monitoring integrator
(C1 comparator)
. Monitoring of the power channel through C2 comparator between the deflection order and the position
feedback
. Monitoring of the transducers (Ref. 22-65-00-00)
. Monitoring of the manual trim by the priority logics.
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** On A/C ALL
4. Interface with Controls
A. Interface with Rudder-Trim Control Switch
(Ref. Fig. 22-62-00-17100-A - Rudder-Trim Control Switch)
(Ref. Fig. 22-62-00-17200-A - Interconnections between FAC and Rudder-Trim Control Switch)
The rudder-trim control switch located on the center pedestal enables manual control of the rudder trim.
On the RUD TRIM control panel, an arrow and a placard indicate the direction (L or R).
The signals given below are used:
. Ground on the normally open contact = control
. Open circuit on the normally closed contact = control.
Each FAC receives:
. Two signals (ground and open circuit) for trim control to the left
. Two signals (ground and open circuit) for trim control to the right.
B. Interface with RUD TRIM/RESET Pushbutton Switch
(Ref. Fig. 22-62-00-17600-A - Interconnections between FAC and RUD TRIM/RESET Pushbutton Switch)
The RUD TRIM/RESET pushbutton switch located on the center pedestal enables the pilot to move the rudder
to the neutral position.
This pushbutton switch is not mechanically held. While operated (pushed in), it closes two contact stages. The
FAC memorizes this action and then achieves the reset (even after the pushbutton switch is released).
Each FAC receives two reset signals:
. One signal of the normally closed contact from one stage
. One signal of the normally open contact from the other stage.
Reset signal active:
. Normally closed contact : open circuit
. Normally open contact : ground.
C. Interface with Rudder Trim Actuator
(1) Description of rudder trim actuator
(Ref. Fig. 22-62-00-17700-A - Rudder Trim Actuator - Principle)
The rudder trim actuator which comprises two motors enables the accomplishment of the rudder trim
order.
These motors are squirrel-cage, three-phase asynchronous motors. They are supplied with variable voltage
and frequency according to the position error signal delivered by the FAC.
A power electronic set in the actuator permits to achieve this transformation.
It allows to obtain torque/speed characteristics equivalent to those obtained with a DC motor.
The actuator is power supplied with 26 V/400 Hz and 28 V directly from the FAC circuit breakers.
A control relay controlled by the FAC command logic can isolate the windings of the motor. In addition, an
external relay cuts off the power to the motor through the FAC monitoring logic. This disables the motor in
the event of a failure.
The slaving feedback units are brushless inductive potentiometers with Rotary Variable Differential
Transformers (RVDT).
The output shaft of the actuator drives an irreversible screw through a torque shaft.
(2) Interface
(Ref. Fig. 22-62-00-18100-A - Interconnections between FAC and Rudder Trim Actuator)
The figure given below shows the interconnections between the FAC and the rudder trim actuator.
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** On A/C ALL
5. Test Procedure
When the FAC initiates the self-test upon energization, an actuator internal monitoring enables to check:
. The capability of the actuator electronic set for correct slaving according to a predetermined order
. The triggering capability of the monitoring if this slaving is not achieved
. The correct reception of the enable signal.
To this end the FAC delivers stimuli during the test procedure.
The monitoring logic utilizes a specific stage of the winding isolation relay to test the enable signal.
The result of the monitoring is available on the test output. It is to be noted that during the test no inputs are
applied to displace the rudder.
The test therefore uses:
. The inactive stage of the winding isolation relays which send back the actuator control orders to the monitoring
circuits
. Another stage of the relay to check that the control relay moves to the working position
. Monitoring circuits which take into account the slaving order compared to a predetermined threshold.
The test procedure is as follows:
. PHASE 1: The FAC sends a null advisory value and does not validate the activation signal.
As the input value does not correspond to the fixed threshold value, the monitoring function must be triggered.
The test signal changes to an open circuit (= warning). This validates the non-blocked status of the monitoring.
. PHASE 2: The FAC sends an advisory value which is the one expected by the actuator and the activation signal
is not valid. This advisory value is set to half the travel.
If the control order is generated correctly, the monitoring must not be trigged (feedback value equal to the
threshold) and the test signal returns to good status (ground).
This validates the electronic section which ensures the slaving and tapping of the monitoring signals.
. PHASE 3: The FAC sends again a null advisory value but validates the activation signal. This puts the actuator
into service without displacement of the rudder.
A specific stage detects the closing of the control motor. Its signal serves for forcing the monitoring logic to the
good status.
During this procedure initiated at FAC energization, the activation signal of the monitoring logic which puts into
service the actuator 28 V power, must always be validated.
This relay is tested to check its capability to open, in a specific phase of the automatic test.
KNA Page 7
22-62-00 PB001 Nov 01/11
Revision n˚: 12
KNA
RUD TRIM
NOSE NOSE
+−
** On A/C ALL
20° L R
RESET
TRIM LEFT
OR RIGHT
RUDDER TRIM
PANEL
MANUAL RUDDER
TRIM
+
DELTA R OWN +
ELAC OWN
DELTA R OPP
ELAC OPP
RESET
Rudder Trim Function

ELAC OPP SEL
TRIM
AUTOMATIC RUDDER TRIM INTEGRATOR
FIGURE 22-62-00-11200-A SHEET 1

DELTA P OWN
FMGC OWN + TRIM ORDER
+ LIMITS M
RESET
DELTA P OPP AP OPP AUTO
FMGC OPP SEL MODE SYNCHRO
LIMIT INTEGRATOR
F (VC)
POSITION
ENGINE TRANSDUCER
FAILURE RESET AUTO
RECOVERY
AUTO −
RUDDER POSITION
+
FAC 1
MANUAL
+
POSITION
@A318/A319/A320/A321
RUDDER TRIM − TRANSDUCER

SYNCHRO
SAME AS
FAC 1 AUTOMATIC
RUDDER TRIM I LIMITS M
22-62-00 PB001
AUTO MODE RESET
RESET
FAC 2
N_MM_226200_0_AAP0_01_00
Page 8
Revision n˚: 12
Nov 01/11
KNA
** On A/C ALL
COMMAND ENABLE
RUDDER TRIM/
PARKING BAR PANNEL
EC M
MONITOR
P/N ENABLE
FAC1
FAC 1
+ 28V RUDDER
Rudder Trim Architecture

MOTOR 1 PEDALS
POWER
FIGURE 22-62-00-12600-A SHEET 1

SUPPLY
ENABLE RUDDER
STAB
COMMAND ENABLE MOTOR 2
RUDDER TRIM/
PARKING BAR PANNEL

EC M
MONITOR
@A318/A319/A320/A321
P/N ENABLE
FAC2
FAC 2
RUDDER TRIM ACTUATOR
22-62-00 PB001
+ 28VDC
POWER
SUPPLY
ENABLE
N_MM_226200_0_ACP0_01_00
Page 9
Revision n˚: 12
Nov 01/11
KNA
ENABLING SIGNAL
** On A/C ALL
+ 28VDC
RUDDER TRIM
CHANGE OVER
FAC GENERAL LOGIC
LOCK−OUT
FAC 1 MONITORING
TEST PROCEDURE
FAULT
RUD LOGIC DELAY AND AND
OFF
SIDE 1 M
SIDE 1 = 1 NORMAL COMMAND
RUD ENGD OR POWER
IF GROUND RUD ENGD ORDER ELECTRONIC
OPP OWN SET
CMD
MON
SAME AS CMD SIDE
RUDDER TRIM CHANGE OVER LOGIC
7CC1
+ 28VDC
Rudder Trim Changeover - Logic

FIGURE 22-62-00-14300-A SHEET 1
FAC 1
SIDE 1 OUTPUT
5CC1 SIDE 2 LEVER
+ 28VDC
+ 28VDC
TEST PROCEDURE
RUDDER TRIM
RUD ENG CHANGE OVER LOGIC
OPP OR AND M
AND SYNCHRONIZATION
SIDE 1 POWER
FAC 2 RUD ENGD ORDER ELECTRONIC
OWN SET
FAULT CMD
OFF MON
@A318/A319/A320/A321
SAME AS CMD SIDE

RUDDER TRIM CHANGE OVER LOGIC
7CC2
+ 28VDC
RUDDER TRIM UNIT
22-62-00 PB001
FAC 2
5CC2
NOTE : ONLY CHANGE OVER FROM SIDE 1 TO SIDE 2 IS SHOWN
+ 28VDC
N_MM_226200_0_AEM0_01_00
Page 10
Revision n˚: 12
Nov 01/11
KNA
** On A/C ALL
ENGINE FAILURE
FIXED ORDER
Vc
Co
K1
ENG 1 OR 2 FAILURE
−Co FAILED ORDER
DELTA FMGC (FROM FMGC) AUTOTRIM

K2
1 RATE r TRIM
MANUAL TRIM (FROM RUDDER TRIM CTL SW)
FIGURE 22-62-00-14700-A SHEET 1

s LIM
AP ENGD
SYNCHRO
r RT ELAC (FROM ELAC)
Rudder Trim Actuator - Generation of the Control Order

EQUALIZATION (MONITOR)
RT ACTUATOR POSITION
K3
(FROM ACTUATOR)
@A318/A319/A320/A321
Ay DETECTION OF ENGINE FAILED

K5 FILTRE WASH
r1 ENGINE FAILURE RECOVERY

K4 THRESHOLD
FAILURE ORDER
22-62-00 PB001
N_MM_226200_0_AGM0_01_00
Page 11
Revision n˚: 12
Nov 01/11
KNA
RUD VRCOM
** On A/C ALL
RUD MONG 26VAC

RUD VXCOM
C2
FMGC
LVDT
ELAC RUD
LAWS LIMITS I ACTUATOR RVDT
RUD INTEG COM
PILOT
ADC OWN
ADC 3 2 BY 2
Vc
COMP
ADC OPP
C1
FIGURE 22-62-00-15500-A SHEET 1

SOFT HARD
Monitoring of Rudder Trim - Block Diagram

RUD MONG 26VAC RUD VR MON
RUD VXMON
C2
C1
FMGC
ELAC
RT
LAWS LIMITS I
IMAGE
PILOT
@A318/A319/A320/A321
LOGIC
22-62-00 PB001
ADIRS OWN
ADIRS 3
N_MM_226200_0_AJP0_01_00
Page 12
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
110VU
RUD TRIM
NOSE NOSE
20 L R
RESET
OFF
PARKING BRK
ON
N_MM_226200_0_ALP0_01_00

Rudder-Trim Control Switch 22-62-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
RUD TRIM RIGHT
RUD TRIM LEFT

COMMAND
MONITOR
FAC 1
RUD TRIM LEFT
(SAME LOGIC
SAME LOGIC
AS RIGHT)
TO FAC 2
TO FAC 1
AS FAC 1
LOGIC
9CC RUDDER TRIM

NOSE
CTL SW
R L
NOSE
N_MM_226200_0_ANM0_01_00

Interconnections between FAC and Rudder-Trim Control 22-62-00 PB001 Nov 01/11
Switch Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
COMMAND
COMMAND
MONITOR
MONITOR
RESET
RESET
FAC 2
FAC 1
8CC RUD TRIM/RESET

RESET
P/BSW
N_MM_226200_0_AQM0_01_00

Interconnections between FAC and RUD TRIM/RESET 22-62-00 PB001 Nov 01/11
Pushbutton Switch Revision n˚: 12
KNA
** On A/C ALL
FAC LOGIC
+15V POWER
A/C 28V FILTERING
VOLTAGE
CONTROL COMPUTATION
CURRENT ACTR
CONTROL OF PWR CTL SWITCHING
AQUISITION SIGNALS
SIGNAL
Rudder Trim Actuator - Principle

FREQUENCY
FIGURE 22-62-00-17700-A SHEET 1

CONTROL
WINDING
PROGRAM
ACTUATOR TEST FREQUENCY/VOLTAGE
THRESHOLD
−TO− FAC MEASUREMENT
TEST
TEST
ENABLE SIGNAL A/C

(FAC LOGIC) GROUND
@A318/A319/A320/A321
RUDDER TRIM ACTUATOR
22-62-00 PB001
N_MM_226200_0_ASM0_01_00
Page 16
Revision n˚: 12
Nov 01/11
KNA
** On A/C ALL
C1 : TRANSDUCER TO FAC 1 COMMAND

C2 : TRANSDUCER TO FAC 2 COMMAND
S1 : TRANSDUCER TO FAC 1 MONITORING
S2 : TRANSDUCER TO FAC 2 MONITORING
M1 CTL
ELECTRONIC C1
COMPUTATION
+ VALIDATION
ACTR
M1 S2
− HEALTHY
FIGURE 22-62-00-18100-A SHEET 1

28V POWER
COMMAND
MONITOR M2 CTL
A/C GROUND ELECTRONIC
Interconnections between FAC and Rudder Trim Actuator

28V DISPLAY
M2 C2
POWER VALIDATION
S1
A/C GROUND
FAC
A/C RELAY RUDDER TRIM ACTUATOR
@A318/A319/A320/A321
22-62-00 PB001
N_MM_226200_0_AUM0_01_00
Page 17
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
RUDDER TRIM COMPUTATION - ADJUSTMENT/TEST

** On A/C ALL
Task 22-62-00-710-001-A
Operational Test of the Rudder Trim Function
Make sure that the rudder trim system No.1 (No.2) operates correctly.
PTU
3. Job Set-up
Subtask 22-62-00-860-050-A
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
KNA Page 1
22-62-00 PB501 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
(2) On the overhead panel, on the FLT CTL panel 23VU and 24VU:
. Make sure that the FAC1 and FAC2 pushbutton switches are pushed (the FAULT and OFF legends
are off).
(3) Do the EIS start procedure (ECAM only) (Ref. TASK 31-60-00-860-001-A).
. Get the F/CTL page.
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
Subtask 22-62-00-865-050-A

121VU AUTO FLT/RUDDER/TRIM/IND 15CC M20
4. Procedure
Subtask 22-62-00-710-050-A
A. Operational Test of the Rudder Trim Function
ACTION RESULT
. Release the FAC2 (FAC1) pushbutton switch. . On the FAC2 (FAC1) pushbutton switch, the OFF
legend comes on and the FAULT legend stays off.
2.On the center pedestal, on the RUD TRIM/PARKING
BRK panel:
. Make sure that the rudder trim indicator is energized. . The indicator shows approximately 0˚.
. Hold the RUD TRIM switch in the NOSE L position . On the F/CTL page on the lower ECAM display unit,
to get the maximum movement of the rudder. the rudder trim and the rudder move to the left.
. The left pedal moves forward.
. The rudder trim indicator shows approximately the
maximum threshold engraved on panel.
. Release the switch.
. Push and release the RUD TRIM/RESET pushbutton . The rudder trim and the rudder go to the zero position.
switch. . The rudder trim indicator shows approximately 0˚.
. Hold the RUD TRIM switch in the NOSE R position . On the F/CTL page on the lower ECAM display unit,
to get the maximum movement of the rudder. the rudder trim and the rudder move to the right.
. The right pedal moves forward.
. The rudder trim indicator shows approximately the
maximum threshold engraved on panel.
. Release the switch.
KNA Page 2
22-62-00 PB501 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
ACTION RESULT
. Push and release the RUD TRIM/RESET pushbutton . The rudder trim and the rudder go to the zero position.
switch. . The rudder trim indicator shows approximately 0˚.
5. Close-up
Subtask 22-62-00-860-051-A
29-10-00-864-003-A).
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
KNA Page 3
22-62-00 PB501 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
CONTROL SWITCH - RUDDER TRIM -

** On A/C ALL
Task 22-62-11-000-001-A
Removal of the RUD TRIM Control Switch
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A
TASK ON OR NEAR:
- THE FLIGHT CONTROLS
- THE FLIGHT CONTROL SURFACES
- THE LANDING GEAR AND THE RELATED DOORS
- COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
FIN 9CC
Self explanatory

No specific AR CAP - BLANKING
DMC519 1 ELECTRICIAN SERVICE TOOL KIT

(Ref. Fig. 22-62-11-991-00200-A - RUD TRIM Control Switch)
3. Job Set-up
Subtask 22-62-11-865-050-A
A. Open, safety and tag this(these) circuit breaker(s):

KNA Page 1
22-62-11 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321

121VU HYDRAULIC/PARK BRK/CTL/STBY 71GG N37
121VU HYDRAULIC/PARK BRK/CTL/NORM 70GG N36
122VU LIGHTING/INSTL LT/MAIN INST/PNL 4LF Y04
AND/PED
4. Procedure
Subtask 22-62-11-020-050-A
A. Removal of the Panel 110VU
(1) Loosen the four quarter-turn fasteners (8) to release the panel 110VU (11).
(2) Carefully lift the panel 110VU (11) to get access to the electrical connectors (10).
(3) Disconnect the four electrical connectors (10).
(4) Put blanking caps on the disconnected electrical connector(s).
(5) Remove the panel 110VU (11).
Subtask 22-62-11-020-051-A
B. Removal of the RUD TRIM Control Switch (9CC)
(1) Loosen the two screws (3) of the knob (2).
(2) Remove the knob (2) from the shaft of the control switch (12).
(3) Remove the screw (5), the pin (6) and the knob (4).
(4) Loosen the four screws (1) that attach the plate (7) to the structure of the panel 110VU (11).
(5) Remove the plate (7).
(6) Remove the nut (13) from the control switch (12).
(7) Remove the control switch (12) from the structure of the panel 110VU (11).
(8) With an ELECTRICIAN SERVICE TOOL KIT (DMC519) disconnect and make a mark on each wire of
the control switch connector. If necessary, cut the tie wraps of the control switch harness or remove the
rear of the panel 110VU.
(9) Remove the control switch (12).
KNA Page 2
22-62-11 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A
2
3
1
A 4
4
6
7
1
13
9CC 12
11
10
N_MM_226211_4_AAM0_01_00

RUD TRIM Control Switch 22-62-11 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
Task 22-62-11-400-001-A
Installation of the RUD TRIM Control Switch
TASK ON OR NEAR:
FIN 9CC
Self explanatory

No specific Torque wrench: range to between 0.20 and 3.60 M.DAN (2.00 and 26.00
LBF.FT)

32-45-00-710-001-A Operational Check of the Parking Brake System Using Individual Motors in
Turn
3. Job Set-up
Subtask 22-62-11-865-051-A
A. Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:

KNA Page 1
22-62-11 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321

AND/PED
4. Procedure
Subtask 22-62-11-420-050-A
A. Installation of the RUD TRIM Control Switch (9CC)
(1) Clean the component interface and/or the adjacent area.
(2) Do an inspection of the component interface and/or the adjacent area.
(3) On the rear of the control switch (12) with the ELECTRICIAN SERVICE TOOL KIT (DMC519)
connect each wire in its initial position (refer to the marks).
(4) Install the control switch (12) on the structure of the panel 110VU (11).
NOTE: Make sure that the equipment locating pin goes in its housing.
(5) Attach the control switch (12) to the structure of the panel 110VU (11) with the nut (13).
(6) Torque the nut (13) between to to 0.8 M.DAN (70.80 LBF.IN) and to 1 M.DAN (88.49 LBF.IN).
(7) Put the plate (7) in the correct position on the structure of the panel 110VU (11).
(8) Install the four screws (1).
(9) Install the knob (2) on the shaft of the control switch (12).
(10) Lock the knob (2) with the two screws (3).
(11) Install the knob (4) (in the OFF position), the pin (6) and the screw (5).
Subtask 22-62-11-420-051-A
B. Installation of the Panel 110VU
(1) Remove the blanking caps from the electrical connector(s).
(2) Make sure that the electrical connectors are clean and in the correct condition.
(3) Connect the four electrical connectors (10).
(4) Install the panel 110VU (11) on the support bracket (9).
(5) Lock the panel 110VU (11) with the four quarter-turn fasteners (8).
Subtask 22-62-11-865-052-A

AND/PED
KNA Page 2
22-62-11 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
Subtask 22-62-11-710-050-A
D. Operational Tests
(1) Do the operational test of the rudder trim function on the two systems (Ref. TASK 22-62-00-710-001-
A).
NOTE : If the aircraft is operated in CAT 3 conditions, you must also do the test below:
Land CAT 3 Capapility Test (Ref. TASK 22-97-00-710-001-A).
(2) Do the operational test of the parking brake system (Ref. TASK 32-45-00-710-001-A).
5. Close-up
Subtask 22-62-11-860-050-A
(1) Remove the warning notice(s).
(2) Make sure that the work area is clean and clear of tool(s) and other items.
KNA Page 3
22-62-11 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
PUSHBUTTON SWITCH - RUDDER TRIM/ RESET -

** On A/C ALL
Task 22-62-12-000-001-A
Removal of the RUD TRIM/RESET Pushbutton Switch
TASK ON OR NEAR:
FIN 8CC
Self explanatory


(Ref. Fig. 22-62-12-991-00100-A - RUD TRIM/RESET Pushbutton Switch)
3. Job Set-up
Subtask 22-62-12-865-050-A

KNA Page 1
22-62-12 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321

AND/PED
4. Procedure
Subtask 22-62-12-020-050-A
Subtask 22-62-12-020-051-A
B. Removal of the RUD TRIM/RESET Pushbutton Switch (8CC)
(5) Remove the plate (10).
(6) Remove the nut (3), the lockwasher (2) and the washer (1) from the RUD TRIM/ RESET pushbutton
switch (14).
(7) Remove the RUD TRIM/RESET pushbutton switch (14) from the structure of the panel 110VU (16).
(8) Loosen the screws of the terminals at the rear of the RUD TRIM/RESET pushbutton switch (14) to
disconnect the electrical wires and make a mark on each wire.
(9) Remove the RUD TRIM/RESET pushbutton switch (14).
KNA Page 2
22-62-12 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
6
4
A
7
4
3
8
2
1 9
10
4
16
15
14 11
8CC
13
12
N_MM_226212_4_AAM0_01_00

RUD TRIM/RESET Pushbutton Switch 22-62-12 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
Task 22-62-12-400-001-A
Installation of the RUD TRIM/RESET Pushbutton Switch
TASK ON OR NEAR:
FIN 8CC
Self explanatory
Turn
3. Job Set-up
Subtask 22-62-12-865-052-A

AND/PED
KNA Page 1
22-62-12 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
4. Procedure
Subtask 22-62-12-420-052-A
A. Installation of the RUD TRIM/RESET Pushbutton Switch (8CC)
(3) On the rear of the RUD TRIM/RESET pushbutton switch (14) install each electrical wire in its initial
position (refer to the marks) and tighten the screws.
(4) Install the RUD TRIM/RESET pushbutton switch (14) on the structure of the panel 110VU (16).
(5) Install the washer (1), the lockwasher (2) and the nut (3).
Subtask 22-62-12-420-053-A
Subtask 22-62-12-865-053-A

AND/PED
Subtask 22-62-12-710-051-A
D. Operational tests
A).
KNA Page 2
22-62-12 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
5. Close-up
Subtask 22-62-12-860-051-A
KNA Page 3
22-62-12 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
INDICATOR - RUDDER TRIM - REMOVAL/INSTALLATION

** On A/C ALL
Task 22-62-21-000-001-A
Removal of the Rudder Trim Indicator
TASK ON OR NEAR:
FIN 17CC
Self explanatory


(Ref. Fig. 22-62-21-991-00200-A - Rudder Trim Indicator)
3. Job Set-up
Subtask 22-62-21-865-050-A

KNA Page 1
22-62-21 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321

AND/PED
4. Procedure
Subtask 22-62-21-020-050-A
Subtask 22-62-21-020-051-A
B. Removal of the Rudder Trim Indicator (17CC)
(5) Remove the front plate (7).
(6) Loosen the two screws (14) that attach the indicator (12) to the structure of the panel 110VU (13).
(7) Remove the indicator (12) from the panel 110VU (13).
(8) With an ELECTRICIAN SERVICE TOOL KIT (DMC519) disconnect and make a mark on each wire of
the indicator connector. If necessary, cut the tie wraps of the control switch harness or remove the rear
of the panel 110VU.
(9) Remove the indicator (12).
KNA Page 2
22-62-21 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
3
1
A
4
1
6
7
14 1
13
8
9
17CC 12
11
10
N_MM_226221_4_AAM0_01_00

Rudder Trim Indicator 22-62-21 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
Task 22-62-21-400-001-A
Installation of the Rudder Trim Indicator
TASK ON OR NEAR:
FIN 17CC
Self explanatory


Turn
3. Job Set-up
Subtask 22-62-21-865-051-A

KNA Page 1
22-62-21 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321

AND/PED
4. Procedure
Subtask 22-62-21-420-050-A
A. Installation of the Rudder Trim Indicator (17CC)
(3) On the rear of the indicator (12) with the ELECTRICIAN SERVICE TOOL KIT (DMC519) connect
each wire in its initial position (refer to the marks).
(4) Put the indicator (12) in the correct position on the structure of the panel 110VU (13).
(5) Install the two screws (14).
Subtask 22-62-21-420-051-A
Subtask 22-62-21-865-052-A

AND/PED
KNA Page 2
22-62-21 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
Subtask 22-62-21-710-050-A
D. Operational Tests
A).
5. Close-up
Subtask 22-62-21-860-050-A
KNA Page 3
22-62-21 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
YAW DAMPER COMPUTATION - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
(Ref. Fig. 22-63-00-11200-A - Yaw Damper Function)
The yaw damper function ensures:
. In manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC)
(stabilization and manual turn coordination).
It also provides a yaw-damping degraded law in the event of ELAC failure (alternate law).
. In automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance
Computer (FMGC) for turn coordination and guidance (align and roll out).
It also ensures, in automatic flight, assistance in engine failure recovery and yaw stability.
The yaw damper actuation is described in 27-26-00.
KNA Page 1
22-63-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A. Composition
. Two electro-hydraulic servo-actuators (1 per FAC) centered to the neutral position by an external spring
device. Each servo-actuator includes a feedback position transducer (Linear Variable Differential Transducer:
LVDT)
. Two Flight Augmentation Computers (FAC 1 and FAC 2)
. A feedback position transducer unit located on the output shaft common to both servo-actuators (Two
Rotary Variable Differential Transducers: RVDT)
. Two FLT CTL/FAC pushbutton switches common to the RUD TRIM and RTL functions (for FAC
engagement).
B. Architecture
(Ref. Fig. 22-63-00-12600-A - FAC - Architecture of Yaw Damper)
All the computations specific to this function (laws, logic and engagement) are duplicated in each FAC.
The system operates using the changeover technique : when both the yaw damper 1 and the yaw damper 2 are
engaged, the channel 1 has priority.
The channel 2 is synchronized on the position of the other channel and its associated servo-actuator is
depressurized. This depressurization is performed by two solenoid valves. Each solenoid valve drives a by-pass
valve. Only one solenoid valve is required to depressurize the servo-actuator. A pressure switch monitors the
status of the solenoid valves.
If the two servo-actuators are not pressurized, the rudder is centered to the neutral position (zero or the
trimmed value).
The rudder receives the yaw damper orders but these are not reproduced at the rudder pedals.
The Green hydraulic system supplies the servo-actuator No. 1 associated with the FAC 1.
The Yellow hydraulic system supplies the servo-actuator No. 2 associated with the FAC 2.
A current amplifier in the FAC delivers the orders to slave the servo-actuator in position. A servovalve then
executes these orders.
The slaving order is never interrupted even when a failure is detected :
the servo-actuator is neutralized through action on the electrovalves.
Each solenoid valve is under the control of an independent logic (C and M).
The C1 and C2 transducers (LVDT) serve for the slaving. The S1 and S2 transducers (RVDT) permit to
monitor this slaving.
Each FAC generates the priority order in the form of a hard-wired discrete. The fluctuations of the 26 V/400 Hz
power are compensated.
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** On A/C ALL
3. Interface
(Ref. Fig. 22-63-00-14100-A - Interconnections between FAC and Yaw Damper Servo-Actuator)
The figure given below shows the interconnections between the FAC and the yaw damper servo-actuator.
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** On A/C ALL
4. Operation
A. Principle
(1) Manual mode
In AP-disengaged configuration, the yaw damper function is linked to the ELAC.
. In normal mode, on the roll axis:
The ELAC generates a lateral deflection law which integrates the control of the rudder (stabilization
and turn coordination).
The yaw damper carries out this law and indicates the correct achievement of this function through a
hard-wired discrete.
If necessary, the ELAC must operate in degraded law on the roll axis.
. In degraded mode indicated by the ELAC:
The FAC computes the yaw damper function and generates a simplified law of Dutch roll damping
(alternate law).
This law, which has a fixed and limited authority plus or minus 5 deg., only uses gains function of the
selected positions of the flaps and slats.
(2) Automatic mode
As soon as the AP is engaged, the yaw damper operates in the mode given below:
. Dutch roll damping except in approach phase
. Turn coordination to reduce the sideslip in turn.
These two orders are inhibited during the landing phase and accomplished directly in the AP guidance
orders.
. Assistance in engine failure recovery from a lateral acceleration signal through a threshold
. Accomplishment of the guidance orders : align and roll out.
B. Structure of Yaw Damper Control-Law
(Ref. Fig. 22-63-00-15800-A - Yaw Damper Control-Law)
The control law generates a deflection order to control the yaw damper servo-actuator:
. From the position of the position feedback in synchronization
. From the ELAC deflection order
. From an alternate law based on a wash-out yaw-rate term with a gain function of the flap and slat
configuration. The whole law is limited to a safety value (plus or minus 5 deg.).
. From the aileron deflection order on the AP for turn coordination
. From the landing guidance order on the yaw axis delivered by the AP
. From a Dutch-roll damping law. This law uses a wash-out yaw-rate term and a phase advance term applied
in clean configuration.
. From a term of assistance in engine failure recovery. This term uses a lateral acceleration term through a
threshold.
All these control orders are limited in speed and in amplitude.
C. Operating Logic
The activation of the yaw damper function depends on:
. The engagement status of the FLT CTL/FAC pushbutton switch
. The logic of the modes (AP engaged or not, ELAC in normal mode or not, status of the ADIRS etc.)
. The monitoring specific to the function:
computation comparators and power comparators
. The global monitoring of the computer.
The correct operation of the mode is checked:
. For the ELAC: if the normal law is not executed. The ELAC then turns to the standby law on the roll axis.
. For the AP:
if the acquisition of the AP-engaged signal is not correct
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or if the status of the peripherals does not allow the achievement of the function (dual failure of the
ADIRS).
The AP disconnects and the system returns to the manual mode without FAC disconnection.
The loss of the yaw damper function is indicated on the display unit of the ECAM system:
. Loss of one channel:
YAW DAMPER 1 or 2 amber warning
. Total loss:
YAW DAMPER 1 + 2 amber warning + chime.
D. Monitoring of Yaw Damper Function
(Ref. Fig. 22-63-00-16300-A - Monitoring of Yaw Damper - Block Diagram)
The block diagram given below shows the organization of this function and the various types of monitoring
which are integrated.
These are:
. Monitoring of the IRS function through a vote on the yaw rate and lateral acceleration parameters (Ref.
22-65-00-00).
This ensures the availability of the manual and automatic functions in the event of a single detected or
undetected failure. It also ensures the availability of the alternate law upon a second detected failure.
. Monitoring of the ELAC and FMGC peripherals at the level of the ARINC buses and the hard-wired discretes
of engagement of these peripherals
. Limitation in amplitude (+ or - 20 deg.) and in speed (40 deg./s in manual control and 30 deg./s in AP).
. Monitoring of the computation through duplication and vote of the mid value of the deflection order among
three values:
. command deflection order
. monitoring deflection order
. null order (stability order).
This ensures the passivation of any erratic value and its elimination from the vote.
The voter circuit includes comparators:
. C3 comparator between the deflection order generated by one channel and the value finally voted. This
identifies the faulty channel.
. C1 comparator between the command and the monitoring voter. This comparator monitors the digital
section of the computer.
. Monitoring of the power channel through comparison (C2) between the deflection order and the position
feedback.
. In-flight monitoring of the pressurization status of the hydraulic systems.
. Monitoring of the transducers (Ref. 22-65-00-00).
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** On A/C ALL
5. Test Procedure
A. Computer
At power rise, during the safety tests, the sections specific to the yaw damper and mainly the hard-wired engage
logic, are validated.
B. Servo-Actuator
This test is introduced to minimize the time of risk of hidden failures which can affect the standby channel.
This test is used to check:
. The electrical continuity of the current amplifier up to the servovalve by introduction of a non-executed
fixed order (servo-actuator not validated)
. The pressure switch between the electrovalves (capability to trigger) (which can be tested only with the
hydraulic pressure applied).
The pressure switch is automatically tested with the hydraulic pressure coming from the engine (use of ENGINE
RUNNING data to launch the test).
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** On A/C ALL
YAM DAMPER
ORDER
AP ENGAGED
AP ENGAGED OR ELAC FAIL
ENGINE FAILURE
TURN COORDINATION
APPROACH
ELAC FAIL
ALTERNATE
RECOVERY
DAMPER
COMPU−
FAILURE
ENGINE
TATION
YAW
LAW
r ORDER
p ORDER
r ORDER
FMGC
ELAC
N_MM_226300_0_AAP0_01_00

Yaw Damper Function 22-63-00 PB001 Nov 01/11
Revision n˚: 12
KNA
POSITION FEEDBACK (TO COM)
SERVO ACTR 1
** On A/C ALL
FAC 1
FAC 1 SERVOVALVE LVDT
FAULT
BY PASS
OFF DEVICE
RUDDER PEDALS
PRESSURE
EV1 EV2
SWITCH
COMMAND LOGIC RUDDER

TRIM
(TO COM)
MONITORING LOGIC
PRIORITY
FAC - Architecture of Yaw Damper

FIGURE 22-63-00-12600-A SHEET 1
ORDER CENTERING
RUDDER
SLAVING MONITORING (TO MON)

S1
POSITION FEEDBACK (TO COM)
S2
SERVO ACTR 2
FAC 2
FAC 2 SERVOVALVE LVDT
RVDT
FAULT
BY PASS
DEVICE
OFF
@A318/A319/A320/A321
PRESSURE
EV1 EV2
SWITCH
COMMAND LOGIC
22-63-00 PB001
(TO COM)
MONITORING LOGIC
SLAVING MONITORING (TO MON)
N_MM_226300_0_ACP0_01_00
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KNA
28V/400Hz
** On A/C ALL
RVDT PWR SPLY
A/C GROUND
RVDT SIGNAL
RVDT FEEDBACK
RVDT SIGNAL
A/C GROUND
RVDT
Actuator
LVDT PWR SPLY
A/C GROUND
FIGURE 22-63-00-14100-A SHEET 1

EV1 CONTROL ELECTROVALVE 1
A/C GROUND
Interconnections between FAC and Yaw Damper Servo-

EV2 CONTROL ELECTROVALVE 2
A/C GROUND
PRESSURE SW BY PASS PRESSURE SW

FAC GROUND
COMMAND SERVOVALVE SERVOVALVE
CONTROL
@A318/A319/A320/A321
CHASSIS GROUND
LVDT SIGNAL Y1
LVDT FEEDBACK
LVDT SIGNAL Y2
22-63-00 PB001
FAC YAW DAMPER SERVO ACTR
N_MM_226300_0_AJM0_01_00
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KNA
Vc CLEAN
CONFIG
** On A/C ALL
r1
WASH K1 WASH K2
Vc
Ay A
FILTER THRESHOLD K3
SYNCHRO
T/O OR GA
OR RUNWAY B
LAND
Yaw Damper Control-Law

AP ENGD
PPA
FIGURE 22-63-00-15800-A SHEET 1

LIMIT K4 FILTER RATE rsm
SYNCHRO LIMIT
LIMIT
pf TO RUDDER TRIM
r FMGC
ELAC
FAILURE
r ELAC
r ALTERNATE
CONFIG
@A318/A319/A320/A321
r1 r ALTERNATE
WASH K LIMIT
GROUND POSITION
22-63-00 PB001
YD OP SERVO ACTR POSITION
N_MM_226300_0_AEM0_01_00
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KNA
YAW VRCOM
** On A/C ALL
YAW MONG 26 VAC

C2 YAW VXCOM
C2
C1 C3
ADIRS 1 LVDT
ADIRS 2 YAW
VOTER LAWS LIMITS VOTER RVDT
ADIRS 3 YAW VOTED ACTUATOR
C3
FMGC
ELAC
C1
FIGURE 22-63-00-16300-A SHEET 1

YAW DMD CMD SOFT HARD
Monitoring of Yaw Damper - Block Diagram

YAW DMD MON
YAM MONG 26VAC YAM VRCOM
C1
YAW VXCOM
C2
LOGIC
C3
ADIRS OWN
YD
ADIRS 3 LAWS LIMITS VOTER
IMAGE
FMGC
ELAC
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22-63-00 PB001
N_MM_226300_0_AGM0_01_00
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YAW DAMPER COMPUTATION - ADJUSTMENT/TEST

** On A/C ALL
Task 22-63-00-710-001-A
Operational Test of the Yaw Damper Function
Make sure that the Yaw Damper System N˚1 (N˚2) operates correctly.
PTU
34-14-00-740-001-A Interface Test of the IR
3. Job Set-up
Subtask 22-63-00-860-050-A
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
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(2) Do the EIS start procedure (ECAM system only) (Ref. TASK 31-60-00-860-001-A).
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
. Get the F/CTL page.
. Set the OFF/NAV/ATT selector switch related to IR3 to NAV.
. Make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are in the OFF
position.
. Make sure that the FAC1 and the FAC2 pushbutton switches are pushed (the FAULT and OFF
legends are off).
Subtask 22-63-00-865-050-A

4. Procedure
Subtask 22-63-00-710-050-A
A. Operational Test of the Yaw Damper Function
ACTION RESULT
1.On the FLT CTL panel 24VU(23VU):
. Release the FAC2(FAC1) pushbutton switch. . On this pushbutton switch, the OFF legend comes on.
2.On the center pedestal, on one MCDU:
TASK 31-32-00-860-010-A).
. Push the line key adjacent to the IR3 indication. The IR3 page comes into view.
. Get acces to the INTERFACE TEST of the IR3 (Ref.
TASK 34-14-00-740-001-A).
NOTE : For the test below, ignore the warnings and the
attitude changes.
3.Push the line key adjacent to the START TEST . The rudder moves to the left, then slowly moves back
indication. to zero.
4.Push the line key adjacent to the RETURN (TEST . The rudder moves to the right, then slowly moves back
STOP) indication. to zero.
. Push the the line key adjacent to the RETURN . The CFDS MENU page comes into view.
indication until the CFDS menu page comes into view.
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ACTION RESULT
6.On the FLT CTL panel 24VU(23VU):
. Push the FAC2(FAC1) pushbutton switch. . On this pushbutton switch, the OFF legend goes off.
5. Close-up
Subtask 22-63-00-860-051-A
29-10-00-864-003-A).
OFF.
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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CONFIGURATION AND OPERATIONAL SPEED COMPUTATION -

** On A/C ALL
1. General
The Flight Augmentation Computer (FAC) fulfills several functions independently of the engagement status of the
FLT CTL/FAC pushbutton switches.
These functions are necessary for:
. The control of the speed scale on the Primary Flight Displays (PFDs).
. The adaptation of gains of the Flight Management and Guidance Computer (FMGC) and Elevator Aileron
Computer (ELAC).
. The distribution of signals for the FMGC control laws
. The protection of the flight envelope in automatic flight (speed limits for the FMGC, alpha-floor for the
autothrust)
. The display of the flap/slat maneuver speed
. The windshear warning (pin program activation)
. The low energy warning
. The display of the positions of the control surfaces.
The FAC therefore computes:
. The weight and the center of gravity
. The characteristic speed data
. The aerodynamic flight-path angle and the potential flight-path angle
. The alpha-floor protection
. The position of the rudder trim for the ECAM system
. The position of the rudder travel limiter for the ECAM system.
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** On A/C ALL
A. Presentation of Characteristic Speed Data
(Ref. Fig. 22-64-00-11200-A - Interconnections Between FAC and Users)
The characteristic speed data are presented on the PFDs through the Display Management Computers (DMC).
. The FAC1 transmits data to Captain’s PFD
. The FAC2 transmits data to First Officer’s PFD.
The transmitted data are validated from:
. The status matrices of the transmitted labels
. The FAC HEALTHY hard-wired discrete.
If a failure affects at least one label or the computer itself, the associated DMC is automatically switched to the
opposite FAC.
In the event of a DMC failure, the associated PFD is switched to the DMC3.
In addition to that, the indication ADC DISAGREE appears on the display unit of the ECAM system when the
ADC source used in the FAC is not the one selected by the pilot.
Since the FAC specifically processes ADIRS data (Ref. 22-65-00-00), this ensures that the characteristic speed
data remain displayed:
. At first detected or undetected failure of the ADIRS by the same FAC
. At second detected failure of the ADIRS by the FAC associated with the remaining ADIRS.
The FAC processes the display logic of the various speed data mainly through the positioning of the label status
matrices:
. F/W : source-change order
. NCD : cancellation order for the considered label.
The information transmitted to the FMGC (speed data, weight, center of gravity, flight-path angle, alpha-floor)
is processed from:
. The validity of the status matrices
. The FAC HEALTHY hard-wired discretes.
B. Definition and Symbols
(1) Definition and presentation of speed data on PFD
(Ref. Fig. 22-64-00-12900-A - FAC Data on the Speed Scale of the PFD (Sheet 1/2))
(Ref. Fig. 22-64-00-13000-A - FAC Data on the Speed Scale of the PFD (Sheet 2/2))
-------------------------------------------------------------------------------
! SPEED ! DEFINITION ! PRESENTATION ! PRESENTATION ON PFD !
!--------!---------------------!------------------!---------------------------!
! VSW ! According to ELAC ! After lift-off ! Red checkered tape at !
! ! Alpha Protection ! in direct law ! the bottom of the scale !
! ! ! only ! !
!--------!---------------------!------------------!---------------------------!
!VALPHA ! Speed corresponding ! After lift-off ! Amber and black strip at !
!PROT ! to ELAC Alpha ! in Normal Law ! the bottom of the scale !
! ! Protection ! ! !
!--------!---------------------!------------------!---------------------------!
!VALPHA ! Minimum Speed ! After lift-off ! Red strip at the bottom !
!LIM ! corresponding to ! in Normal Law ! of the scale !
! ! ELAC Alpha ! ! !
! ! Protection ! ! !
!--------!---------------------!------------------!---------------------------!
! ! 1.13 Vs 1g takeoff ! ! Amber strip at the !
! VLS ! 1.23 Vs 1g elsewhere! Ditto ! bottom of the scale !
! ! 0.2 g/buffeting ! ! !
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! ! 1.28 Vs 1g in clean ! ! !
! ! configuration ! ! !
!--------!---------------------!------------------!---------------------------!
! ! Drift Down Speed ! Clean configura- ! O !
! VMAN ! ! tion ! Green dot !
!--------!---------------------!------------------!---------------------------!
! V3 ! 1.18 Vs 1g of 18/10 ! Flaps extended ! F !
! ! ! except full ! !
! V4 ! 1.18 Vs 1g of 0/0 ! Only slats ! S !
! ! ! extended ! !
!--------!---------------------!------------------!---------------------------!
! VFE ! Max flap and slat ! Flaps or slats ! Red checkered tape at the !
! ! extended speed ! extended ! top of the scale !
! VLE ! Max landing gear ! Landing gear ! !
! ! extended speed ! extended ! !
!--------!---------------------!------------------!---------------------------!
! VC ! Airspeed tendency ! After ! Pointer initiating in !
! TREND ! ! lift-off ! computed airspeed symbol !
!--------!---------------------!------------------!---------------------------!
! VM0 ! VM0 + MM0 ! Ditto ! Red checkered tape at the !
! ! ! ! top of the scale !
!--------!---------------------!------------------!---------------------------!
! VMAXOP ! 0.2 g with respect ! Ditto except if ! Not presented !
! ! to buffeting ! VMAX OPP<VM0 ! !
!--------!---------------------!------------------!---------------------------!
! ! Predictive VFE at ! Z<20,000 ft. ! Two amber strips !
! VFEN ! next flap/slat ! Not presented in ! !
! ! position ! full position ! !
-------------------------------------------------------------------------------
The signification of the different speed data is given below:
. VSW : stall warning speed
. VALPHA PROT : speed corresponding to angle-of-attack reached when ELAC Alpha Protection is
triggered.
. VALPHA LIM : minimum speed which can be reached in ELAC Alpha Protection
. VLS : lower selectable speed for a given configuration
. VMAN (Green dot) : maneuvering speed:
This speed represents the drift down speed which corresponds to the optimum speed (max. lift-to-drag
ratio) in the event of engine failure.
. V3 and V4 : minimum flap and slat retraction speed
V3(F) = minimum flap RETRACTION speed
V4(S) = minimum slat RETRACTION speed
. VMAX : maximum allowable speed
It determines a maximum value not to be exceeded. It represents, depending on the configuration, the
smallest value of the following:
VFE = maximum flap and slat extended speed
VLE = maximum landing gear extended speed in clean configuration
VM0/MM0 = maximum operating limit speed
. VMAXOP : maximum selectable speed
. VC TREND : airspeed tendency.
It corresponds to the speed increment in 10s with the actual acceleration of the aircraft
. VFEN : in landing phase, it corresponds to the VFE at next flap/slat position.
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** On A/C ALL
3. Operation
A. Speed Computation Principle
(Ref. Fig. 22-64-00-14400-A - Speed Computations - General Architecture)
The computation principle is based on the fact that most of the presented speed data are function of the
weight.
As the weight changes slowly, this parameter is frozen upon modification of the configuration (e.g. : speedbrakes
or control surfaces extended, deceleration, turn) to avoid transients on the speed presentation.
On the ground, weight and XG initializations are made through the FMS.
In cruise phase (Zp >15,000 ft and Vc >250 kts), updating computations are performed by engine consumption
laws approximated in the FAC.
The sequence of the computations (which lead to generation of characteristic speed data) and the parameters is
shown in the figure.
The computation is initiated from the curves Cz max and from the conditions of equilibrium of the aircraft with
thrust and balance correction. This permits to obtain the stall warning speed Vs 1g.
From Vs 1g, the FAC computes the aircraft weight taking into account:
. The equilibrium incidence
. The equilibrium speed
. The thrust
. The center of gravity
. The altitude.
Beyond the computation range, the computation of the weight is frozen.
The weight is re-aligned through a correcting fuel-used term previously defined in the FAC.
The following is deduced from the weight computation:
. Computation of the center of gravity according to the stability plane, altitude, configuration and speed.
In order to harmonize the FAC and FMS characteristic speeds displayed on the PFDs and on the MCDUs (basic
or optional), the FAC uses the FM weight and CG to compute characteristic speeds (VLS, green dot, S, F).
(Ref. Fig. 22-64-00-14700-B - Speed Computation - Use of FM Weight/CG)
List of Abbrevations:
Az1 = Vertical acceleration with respect to aircraft centerline
AOA = Voted angle-of-attack
Vc = Corrected airspeed
N1R and N1L = Left or right engine thrust
Phi = Bank angle with respect to aircraft centerline
Teta = Pitch attitude
Z˚˚ = Vertical acceleration with respect to reference
VZBI = Baro inertial vertical speed
M = Mach number
S/F = Slat/flap position
XG = Center of gravity
Z = altitude
AB = Speedbrakes
mFMS = Weight given by FMS
t(s) = Time
MLGS = Landing gear shock absorber compressed
Delta N1 = Delta between N1 command and N1 actual
m(t) = Weight as a function of time (consumption law)
iH = THS position
PS = Static pressure
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B. Computation of Aerodynamic Flight-Path Angle (Gamma-a) and Potential Flight-Path Angle (Gamma-T)
(Ref. Fig. 22-64-00-15100-A - FAC - Computation of Aerodynamic Flight-Path Angle (Gamma-a) and Potential
Flight-Path Angle (Gamma-T))
These data which are necessary for the FMGC control laws are calculated and duplicated in the FAC.
C. Computation of Alpha Floor Protection
(Ref. Fig. 22-64-00-15500-A - Alpha Floor _ Computation and Interface)
(Ref. Fig. 22-64-00-15600-A - FAC - Alpha Floor)
The alpha floor protection is calculated in the FAC but not duplicated.
This function permits:
. To protect the aircraft against excessive angle-of-attack.
To do this, a comparison is made between the aircraft angle-of-attack and predetermined thresholds
function of configuration.
Beyond the thresholds, the FAC transmits a command signal to the autothrust which will apply full thrust.
. To protect the aircraft against longitudinal wind variations in approach by determining a wind acceleration
(deduced from the difference between ground acceleration and air acceleration).
At the second detected or undetected failure of the ADIRS, the alpha-floor signal is no longer available.
The ELAC direct computation of the alpha floor protection is taken into account directly as soon as the first
detection is made either by the FAC or by the ELAC.
D. Rudder Trim Position
(Ref. Fig. 22-64-00-15700-B - ECAM - RTL / Rudder Trim Position)
The actual position of the rudder trim (rudder position) is sent to:
. The rudder trim indicator
. The ECAM system
. On the label 313.
This position is validated by:
. The status matrix which turns to:
. NCD if the RUD TRIM function is not available
. F/W in the event of a computer failure.
. The FAC HEALTHY hard-wired discrete.
A flag appears if the signal is not available.
E. Rudder Travel Limiter
The actual position of the rudder travel limitation unit is sent to the ECAM system (F/CTL page).
This position is validated by the status matrix which is NO only if RVDT sensor monitoring is healthy.
In normal operation, the TLU indexes are displayed in green, else a flag appears.
F. Windshear Warning
(1) General
The windshear is a sudden change in wind direction and/or speed over a relatively short distance in the
atmosphere. This can have an effect on aircraft performance during takeoff and landing phases.
In windshear conditions, the principle is to reduce the detection threshold according to the detected
windshear in order to get the possibility of performing a go around maneuver sooner.
(Ref. Fig. 22-64-00-16700-A - Windshear Detection Principle)
(2) Warning
(Ref. Fig. 22-64-00-16900-A - Windshear Architecture)
The FAC which fulfills detection function generates the signals necessary to output the windshear warning.
This warning is activated on condition that:
. The windshear function is activated through pin programming
. A windshear condition is detected
. The aircraft is in takeoff or landing phase (altitude and flaps/slats configuration conditions)
. Specific monitoring functions do not detect any windshear function defect.
Crew is aware of the windshear warning through:
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. The red WINDSHEAR message which comes into view on the PFDs above the horizon line (sky area)
. The ’windshear’ aural warning which is broadcast three times.
When the parameters which elaborate this warning are no longer valid, the windshear warning is
inhibited in associated FACs.
When both FACs cannot generate this warning (double inhibit), associated amber level 2 warning
message is triggered by the FWC upon slat extension and displayed on the upper ECAM DU.
(3) Computation
It consists in making a comparison between the instantaneous energy situation of the aircraft or its short
term predictable situation, and the minimum energy situation for aircraft security.
To do so, it is necessary:
. To detect longitudinal winds (head wind or tail wind) combined or not with a down draft.
. To generate a warning, independent from alpha floor, on the basis of existing structure of the same
alpha floor by incrementing the angle of attack value of the aircraft with equivalent angles of attack
due to wind detections. This allows a certain anticipation with respect to a normal alpha floor law
mainly based on the aircraft angle of attack.
. To display this warning and possibly to indicate that it is not available.
. Through FD or AP takeoff or go around (SRS law) modes, to follow a safe path in case of windshear
detection.
(4) Test
This test permits to check that the system transmits and presents:
. visual and aural indications of the WINDSHEAR warning
. messages to indicate the loss of the function.
It is performed through the Centralized Fault Display System (CFDS) by means of the MCDU (aircraft on
ground with engines stopped).
It is activated by selecting the following functions on the MCDU:
. CFDS
. SYSTEM REPORT/TEST
. AFS.
Then it is necessary to scroll the various MCDU pages.
(Ref. Fig. 22-64-00-17100-A - MCDU - AFS/Windshear Test)
NOTE : For AFS/WINDSHEAR TEST-3 & -6 pages, when the predictive windshear function is active:
. on the EWD, make sure that the REAC W/S DET FAULT message (and not the WINDSHEAR
DET FAULT message) is shown.
. on the STATUS page, make sure that the REAC W/S DET message (and not the
WINDSHEAR DET FAULT message) is shown.
G. Low Energy Warning
(1) General
The Low Energy Function is to prevent the A/C from entering a low energy situation by alerting the pilot
through an audio warning: ”SPEED...SPEED...SPEED”.
Pilot has to increase thrust and low energy warning disappears as soon as:
. Thrust level is high enough or
. Alpha floor protection is triggered or
. Pitch go around mode is triggered.
Low energy warning is available in configuration 2, 3 and FULL and between 100 ft and 2000 ft RA.
(Ref. Fig. 22-64-00-17500-A - Low Energy Warning Principle)
(2) Warning
(Ref. Fig. 22-64-00-17600-A - Low Energy Warning Architecture)
KNA Page 6
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Revision n˚: 12
@A318/A319/A320/A321
A combination of angle-of-attack, flight-path angle and deceleration is computed and compared to a
threshold, depending on slat/flap configuration, typically 0.4 deg. to 1 deg. lower than alpha floor
threshold.
When the result of the combination is above this threshold for more than 0.5 sec, low energy condition is
triggered for at least 3 sec and sent to the FWC that elaborates the audio warning.
(3) System aspects
The low energy detection is not duplicated.
KNA Page 7
22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
FAC BUS SELECTION
COMPUTATION
FMGC 1
BUS GENERAL 1
COMPUTATION
ARINC PFD CHAN.
ADIRU 1 CMD
FAC 1 HEALTHY AUTOMATIC

INPUT RECONFIG SPEED SCALE FAC 1
CMD HARD−WIRED DISCRETE
C
MON DMC 1
COMPUTATION PFD CHAN.

CAPT PFD
MON
FAC 1
DMC 3
ADIRU 3
SPEED SCALE FAC 2
BUS GENERAL 2 PFD CHAN.

COMPUTATION
ARINC
CMD
DMC 2 F/O PFD
FAC 2 HEALTHY
CMD HARD−WIRED DISCRETE

C
MON
COMPUTATION
COMPUTATION
ADIRU 2
MON FAC BUS SELECTION
FAC 2
FMGC 2
SWITCHING
EIS DMC
NORM
CAPT F/O
3 3
EIS DMC
SELECTOR
SWITCH
N_MM_226400_0_AAM0_01_00

Interconnections Between FAC and Users 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SPEED
SCALE
A
PFD
180 MAXIMUM SPEED (V MAX)
160
GREEN DOT MANEUVERING SPEED (V MAN)
AIRSPEED TENDENCY (Vc TREND)
140 S MINIMUM SLAT RETRACTION SPEED (V4)
F MINIMUM FLAP RETRACTION SPEED (V3)

AMBER STRIP
LOWER SELECTABLE SPEED (VLS)
120
STALL WARNING SPEED (VSW)
N_MM_226400_0_ADM0_01_00

FAC Data on the Speed Scale of the PFD (Sheet 1/2) 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
VMO/MMO
VFE
180
160
140
V ALPHA−PROT
120 V ALPHA−LIM
N_MM_226400_0_AFM0_01_00

FAC Data on the Speed Scale of the PFD (Sheet 2/2) 22-64-00 PB001 Nov 01/11
Revision n˚: 12
KNA
Xg S/F Z MLGS t (0)
** On A/C ALL
INIT WEIGHT INIT XG
Az1 mFMS Z MLGS

S/F DELTA N1
AOAV VS M Vc DELTA q
Z
Vc VSN VS m (t) XG cal Xg
WEIGHT XGcal XG
N1 R PHI 1
AB IH S/F
N1 L VZBI S/F
Vsn
Z°° XG FMS
Vc
FIGURE 22-64-00-14400-A SHEET 1

PHI 1
m (t) VScal
AOAV GAMMA A
Speed Computations - General Architecture

TETA (GAMMA T− AB
VLS
GAMMA A)Vc S/F VMAX
M
Az1 VMO VMAX OP
Ax1 PS VFEN. VScal
GAMMA T
VZBI M VLS. VMAX, VMAX OP, VFEN
M Z
Vc MLGS
MLGO
GAMMA T−GAMMA A
S/F
m (t) VSW
@A318/A319/A320/A321
Vc
ALPHA VSN V3
ALPHA FLOOR VSW V3. V4. VMAN. VCTREND
AOA SEL Z V4
FLOOR
Vc VMAN
22-64-00 PB001
S/F
APPROACH SPEED TARGET VC TREND
N_MM_226400_0_AEP0_01_00
Page 11
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Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
− CHECK GW
*
− VLS, GD, S, F
F(FMS WEIGHT)
MCDU
CHECK
INIT WEIGHT/CG SPEEDS
GW
FM
FAC WEIGHT/CG
CONTROL LAWS
− SPEED TARGET
− OPER. LOGIC
FG − SPEED PROT
FM WEIGHT/CG
ELAC
INIT AERODYNAMIC CONTROL LAWS

WEIGHT/CG
FAC
VLS, GD, S, F DMC PFD
N_MM_226400_0_AEN0_01_00

Speed Computation - Use of FM Weight/CG 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
FILTER
FILTER
K2
K3
Vc
K1
(1 + az1)
Vzbi
ax 1
N_MM_226400_0_AJM0_01_00

FAC - Computation of Aerodynamic Flight-Path Angle 22-64-00 PB001 Nov 01/11
(Gamma-a) and Potential Flight-Path Angle (Gamma-T) Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
C1
1 OK
C2
C3
1
2 VOTER VOTED
3
FULL THRUST
FAC OWN
FLOOR SEL TARGET THRUST
274 DETECTION
LD FLOOR
1 OK = BIT 29 MODE LOGIC
F(F/S)
WINDSHEAR
COMPENSATION A/THR ENGD
CLEAR LOGIC
CONFIGUATION
p1
F/S POSITION
ELAC DETECTION
A/THR ACT EIU1
LOGIC ENGINE 1
ALTERNATE FMGC ECU1
SIDE
LAW BUS SELECTION
FMGC 1 CHOICE LOGIC
FAC 1 LOGIC
p2
EIU2 ENGINE 2
ECU2
FLOOR DETECTION SAME AS

SAME AS FAC 1 FMGC 1
FMGC2
FAC 2
N_MM_226400_0_ALP0_01_00

Alpha Floor _ Computation and Interface 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
CONFIGURATION
FLOOR DETECTION
AIRBRAKES
CLEAN
0
OUT
LIMIT
LIMIT
K2
K
WASH
FILTER
COMPARISON
COMP
B
A
FILTER
B
FILTER
REF
LIMIT
K1
DEV
CONF
S
T
Vc
a
N_MM_226400_0_ANP0_01_00

FAC - Alpha Floor 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
RUD
GBY
1 − RTL POSITION
2 − RUDDER TRIM POSITION
N_MM_226400_0_AQN0_01_00

ECAM - RTL / Rudder Trim Position 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
1 + A COMP WINDSHEAR
1 + 3s + DETECTION
B A B
SEUIL
S/F POSITION
N_MM_226400_0_AAP0_01_00

Windshear Detection Principle 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
C1
1 OK
C2
C3
SAME AS FAC 1
1
2 VOTER VOTED
3
1 OK
LD
= L146 BIT29
F(F/S)
CONF LISSE WINDSHEAR DETECTION
WINDSHEAR
COMPENSATION
ADL OK
CLEAN IRS OK
R/A OK WINDSHEAR AVAILABLE
CONFIGURATION
L146 BIT28
F/S POSITION
PFD 1 PFD 2
FAC 2
DMC 1 DMC 2
FWC 1 FWC 2
ECAM
DISPLAY
AURAL WARNING AURAL WARNING N_MM_226400_0_AGP0_01_00

Windshear Architecture 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A FS
M A I N MENU
1L L AS T LEG REPORT 1R NEXT
2L PRE V I OUS LEGS REPORT 2R
PAGE
3L TROUBLE SHOOT I NG DATA 3R
4L GROUND SCAN / L RU I DEN T 4R − − − ACT I ON ON 1 ST MCDU − − −
1L PRESS T E S T L I N E KEY 1R
5L AFS TEST L AND TEST 5R − − − − − CHECK ON PFD2 − − − − − −
2L RED WI NDSHE AR MES SAGE 2R
6L RE TURN /WI NDSHE AR TEST 6R DUR I NG 1 5 SEC
3L − − − − − − − AUD I O CHECK − − − − − − 3R
WI NDSHE AR 3 T I MES
4L TEST 4R
5L YES PRESS NO 5R
ACT I ON − − − − − − − 6L END OF TEST 6R
1L BOTH EN G I NES S TOPPED 1R
ALL BRE AKERS − − − − ON
2L FAC1 − − − − − − − − − − − − ENG AGED 2R AFS /WI NDSHE AR TEST − 6
FAC2 − − − − − − − − − − − − OFF − − − − − CHECK ON ECAM − − − − − −
3L ON THE SWI TCH I NG PNL 8VU 3R 1L WI NDSHE AR D E T FAUL T 1R
SELECT A I R DAT A CAPT 3 − − − − − − − − − ACT I ON − − − − − − − − −
4L THEN A I R DAT A F /O 3 THEN 4R 2L SELECT ST A TUS P AGE 2R
A I R DATA NORM ON ECAM
5L PRESS NEXT PAGE 5R 3L − − − − − CHECK ON ECAM − − − − − − 3R
WI NDSHE AR D E T
6L END OF TEST 6R 4L 4R
5L YES PRESS NO 5R
NEXT 6L END OF TEST 6R
PAGE

− − − ACT I ON ON 1 ST MCDU − − − AFS /WI NDSHE AR TEST − 7
1L PRESS T E S T L I N E KEY 1R − − − − − − − − − ACT I ON − − − − − − − −
− − − − − CHECK ON PFD1 − − − − − − 1L FAC 1 − − − − − − − − − − − − ENG AGED 1R
2L RED WI NDSHE AR MES SAGE 2R
2L 2R
DU R I NG 1 5 SEC
3L − − − − − − − AUD I O CHECK − − − − − − 3R
3L 3R
WI NDSHE AR 3 T I MES
4L TEST 4R WI NDSHE AR TEST OK
4L 4R
5L YES PRESS NO 5R
5L 5R
6L END OF TEST 6R
6L END OF TEST 6R
AFS /WI NDSHE AR TEST

− − − − − − − − − ACT I ON − − − − − − − −
1L FAC 1 ( 1 , 2 ) − − − − − − − ENG AGED 1R
− − − − − CHECK ON ECAM − − − − − − 2L 2R
1L WI NDSHE AR D E T FAUL T 1R
− − − − − − − − − ACT I ON − − − − − − − − − 3L 3R
2L SELECT ST ATUS P AGE 2R
ON ECAM 4L 4R
3L − − − − − CHECK ON ECAM − − − − − − 3R
WI NDSHE AR TEST
WI NDSHE AR D E T 5L NOT COMPLETE D 5R
4L 4R
6L END OF TEST 6R
5L YES PRESS NO 5R
6L END OF TEST 6R
NOTE: FOR AFS/WINDSHEAR TEST −3 & −6 PAGES.
AFS /WI NDSHE AR TEST − 4 1 WHEN THE PREDICTIVE WINDSHEAR

− − − − − − − − − ACT I ON − − − − − − − − −
1L FAC2 − − − − − − − − − − − − ENG AGED 1R FUNCTION IS ACTIVE, MAKE SURE THAT
FAC 1 − − − − − − − − − − − −OFF THE REAC W/S DET MESSAGE (AND
2L 2R
NOT THE WINDSHEAR DET MESSAGE)
3L 3R SHOWS ON THE EWD (IN THE INOP
4L 4R
SYS SECTION OF THE STATUS PAGE).
5L PRESS NEXT PAGE 5R
6L END OF TEST 6R FUNCTION IS ACTIVE, MAKE SURE THAT
THE REAC W/S DET FAULT MESSAGE
(AND NOT THE WINDSHEAR DET FAULT
MESSAGE) SHOWS ON THE EWD.
N_MM_226400_0_ACN0_01_00

MCDU - AFS/Windshear Test 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
WARNING
ENERGY
LOW
MTRIG
3s
CONF
0.5s
COMP
A B
A
−FLOOR
2000
2
S/F
+
−
Z RA
MTRIG
4s
LOW ENERGY AOA
100
+
+
LIMITS
GAINS
AND
PITCH G/A MODE

FILTERED AOA
GROUND
DV
DT
FILTERS
GAINS
AND
+
−
COMPUTED
V GROUND
V ZBI
AOA
S/F
A
T
N_MM_226400_0_AHP0_01_00

Low Energy Warning Principle 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
"SPEED"
FWC 2
FWC 1
LOW ENERGY DETECTION
LOW ENERGY DETECTION
FAC 2
FAC 1
N_MM_226400_0_AKP0_01_00

Low Energy Warning Architecture 22-64-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
ENGAGEMENT AND INTERNAL MONITORING - DESCRIPTION

AND OPERATION
** On A/C ALL
1. General
Each Flight Augmentation Computer (FAC) includes two independent computation channels with digital processors.
The engagement and monitoring principles ensure:
. Safe operation through the failure detectors
. Maximum availability through the reconfigurations further to failures.
These principles are:
. Duplication of the monitoring circuits (engage and monitoring logic)
. Utilization of hard-wired logic for the sensible parts of the system (engage circuit, actuator control circuit, circuit
of global internal monitoring)
. Monitoring of the peripherals by the FAC:
. Failures detected by self-test through monitoring of the parameter status matrix. These failures are not latched.
. Failures not detected by self-test which deal with critical information through comparison of different sensors
(two-by-two comparison or passivation through voters) or validation of a data bus by a hard-wired discrete.
. Monitoring of the computer by self-monitoring of the computation channels (comparison) specific monitoring:
. Aircraft 28V power-supply application software (real-time monitor)
. Watchdog
. ARINC sequencers
. Oscillation detectors transmission monitoring.
KNA Page 1
22-65-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
Each FAC comprises these devices for function monitoring:
. An engagement device per FLT CTL/FAC pushbutton switch common to the yaw damper, rudder trim and
rudder travel limiting functions.
. Global internal monitoring of the computer in software (real-time monitor) and hard-wired circuitry (FAC
HEALTHY, watchdog)
. Monitoring specific to the functions fulfilled:
. In the software
. In the hard-wired circuitry for the actuator controls, the changeover
signals and the warnings.
. Monitoring of reconfiguration of certain peripherals
. Monitoring of sensors.
Each monitoring circuit is duplicated (one logic in the command channel and another one in the monitoring channel).
Some signals are exchanged between the two channels in the hardware and software parts
(watchdog, power supply monitoring).
The logic circuits specific to the functions lead to the loss of the considered function without illumination of the
FAULT legend. The result of the failure is memorized in flight only (engine-running signal to allow or not allow the
reset).
The logic circuits common to all the functions lead to the total loss of the FAC with illumination of the FAULT
legend. The result of the failure is memorized in a material flip-flop.
The reset will be possible only upon manual action by the pilot on the FLT CTL/FAC pushbutton switch. This action
reactivates the watchdog and the microprocessor.
The whole computer can be disengaged through action on the pushbutton switches.
KNA Page 2
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Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
3. Operation
A. Connection with FLT CTL/FAC Pushbutton Switches
(Ref. Fig. 22-65-00-12300-A - FAC Engagement Principle)
Each FAC is associated with an engagement pushbutton switch located on the FLT CTL panel, on the overhead
panel.
This pushbutton switch serves for:
. The engagement or the disengagement of all the FAC functions:
. Engagement status : no indication on the pushbutton switch
. Disengagement status : the OFF legend is on
. The indication of FAC failures with the FAULT legend. This authorizes a pilot action (FAULT/OFF) to
reset the digital section of the FAC.
If the action is operative, the FAULT legend goes off and the system can be re-engaged.
Therefore, in normal operation the legends are off.
In abnormal operation, these indications are given:
. Computer not energized or not installed:
. FAULT legend on ; ECAM warning.
. FAC failures specific to one function:
. FAULT legend off ; ECAM warning.
. Common FAC failures which can be reset:
. FAULT legend on with possible reset by the pilot ECAM warning.
. Power-supply transient failures:
. FAULT legend on with possible reset by the pilot.
. FAC failures on the ground with engines shut down:
. FAULT legend with automatic reset at failure suppression.
B. Global Internal Monitoring of the Computer
(Ref. Fig. 22-65-00-14000-A - Monitoring of the Computer)
The correct operation of the computer (acquisition, digital section, correct running of the program, transmission,
etc.) is checked from:
. A boolean signal INTERNAL MONITORING generated by the software. This signal takes into account all
the monitoring functions of the channel
. A FAC HEALTHY discrete signal used as a condition necessary for:
. The effective engagement of the FAC functions,
. The validation of the FAC data for the users.
(1) INTERNAL MONITORING signal
This signal is generated from the signals given below:
. Internal power-supply monitoring
. Monitoring of the correct execution of the safety test of the digital section.
. Monitoring of the ARINC transmission:
. Through wrap-around of the main bus on the monitoring channel by comparison of the received
discrete word 274 with the discrete word 274 generated in the monitoring channel
(Ref. Fig. 22-65-00-14100-A - Verification of FAC ARINC Transmissions)
. Monitoring of the ARINC acquisition through verification of the automaton which organizes the
management of the acquisition
. Verification of the digital section by taking into account:
. The comparator between voters of the yaw damper
. The comparator between speed computations.
As these comparators monitor the command and the monitoring algorithms, a dissymmetry between
these computations implies a failure in the digital section.
KNA Page 3
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@A318/A319/A320/A321
(2) FAC HEALTHY signal
This hard-wired signal is used to:
. Illuminate the FAULT legend of the FLT CTL/FAC pushbutton switches
. Validate the information of the main bus of the FAC:
. Through the acquisition of this discrete by the users. Through setting of the transmitted labels to
F/W
. Authorize the engagement of the functions (use of the FAC HEALTHY signal wrapped around to
generate the changeover signals).
This signal is dependent upon:
. The INTERNAL MONITORING signal
. The nosewheel signal to avoid latching of possible failures on the ground
. The watchdog signal which monitors the correct execution of the software operations
. The REAL TIME HLTY signal which is the real-time monitoring signal of the application software (Ref.
para. (3)a.)
. The EXPT signal which is an exception procedure signal (Ref. para. (3)b.)
The FAC HEALTHY signal is latched in flight only.
It is activated as follows:
(a) Activation to fault status
This is achieved by:
. The watchdog signal
. The exception signal
. The FAC HEALTHY signal generated by the opposite side (C or M)
. The LPF signal : this signal is activated by the power supply block upon long cutoff (t more than
or equal to 200 ms)
. The INTERNAL MONITORING signal either directly or through an oscillation detector to take
into account the oscillations of the software which cause switching from good to bad status
alternately.
(b) Activation to good status
This is achieved:
. At power rise of the computer if the watchdog, EXPT and INTERNAL MONITORING signals are
good
. Through unlatching by action on the engagement pushbutton switch in flight.
The latter action resets:
. The watchdog
. The microprocessor.
The action which is taken into account is the disengagement of the FAC. Therefore, when the FAULT
legend on the FLT CTL/FAC pushbutton switch comes on, the pilot will attempt to re-initiate the
computation by disengaging the system.
At re-engagement, the system will be at the ON status if the reset has been effective.
(3) Monitoring of the digital section
The real-time monitor ensures the correct operation of the program through the execution of tasks. A
watchdog hardware circuit monitors this real-time monitor.
The content of the program is checked during the tests at power rise (check sum, signature).
(a) Real-time monitor
This monitor ensures the real-time monitoring of the program execution. To do this, it initiates the
application through the activation of tasks. It checks each task for discrepancies (exceeded calculating-
time limit):
. By confirmation upon n consecutive discrepancies
. Through oscillation detectors within a determined time.
The monitoring of all the tasks is grouped on an AND logic which acts on the FAC HEALTHY
hardware logic (boolean BRLTIME) through a watchdog.
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@A318/A319/A320/A321
(b) Monitoring of the exceptions
An exception results from an instruction which cannot be performed normally for these reasons:
. Either it does not follow the rules of the memory protection (protected mode of the CPU 80286)
. Or it leads to an erratic result
. Or the instruction itself is garbled (for example : dividing by zero)
All the types of exceptions (fifteen approximately) are grouped in every task.
The boolean BEXPT gathers all the exception monitoring functions.
This boolean acts on the FAC HEALTHY logic at the level of:
. The watchdog for its activation
. The logic.
C. Monitoring of Peripherals
(1) Monitoring of ADIRS data
(a) General
Some data from the ADIRS have a critical role in the architecture of the FAC.
Specific monitoring functions are integrated for these parameters:
. Yaw rate (yaw damper and engine failure recovery)
. Lateral acceleration (engine failure recovery)
. Corrected airspeed (rudder travel limiting)
. Angle-of-attack (calculation of characteristic speeds).
(b) Principle
The monitoring functions performed on the ADC and IRS labels must permit the elimination of the
affected source.
1 Failures detected from the processing of the status matrices:
These failures are not latched.
2 Failures not detected by self-test from:
. A 3 IRS-source vote for the yaw rate and the lateral acceleration
. A two-by-two comparison for the corrected airspeed
. A 3 ADC-source vote for the angle-of-attack.
These failures are latched.
The table given below
(Ref. Fig. 22-65-00-14800-A - Reconfiguration Table)
gives the consequences of the ADIRS failures on the FAC functions.
NOTE : In order to get a correct cross comparison of angle-of-attack in case of important side-slip,
angle-of-attack No.3 is corrected by side-slip compensation. The principle of recognition
and elimination of the source is:
. Corrected airspeed
(Ref. Fig. 22-65-00-14900-A - ADC Processing)
(Ref. Fig. 22-65-00-15000-A - Vc Monitoring Principle)
The three sources are compared two by two. When a source is involved in the tripping
of comparators (OWN source and source 3, OWN source and OPPOSITE source,
source 3 and OPPOSITE source), it is eliminated and the reconfiguration source can
be chosen (source 3). This result is sent to the monitoring channel to change the
computation source if required.
KNA Page 5
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Revision n˚: 12
@A318/A319/A320/A321
At the second failure : the gains which depend on Vc are frozen and the behaviour of
the system is contingent on the type of the second failure (detected or not)
(Ref. Fig. 22-65-00-15100-A - IRS Processing)
(Ref. Fig. 22-65-00-15200-A - Yaw Rate and Lateral Acceleration - Monitoring
Principle)
(Ref. Fig. 22-65-00-15300-A - Angle-of-Attack - Monitoring Principle)
. Yaw rate, lateral acceleration and angle-of-attack
The three sources are voted in the command channel. The source which is far enough
from the retained mid value is eliminated and replaced by a null value at the voter
input.
The result of the source elimination is used in the command and monitoring channels.
In the event of a second failure, the vote principle is no longer used. Reconfigurations
are shown in reconfiguration Table
(Ref. Fig. 22-65-00-14800-A - Reconfiguration Table)
(2) Monitoring of landing gear (LGCIU) and flap/slat (SFCC) data
(Ref. Fig. 22-65-00-15400-A - SFCC and LGCIU - Principle of Acquisition)
The FACs utilize the landing gear and flap/slat data in their computations. These data are used by the
FMGC.
Each FAC only receives one SFCC or LGCIU source. The computer utilizes these data after validation and
then transmits them.
In the event of non-validation of these data, the opposite source is retained.
Its information is transmitted through the bus of the opposite FAC.
If no source is available, fixed values are retained and transmitted.
(a) Data validation
Connection between the FAC and the sources is accomplished through:
. An ARINC 429 bus
. A hard-wired discrete.
The correct transmission of the bus is validated through a comparison of the same information
between a specific ARINC boolean and the value of the hard-wired discrete.
These values are used:
. For the SFCC: slats extended
. For the LGCIU: nosewheel compressed.
Particular validations are also used:
. Bit-by-bit check of the lever data for the SFCC
. Check of the surface jamming for the SFCC
. Check of consistency between the landing gears for the LGCIU.
(b) Fixed values
In case of total lack of data, these values are retained:
. position Full in landing gear extended configuration (dual SFCC failure)
. position 0/0 in landing gear retracted configuration (dual SFCC failure)
. position in landing gear retracted configuration (dual LGCIU failure).
(3) Specific monitoring of FMGCs and ELACs
The FMGCs and the ELACs generate the deflection orders which will be accomplished by the FAC.
Particular monitoring functions are integrated to ensure that the slaving is active.
(a) FMGC:
. Check for correct reception of the AP-engaged signals
. Transmission to the FMGC of a signal which indicates that the FAC no longer executes automatic
orders (AUTO MODE signal by boolean).
This signal disconnects the AP.
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(b) ELAC:
. Transmission to the ELAC of a hard-wired discrete signal (YAW IN NORMAL LAW) which
indicates the correct execution of the order.
This order serves to switch the ELAC to the roll direct law as necessary.
. Change to the alternate law controlled only by the ELAC to ensure synchronism of operation with
the SEC (Spoiler Elevator Computer).
D. Monitoring of Internal Power Supplies
(Ref. Fig. 22-65-00-15700-A - Monitoring of Internal Power Supplies)
Each processor has an independent power supply which delivers the +5V, -15V and +15V and the emergency
voltages for the safeguards.
Each processor monitors the normal voltages in a cross pattern. This ensures detection of 5 or 15V power-
variation greater than 5 % for more than 0.5 second.
To this end, the algebraic sum of the power supplies is acquired and compared to an expected value stored in
memory.
Beyond the defined threshold the internal monitoring is activated.
E. Monitoring of Sensors
(Ref. Fig. 22-65-00-16100-A - Sensors - Principle)
The analog inputs serve for the acquisition of 400 Hz signals of LVDT and RVDT sensors (these sensors give
the position feedback of the yaw damper, rudder trim and RTL actuators).
Each sensor delivers two analog voltages V1 and V2.
The principle of the sensor is such that the ratio
VX V1 - V2
-- = -------
VR V1 + V2
is proportional to the position X of the actuator.
The voltage VR is proportional to the supply voltage of the 26V sensor.
The ratio VX/VR is always strictly inferior to value 1 in normal operation. Each channel integrates a software
monitoring which compares VX/VR to a theoretical value function of the type of sensor (LVDT or RVDT). This
monitoring function therefore detects the cutoff of wiring inside and outside the sensor. It serves to eliminate the
channel related to this sensor.
(Ref. Fig. 22-65-00-16500-A - 26V/400 Hz Monitoring)
A 26V compensation is introduced by a comparison in the software between value VR (V1 + V2) and the
theoretical VR value obtained for a nominal 26V/400 Hz.
For a difference lower than 25 %, a compensation value is added.
For a difference greater than 25 %, a logic of behaviour under short cutoffs is used (Ref. 22-67-00-00).
This logic ensures:
. For short cutoffs (less than 200 ms) : the inhibition of the system without disconnection
. For long cutoffs : the disconnection of the system.
A specific software has been implemented in order to detect any jamming of rudder position transducer unit.
F. Safety Tests
(1) General
These tests permit to check the correct operation of the digital section and safety devices.
These tests are activated on the ground (nosewheel shock absorber compressed and both engines shut
down) after power cut-off greater than 4 seconds. Hardware inhibitions are provided (nosewheel signals to
avoid any untimely activation in flight).
These tests are automatic and last for 1 mn approximately. They are initiated in sequence in the command
and monitoring channels.
All the sequences must be present to validate the final result and enable the engagement of the system and
functions.
The test results are stored in non-volatile EEPROM and used in:
. The global logic of the FAC (common part test)
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. The logic specific to the function (yaw, rudder trim, rudder travel).
(2) General organisation
These tests check:
. The digital section
. The synchronization between command and monitoring channels
. the safety hardware devices (hard-wired logic, watchdog, etc.)
(3) Components tested
These tests deal with:
. The memory module (recognition of the memory modules and acknowledgement of their consistency
with the computer and the expected software version)
. The CPU RAM (bit-by-bit test of data and addresses)
. The ARINC RAM (same as above)
. The ARINC EEPROM (test of ARINC label conformity)
. The watchdog (tripping)
. Power monitoring (activation)
. The FAC HEALTHY signals (FAC internal monitoring)
. The engage hard-wired logics of the yaw, rudder trim and RTL systems
. The return-to-low speed logic of the rudder travel limitation unit
. The memory module (OBRM): soft identification, checksum
. The pin programming with parity check (odd parity).
KNA Page 8
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KNA
** On A/C ALL
FLT CTL/FAC
ENGAGEMENT
PUSHBUTTON SWITCH
FAC
+28VDC ENGAGEMENT REQUEST
FAC GND
FAULT
5V/400Hz INTERNAL
FAC Engagement Principle

MONITORING CMD
OFF/R
FIGURE 22-65-00-12300-A SHEET 1

CMD
ON
MON
LIGHT TEST (LCU)

ENGAGEMENT REQUEST
A/C GND
INTERNAL
A/C RELAY
@A318/A319/A320/A321
MONITORING MON
22-65-00 PB001
N_MM_226500_0_AAM0_01_00
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Nov 01/11
KNA
** On A/C ALL
SOFT HARD
SSM DATA
FAC COM DELAY
SSM DATA
DELAY
FAC COM
ARINC F.B.HLTY RESET P FAC−P/BSW OFF/ON
DELAY
LABEL 274
C/M
DELAY
+ 5VS
Monitoring of the Computer

INTERNAL
+5V MON
0.5 s NGEAR P S Q
FIGURE 22-65-00-14000-A SHEET 1

+−15V
EXPT FAC HLTY
ARINC BOARD ARINC HLTY (FAC ENGD)
MON DELAY
COMP VS COMP SPEED HLTY R

FPA, DVFPA DELAY (MON SIDE ONLY) DETECTION
C/M OSCILLATION LOCK
LPF
COMP YAW YDC1
DELAY (200ms)
C/M
WD
FAC
REAL TIME HLTY WD ACTIV

EXPT WATCH DOG
CMD
MON
@A318/A319/A320/A321
FAC HLTY MON
22-65-00 PB001
N_MM_226500_0_ACM0_01_00
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** On A/C ALL
MAIN BUS
FAC
LOGIC
TRANSMISSION
TRANSMITTER
LOGIC
ARINC
TEST
LABEL 274
TEST
INTERNAL BUS
LABEL 274
LABEL 274
LABEL 274
M COMPUTATION
C COMPUTATION
RECEPTION
RECEIVER
ARINC
MON
CMD
N_MM_226500_0_AEM0_01_00

Verification of FAC ARINC Transmissions 22-65-00 PB001 Nov 01/11
Revision n˚: 12
KNA
RECONFIGURATION TABLE
** On A/C ALL
FAILURE YAW AUTO ALTERNATE LAW RUDDER TRIM RUDDER TRAVEL SPEED SCALE COMMENTS
1st DETECTED IRS RECONFIGURATION RECONFIGURATION WITHOUT EFFECT WITHOUT EFFECT RECONFIGURATION
FAILURE BY VOTE ON SIDE C BY SWITCHING ON BY SWITCHING ON
AND BY SWITCHING THE OTHER SOURCE THE OTHER SOURCE
(1) ON SIDE M
1st DETECTED ADC SAME AS CASE 1 RECONFIGURATION RECONFIGURATION RECONFIGURATION SAME AS CASE 1
FAILURE BY SWITCHING OF BY SWITCHING OF BY SWITCHING ON
GAINS ON THE GAINS ON THE THE OTHER
(2) OTHER SOURCE OTHER SOURCE SOURCE
1st UNDETECTED RECONFIGURATION SAME AS CASE 1 SAME AS CASE 1 RECONFIGURATION

RECONFIGURATION
IRS FAILURE BY SWITCHING BY SWITCHING ON
Reconfiguration Table
BY VOTE ON SIDE C
AND BY SWITCHING FUNCTION OF THE OTHER SOURCE
DEPENDING OF VOTE VOTE ON SIDE C FUNCTION OF THE
SIDE C ON SIDE M VOTE USED IN C
(3)
FIGURE 22-65-00-14800-A SHEET 1

AND M
1st UNDETECTED RECONFIGURATION RECONFIGURATION RECONFIGURATION RECONFIGURATION RECONFIGURATION

ADC FAILURE BY SWITCHING OF BY SWITCHING OF BY SWITCHING OF BY SWITCHING ON BY SWITCHING ON
THE SPEED GAINS FUNCTION GAINS FUNCTION THE OTHER SOURCE THE OTHER SOURCE
COMPARISON ON OF THE SPEED OF THE SPEED FUNCTION OF THE FUNCTION OF THE
SIDE C AND USED COMPARISON USED COMPARISON USED SPEED COMPARISON SPEED COMPARISON
(4) IN C AND M IN C AND M IN C AND M USED IN C AND M AND ALPHA VOTE
2nd DETECTED LOSS OF CONCERNED LOSS OF YAW NO EFFECT NO EFFECT LOSS OF THE SPEED OVERALL RECONFI−
IRS FAILURE YAW WHICH USES THE SCALE WHICH USES GURATION BY
TWO SOURCES THE TWO SOURCES CHANGE OVER
FOR YAW AND
(5) SPEED
2nd DETECTED SAME AS CASE 5 ALTERNATE LAW MANUAL TRIM LOSS OF RTL LOSS OF THE SPEED OVERALL RECONFI−
ADC FAILURE AVAILABLE AVAILABLE WITH WHICH USES THE SCALE WHICH USES GURATION BY
WITHOUT CHANGE− FIXED LIMITS TWO SOURCES THE TWO SOURCES CHANGE OVER
@A318/A319/A320/A321
OVER BUT WITH FOR RTL AND

(6) FIXED VALUES SPEED
2nd UNDETECTED TOTAL LOSS TOTAL LOSS NO EFFECT NO EFFECT TOTAL LOSS
ADC FAILURE
(7)
22-65-00 PB001
2nd UNDETECTED TOTAL LOSS SAME AS CASE 6 SAME AS CASE 6 TOTAL LOSS TOTAL LOSS
ADC FAILURE
(8)
N_MM_226500_0_AFP0_01_00
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** On A/C ALL
WEIGHT
WEIGHT
TRAVEL
RUD. T
RUD T
V MIN
V MIN
TRIM
YAW
YAW
RUD
RTL
Vc
Vc
Vc
Vc
Vc
Vc
Vc
Vc
ADC 3 SEL M
ADC 3 SEL C
ALPHA VOTE
2 BY 2
COMP
Vc
M
C
OWN
3
ADC OWN
ADC OPP
ADC 3
N_MM_226500_0_AGM0_01_00

ADC Processing 22-65-00 PB001 Nov 01/11
Revision n˚: 12
KNA
** On A/C ALL
ADC
OWN
COMP
Vc
OWN−3
Vc OWN FAILURE
ADC
3
COMP ELIMINATION
Vc Monitoring Principle
ADC Vc OF FAULTY Vc 3 FAILURE
OPP OPP−3 Vc SOURCE
FIGURE 22-65-00-15000-A SHEET 1

Vc OPP FAILURE
COMP
Vc
OWN−OPP
COMPUTATION OF
GAINS YAW, RT
PILOT SELECTION OR Vc OWN FAILURE
Vc OWN
@A318/A319/A320/A321
RTL
Vc 3 COMPUTATION
SPEED
COMPUTATION
22-65-00 PB001
N_MM_226500_0_AJM0_01_00
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** On A/C ALL
Vc
Vc
YAW
YAW
AUTO MODE C
AUTO MODE M
ALT
ALT
ELAC
ELAC
Vc
Vc
FLOOR
YAW ALT
YAW ALT
NORMAL
NORMAL
a, T
−V MIN
−V MIN
YAW
YAW
−
−
ay
r1
SEL M
IRS 3 SELC
IRS 3
VOTE
OWN
OWN
3
3
IRS OWN
IRS OPP
IRS 3
N_MM_226500_0_ALM0_01_00

IRS Processing 22-65-00 PB001 Nov 01/11
Revision n˚: 12
KNA
** On A/C ALL
C OWN
ENGINE FAILURE
YAW DAMPER
IRS OWN (r1, ay) COMPUTATION
IRS OPP (r1, ay) VOTE
r1, ay
FIGURE 22-65-00-15200-A SHEET 1

IRS 3 (r1, ay)
ELIMINATION OF IRS OWN FAILURE

FAULTY IRS IRS 3 FAILURE
SOURCE IRS OPP FAILURE
Yaw Rate and Lateral Acceleration - Monitoring Principle

C OPP
C3
ENGINE FAILURE
@A318/A319/A320/A321
YAW DAMPER
COMPUTATION
FAILURE LOGIC
22-65-00 PB001
N_MM_226500_0_ANM0_01_00
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** On A/C ALL
ALPHA OWN FAILURE
ALPHA OPP FAILURE

ALPHA 3 FAILURE
COMPUTATION OF
Vc, ALPHA
FLOOR
FAILURE LOGIC
ELIMINATION OF
ALPHA SOURCE
COMPUTATION
FAULTY
WEIGHT
C OWN
C OPP
VOTE
C3
ALPHA OWN
ALPHA OPP
ALPHA 3
N_MM_226500_0_AQM0_01_00

Angle-of-Attack - Monitoring Principle 22-65-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
MAIN BUS
MAIN BUS
FMGC 1
FMGC2
MON
MON
CMD
CMD
FAC 2
FAC 1
EMISSION
EMISSION
COMPUTATION
COMPUTATION
INTERNAL BUS
INTERNAL BUS
ACQUISITION
ACQUISITION
ON SOURCE OWN
ON SOURCE OWN
FAILURE
FAILURE
LGCIU 2
LGCIU 1
SFCC 2
SFCC 1
OR
OR
N_MM_226500_0_ASM0_01_00

SFCC and LGCIU - Principle of Acquisition 22-65-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PWR SPLY MONITORING MON
PWR SPLY MONITORING CMD

INTERNAL MON
INTERNAL MON
HARD SOFT
A/D
A/D
+15V
−15V
+15V
−15V
+5V
+5V
DC/DC
DC/DC
PWR
PWR
MON
CMD
N_MM_226500_0_AUM0_01_00

Monitoring of Internal Power Supplies 22-65-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
VOLTAGES V1, V2
RECEIVED BY THE FAC
k : TRANSFORMATION
RATIO
VR=’k 26V’
V1
Vx
ACTR
POSITION
0
−Xo +Xo
V2
USEFUL TRAVEL
N_MM_226500_0_AWM0_01_00

Sensors - Principle 22-65-00 PB001 Nov 01/11
Revision n˚: 12
KNA
** On A/C ALL
SOFT HARD
INHIBITION SLAVING INHIBITION
VR/VRTH OTHER CHANNEL
VR/VRTH OTHER CHANNEL ORDER

ENGAGE
26V/400 Hz Monitoring
LOGIC
FIGURE 22-65-00-16500-A SHEET 1

ACTUATOR
26VAC HLTY
VR
LD
VRTH
Vx HLTY SENSORS SENSOR

LD
VR
V1 + V2 = VR
V1,V2
V1 − V2 = Vx FORMATTING
ACQ
@A318/A319/A320/A321
22-65-00 PB001
N_MM_226500_0_AYM0_01_00
Page 21
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Nov 01/11
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FLIGHT AUGMENTATION COMPUTER (FAC) - DESCRIPTION

AND OPERATION
** On A/C ALL
1. General
The Flight Augmentation Computer (FAC) is a 8MCU size case. Its dimensions conform to ARINC Characteristic
600.
The FAC is of modular design.
The computer design is based on digital and analog technologies.
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** On A/C ALL
(Ref. Fig. 22-66-00-12400-A - FAC - Component Location)

DOOR
1CC1 FAC-1 83VU 127 22-66-34
1CC2 FAC-2 84VU 128 22-66-34
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** On A/C ALL
(Ref. Fig. 22-66-00-12500-A - General Architecture)
A. Description
The computer is divided into three parts:
. Two virtually identical channels, the COMMAND channel and the MONITOR channel
. One independent channel which performs the FIDS functions.
The command channel receives analog data, ARINC sensor data and discrete signals in order to compute the
control laws. It then generates the flight commands used to drive the corresponding servo actuators.
The interfaces between the computer and the actuators, as well as the position feedbacks, are of the analog
type.
Similarly, the monitor channel receives the sensor data required to compute the control laws.
Its role is:
. To consolidate the computations of the command channels
. To monitor the servo loops to be able to change over to the opposite FAC.
Each channel includes a digital part and an analog part:
. The digital part is based on a 16-bit microprocessor and performs input/output system and control law
computation.
. The analog part performs sensor acquisition ; only the command channel assumes power amplification for
the three servo loops : yaw damper, rudder trim and rudder travel limiting.
The FAC performs five types of functions:
. Input management and monitoring
. Control law computation and synchronization
. Control rudder-surface servo-loop
. Engage logic
. Output management.
In addition, each channel has its own power supply.
(1) Input management and monitoring
This part, which is doubled, is responsible for the acquisition of the input parameters.
These take various forms:
. Analog AC signals from various control rudder-position sensors (inductive pick-off type)
. ARINC signals from various systems (ADIRS, LGCIU, ELAC, FMGC, SFCC) and from the opposite
FAC
. Discrete signals, from engagement pushbutton switches and landing gear data
. Analog DC signals.
These inputs are monitored and some of them are consolidated before being used by the control laws.
(2) Control law computation
The actuator position commands are computed by the CPU on the basis of the above ARINC and analog
data and the embedded control laws.
A real-time monitor supervises the sequencing of the various tasks and the activation of a watchdog to
protect the processing unit itself against incorrect program running.
(3) Control rudder-surface servo-loops
This function provides current signals for actuator control.
These signals are generated from the computed software orders and the feedback position of the sensors
(LVDT and RVDT) for the three analog power loops (yaw damper, rudder trim and rudder travel limiting).
(4) Engage logic
The function consolidates the statuses of the various monitors and makes possible to pressurize the servos if
all the required conditions have been met.
In the event of a fault, this engage logic can cut off the control signals to the servos.
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(5) Output management
This part, which is doubled, is responsible for the generation of the output parameters.
These are of various types:
. To the monitoring channel to implement the various cross-monitors,
. To the other aircraft systems (FAC opp, FMGC own, FMGC opp, DMC 1, 2, 3, trim indicator).
. Analog outputs
A current amplifier provides the interface between the digital servo error and each servo after D/A
conversion.
. Discrete outputs
These make it possible to indicate the status of the computer and to command the engage relays.
(6) Power supplies
Each channel has its own power supply which, from the 28VDC aircraft network, provides the voltages used
by the channel : +5V, +15V, -15V.
Each power supply is monitored by the other channel.
B. Software Organization
The software is organized in:
. Application program contained in the memory modules
. Executive program which enables the control of the CPU, ARINC inputs/outputs and safety tests etc.
This program is resident in the computer.
Dissymetric programming is incorporated between the command and monitoring channels through:
. Different languages (PASCAL and PL/M)
. Different algorithms.
A specific methodology applied from the design phase to the programming phase ensures a safety level
compatible with the FAC functions.
Specific monitoring functions are introduced:
. In the hardware (watchdog)
. in the software (real-time monitor)
to ensure the correct execution of the software.
The software is organized in fast or slow tasks and in background tasks which can be delayed.
We therefore have:
. A fast cycle (yaw computation)
. A slow cycle (computation of other functions except weight)
. A very slow cycle (weight computation).
KNA Page 4
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@A318/A319/A320/A321
** On A/C ALL
A
80VU
82VU 81VU
FAC FAC
2 1
84VU 83VU
86VU 85VU
88VU 87VU
N_MM_226600_0_AAM0_01_00

FAC - Component Location 22-66-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
LVDT
FEEDBACK YAW DAMPER SERVO MOTOR
POSITION
ANALOG DEMOD
YAW SV
INPUTS ADC ORDER SERVO
VALVE
HS YAW ANALOG LOOP
DATA BUS FU
ARINC
ARINC ARINC
LS RECEPTION ADDRESS BUS
SIGNALS DEMOD
CONTROL
RUD TR RVDT RVDT
DAC
MEMORY REPROM ORDER 2
128KB M
DISCRETE DISCRETES TRIM ANALOG LOOP
SIGNALS INPUTS RVDT
TRIM SERVO MOTOR
CPU
VB REAL TIME CLOCK
WATCH DOG RTL
RESET RAW (16KB)
LOGIC VB ORDER M
EPROM (8KB)
ACTIV POWER FAIL CONTROL RVDT
RTL ANALOG LOOP RTL SERVO MOTOR
DISCRETE
POWER DISCRETE SIGNALS
AC +28V OUTPUTS
SUPPLY ENGAGE
LOGIC
FAC OWN COM
+5V+/−15V ARINC
ARINC
EMISSION
PS MOD
CONTROL
MONITORING FLT TEST COM
COMMAND
MONITOR YAW TRIM
RTL ENGD J
CONTROL
LS
DISCRETE SIGNALS
ARINC
SAME AS COMMAND SIDE FAC OWN MON
SIGNALS HS
EXCEPT FOR DAC AND
YAW, TRIM AND RTL ANALOG LOOPS
FLT TEST MON
DISCRETE
SIGNALS
COMMAND
LS DATA BUS
FIDS
ARINC
ARINC
ARINC RECEPTION ADDRESS BUS
SIGNALS DEMOD
HS CONTROL
CPU LS
DISCRETE DISCRETE MEMORY REAL TIME CLOCK ARINC FIDS TO CFDIU
ARINC
SIGNALS INPUTS REPROM RAM (16KB) EMISSION LS
MOD
128KB EPROM (8KB) CONTROL TEST
POWER FAIL CONTROL
N_MM_226600_0_AUM0_01_00

General Architecture 22-66-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
FLIGHT AUGMENTATION COMPUTER (FAC) -

DEACTIVATION/REACTIVATION
** On A/C ALL
Task 22-66-00-040-001-A
Deactivation of the FAC 2
FIN 1CC2
NOTE : This deactivation task is not related to an AFM-CDL/MMEL item.


No specific 1 WARNING NOTICE(S)

3. Job Set-up
Subtask 22-66-00-861-050-A
A. Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-
A-01) or (Ref. TASK 24-41-00-861-002-A-02).
Subtask 22-66-00-865-050-A

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@A318/A319/A320/A321
4. Procedure
Subtask 22-66-00-040-050-A
A. Deactivation of the FAC 2
(1) On the overhead panel 24VU, release the FLT CTL/FAC 2 pushbutton switch (the OFF legend goes
on).
(2) Open and safety tag the circuit breaker 5CC2 (ignore the related warnings).
5. Close-up
Subtask 22-66-00-942-050-A
A. Safety Precautions
(1) Put a WARNING NOTICE(S) on the FLT CTL/FAC2 pushbutton switch, to tell the crew that the FAC
2 is deactivated.
(a) Make an entry in the log-book.
Subtask 22-66-00-862-050-A
B. De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-
A-01) or (Ref. TASK 24-41-00-862-002-A-02).
KNA Page 2
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@A318/A319/A320/A321
** On A/C ALL
Task 22-66-00-440-001-A
Reactivation of the FAC 2
FIN 1CC2
Self explanatory
3. Job Set-up
Subtask 22-66-00-861-051-A
A-01) or (Ref. TASK 24-41-00-861-002-A-02).
Subtask 22-66-00-865-051-A
B. Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:

Subtask 22-66-00-860-053-A
C. Remove the warning notice(s).
4. Procedure
Subtask 22-66-00-440-050-A
A. Reactivation of the FAC 2
(1) Push the circuit breaker 5CC2.
(2) On the overhead panel 24VU, push the FLT CTL/FAC 2 pushbutton switch (the OFF legend goes off).
(3) Do the trouble-shooting of the FAC 2. Make the necessary corrections.
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5. Close-up
Subtask 22-66-00-862-051-A
A. De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-
A-01) or (Ref. TASK 24-41-00-862-002-A-02).
KNA Page 2
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Revision n˚: 12
@A318/A319/A320/A321
COMPUTER - FLIGHT AUGMENTATION (FAC) -

** On A/C ALL
Task 22-66-34-000-002-A
Removal of the FAC
FIN 1CC1, 1CC2
Self explanatory


127 REAR AVIONIC COMPARTMENT
824
(Ref. Fig. 22-66-34-991-00200-A - Flight Augmentation computer (FAC))
3. Job Set-up
Subtask 22-66-34-810-050-A
A. Trouble Shooting Data
You can print the Trouble Shooting Data (TSD) as follows:
. get access to the SYSTEM REPORT/TEST menu page (Ref. TASK 31-32-00-860-001-A),
. on this page, push the line key adjacent to the AFS indication,
. on the AFS MAIN MENU page, push the line key adjacent to the TROUBLE SHOOTING DATA
indication to get the AFS/TROUBLE SHOOTING page,
. on this page, push the line key adjacent to the BITE SELECTION (FAC1 and FAC2, COM and MON
indications to get the AFS/TROUBLE SHOOTING page(s),
. print the AFS/TROUBLE SHOOTING page(s).
KNA Page 1
22-66-34 PB401 Nov 01/11
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@A318/A319/A320/A321
Subtask 22-66-34-865-051-A
B. Open, safety and tag this(these) circuit breaker(s):

FOR FIN 1CC1
FOR FIN 1CC2
Subtask 22-66-34-010-051-A
C. Get Access
(1) Put the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE in position at zone 128.
(2) Open the access door 824.
4. Procedure
Subtask 22-66-34-020-051-A
A. Removal of the FAC
NOTE : The procedure is the same for the FACS 1CC1 and 1CC2.
(1) Loosen the nuts (3) on the front of the rack (2).
(2) Lower the nuts (3) to release the studs (4).
(3) Pull the FAC (5) on its rack (2) to disconnect the electrical connectors (1).
(4) Remove the FAC (5) from its rack (2).
(5) Put CAP - BLANKING on the electrical connectors (1).
KNA Page 2
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** On A/C ALL
ACCESS
DOOR 824
A
80VU
1CC1
A 1CC2
FR24A
FR20
B B
84VU 83VU
B
1
N_MM_226634_4_AAM0_01_00

Flight Augmentation computer (FAC) 22-66-34 PB401 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
Task 22-66-34-400-002-A
Installation of the FAC
FIN 1CC1, 1CC2
Self explanatory


824
44-34-00-040-002-A Deactivation of the On-board Mobile Telephony System
52-41-00-410-002-A Close the Avionics Compartment Doors after Access
3. Job Set-up
Subtask 22-66-34-860-050-A
(1) Make sure that the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE is in position at the access door
824 in zone 128.
(2) Make sure that the access door 824 is open.
Subtask 22-66-34-865-054-A

FOR FIN 1CC1
FOR FIN 1CC2
KNA Page 1
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@A318/A319/A320/A321
4. Procedure
Subtask 22-66-34-860-052-A
A. Electromagnetic Interference (EMI)
CAUTION : THERE IS AN ONBOARD MOBILE-TELEPHONY SYSTEM (OMTS) INSTALLED ON THIS

AIRCRAFT.
THE OPERATION OF MOBILE PHONES CAN CAUSE ELECTROMAGNETIC INTERFERENCE
WITH OTHER AIRCRAFT SYSTEMS IF THE EQUIPMENT INSTALLED DOES NOT HAVE AN
APPROVED EMI ASSESSMENT.
(1) Make sure that electromagnetic interference will not have an effect on the operation of the equipment
that you install. If the part number of the equipment that you will install:
. is the same as the part number you removed, continue with the installation procedure.
. is not the same as the part number you removed, deactivate the OMTS.
(Ref. TASK 44-34-00-040-002-A).
Subtask 22-66-34-420-052-A
B. Installation of the FAC
NOTE : The procedure is the same for the FACS 1CC1 and 1CC2.
(3) Remove blanking caps from the electrical connectors (1).
(4) Make sure that the electrical connectors are in the correct condition (1).
(5) Install the FAC (5) on its rack (2).
(6) Push the FAC (5) on its rack (2) to connect the electrical connectors (1).
CAUTION : MAKE SURE THAT THE OBRM(S) IS (ARE) CORRECTLY INSTALLED. IF IT (THEY) IS(ARE)
NOT INSTALLED CORRECTLY, PUSH THE OBRM(S) UNTIL THE LOCKING DEVICES ARE
LOCKED.
(7) Engage the nuts (3) on the studs (4) and tighten.
Subtask 22-66-34-865-055-A

FOR FIN 1CC1
FOR FIN 1CC2
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@A318/A319/A320/A321
Subtask 22-66-34-710-052-A
D. Do the Operational Test of the AFS (Ref. TASK 22-96-00-710-001-A).
NOTE : If the aircraft is operated in CAT 3 conditions, you must also do the test below: Land CAT 3
Capability Test (Ref. TASK 22-97-00-710-001-A).
NOTE : If you remove the FAC after this CFDS indication: AFS: YD ACTR 3CC1(2), you must do the test
with the hydraulic pressure available (Green for the FAC1, Yellow for the FAC2).
NOTE : As an alternative procedure, you can do this operational test without the CFDS (Ref. TASK
22-62-00-710-001-A).
5. Close-up
Subtask 22-66-34-410-052-A
A. Close Access
(2) Close the access door 824, (Ref. TASK 52-41-00-410-002-A).
KNA Page 3
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@A318/A319/A320/A321
FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY -

** On A/C ALL
1. Electrical Power Supply
A. 28VDC Power Supply
(Ref. Fig. 22-67-00-11400-A - 28VDC Power Supply - Block Diagram)
The FAC1 is supplied with 28VDC:
. From the 28VDC ESS BUS 4PP through the 28VDC ESS BUS 801PP via 10A circuit breaker 5CC1.
The FAC2 is supplied with 28VDC:
. From the 28VDC BUS 2 2PP through the 28VDC BUS 2 206PP via 10A circuit breaker 5CC2.
The 28VDC power supply generates:
. All the voltages associated with internal computation (+ 5VDC, + 15VDC and - 15VDC)
. The logic processing voltages (discretes, relays, etc.).
All these voltages derived from the 28V power are monitored by the FAC in the command and monitoring
channels.
B. 26V/400 Hz Power Supply
(Ref. Fig. 22-67-00-11800-A - 26VAC Power Supply - Block Diagram)
The Rotary Variable Differential Transformers (RVDT) and the Linear Variable Differential Transformers
(LVDT) associated with the FAC1 are supplied with 26V/400 Hz:
. From the 115VAC ESS BUS 4XP through the 26VAC ESS BUS 431XP.A via 3A circuit breaker 14CC1.
The components associated with the FAC2 are supplied with 26V/400 Hz:
. From the 115VAC BUS 2 2XP through the 26VAC BUS 2 231XP-A via 3A circuit breaker 14CC2.
C. Internal Power Supply
(Ref. Fig. 22-67-00-11900-A - FAC - Internal Power Supply)
(1) Behaviour of the FAC under 28V transients
Cutoffs of the 28V power supply may occur for periods lasting up to 200 ms especially in case of engine
failure.
The system is designed as follows (power supply and safeguard):
(a) Cutoffs less than or equal to 10 ms.
The operation remains normal, without safeguard, as the power supply absorbs this cutoff. In this case,
the solenoid valves are not energized which has no impact (de-energizing time of the solenoid valves =
35 ms).
(b) Cutoffs less than 200 ms.
The normal operation is interrupted (return to synchro mode) and the context is safeguarded
(computation, ARINC transmission and reception).
In this configuration, the changeover order is transmitted and the external validations are interrupted
(solenoid valves, validation of servo-actuator, etc.).
At power restoration, the considered system is re-activated (hence possibility of changeover) with the
safeguard context after temporary inhibition of the power comparators.
(c) Cutoffs greater than 200 ms.
1 In-flight cutoffs
These are long cutoffs. Normal operation is interrupted. The context (ARINC and computation) is
lost (transmissions interrupted).
The FAULT legend is on and the changeover order is given.
At normal power restoration:
KNA Page 1
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@A318/A319/A320/A321
. The content of the computer is reset
. The system returns to synchro mode. The FAULT legend remains on.
Pilot action on the pushbutton switch is required to re-engage the system.
Cutoffs on the ground
2
During long cutoffs on the ground, the operation is different to avoid any re-engagement action by
the pilot.
At normal power restoration:
. The failure is cleared (FAULT legend off)
. The system takes over from a null order.
If the cutoff exceeds 5 s, the safety tests are re-initiated.
This operation is acceptable in the event of engine failure if no untimely significant movement of
control surfaces is induced.
As the FAC cannot keep the solenoid valves of the yaw damper servo-actuator energized, a
centering of the rudder to the initial position can happen for any 28V cutoff greater than 35 ms (if
only one FAC is available).
The table given below reports the FAC behaviour under 28V cutoffs:
-------------------------------------------------------------------------------
! 28V CUTOFFS ! FAC SAFEGUARD ! FAC MODE ! COMMENTS !
!--------------!-----------------------!--------------!-----------------------!
! Less than !- Context undisturbed !- No change- !- FAULT legend off !
! 10 ms !- Servo-actuator vali- ! over !- Re-engagement not !
! ! dation interrupted ! ! required !
! ! ! !- Operation in normal !
! ! ! ! function !
!--------------!-----------------------!--------------!-----------------------!
! Less than !- Context safeguarded !- Changeover !- FAULT legend on !
! 200 ms !- Servo-actuator vali- !- Synchro mode! during cutoff !
! ! dation interrupted ! during cut- !- Re-engagement not !
! !- Temporary inhibition ! off ! required !
! ! of power comparators !- Return of !- Normal function with !
! ! at restoration ! priority at ! possible switching !
! ! ! power res- ! from FAC1 to FAC2 !
! ! ! toration ! and return to FAC1. !
!--------------!-----------------------!--------------!-----------------------!
! IN FLIGHT !- Context lost with !- Changeover !- FAULT legend remains !
! Greater than ! re-activation and !- Synchro mode! on after power res- !
! 200 ms ! reset ! at power ! toration !
! !- Servo-actuator vali- ! restoration !- Re-engagement possi- !
! ! dation interrupted !- No return ! ble after power res- !
! ! ! of priority ! toration !
! ! ! !- The other FAC ful- !
! ! ! ! fills the function !
! ! ! ! and the pilot can !
! ! ! ! select this FAC !
!--------------!-----------------------!--------------!-----------------------!
! ON THE GROUND!- Context lost with !- Changeover !- FAULT legend goes !
! Greater than ! re-activation and !- Synchro mode! off after power res- !
! 200 ms ! reset ! at power ! toration !
! !- Servo-actuator vali- ! restoration !- Re-engagement not !
! ! dation interrupted ! and re-en- ! required !
! ! ! gagement of !- Return to this FAC !
! ! ! synchro per-! after synchroniza- !
KNA Page 2
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@A318/A319/A320/A321
! ! ! formed ! tion !
-------------------------------------------------------------------------------
(2) Behaviour of the FAC under 26V/400 Hz cutoffs
(Ref. Fig. 22-67-00-12400-A - Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 channel))
The 26V/400 Hz is only used to energize the position feedback transducers. Loss of the transducer 26V is
detected by monitoring the VR value through comparison with a VRTH value (theoretical VR).
This second detection also enables to monitor the 26V cutoff:
The 26V cutoff is effective when the three VR voltages (yaw damper, rudder trim and RTL) are
simultaneously lower than 75% of their theoretical values. If only one or two VR voltages are lower than
this threshold, the 26V cutoff is not considered.
. First case : 26V cutoff lower than 200 ms.
The three actuators remain engaged but the three slaving orders are inhibited by this software
monitoring (INHIBITION ORDER). This signal cancels the three current outputs of the FAC during the
cutoff. The transducer monitoring is inhibited one second after the beginning of the cutoff to avoid
untimely disconnections at 26V restoration.
. Second case : 26V cutoff greater than 200 ms.
The three actuators are disengaged and there is a changeover on the three channels.
KNA Page 3
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Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
2. Hydraulic Power Supply
(Ref. Fig. 22-67-00-14000-A - Yaw Damper Servo-Actuator - Hydraulic Power Supply)
A. The electro-hydraulic yaw damper servo-actuator uses the aircraft hydraulic power supply. The servo-actuator
comprises two independent motors which can drive the output shaft and therefore the rudder.
The servo-actuator 1 associated with the FAC1 is powered by the Green hydraulic system.
The servo-actuator 2 associated with the FAC2 is powered by the Yellow hydraulic system.
As no internal pressurization contact is provided in the servo-actuator, any possible absence of pressure is
detected at the level of the consequences (non slaving).
A signal external to the servo-actuator is available.
KNA Page 4
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Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
28VDC
5CC1
DC ESS BUS
801PP
FAC 1
1CC1
FAC 1/RTL UNIT PWR ON
13CC1
LIMITATION UNIT−
RUDDER TRAVEL
FAC 2/RTL UNIT PWR ON
13CC2
4CC
FAC 1/RUD TRIM ACTR PWR ON
7CC1
ACTUATOR−RUDDER
FAC 2/RUD TRIM ACTR PWR ON TRIM
7CC2
10CC
28VDC
5CC2
DC BUS 2
206PP
FAC 2
1CC2
28VDC
15CC
DC BUS 2
206PP
INDICATOR−RUDDER
TRIM
17CC
N_MM_226700_0_ABM0_01_00

28VDC Power Supply - Block Diagram 22-67-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
26V/400 HZ 14CC1
AC ESS BUS
431XP−A
SERVO ACTR−
YAW DAMPER, 1
3CC1
LIMITATION UNIT−
RUDDER TRAVEL
4CC
ACTUATOR−
RUDDER TRIM
10CC
XDCR UNIT−
YAW DAMPER POS
2CC
26V/400 HZ 14CC2 SERVO ACTR−

AC BUS 2 YAW DAMPER, 2
231XP−A
3CC2
N_MM_226700_0_ACM0_01_00

26VAC Power Supply - Block Diagram 22-67-00 PB001 Nov 01/11
Revision n˚: 12
KNA
+15V
−15V
POWER SUPPLY
** On A/C ALL
+15V +5V
AC +28V DC/DC −15V
INPUT PS
FILTERS DIODES CONVERTERS
AC 28V GND PROTECTION +5V MONITORING
(MAIN)
AC +28V GND 28V

+28V
AC 28V GND +28V
INH
CHASSIS GND
+28V INT POWER DC/DC
FAC - Internal Power Supply

28V LOSS +5V
FAIL CONVERTERS +15VS +5VS
DETECTOR
28V GND INT CONTROL +28V (AUXILIARY)
FIGURE 22-67-00-11900-A SHEET 1

+5V (AUX) (RAM PS)
+5VS
+5VS FAIL
DETECTOR
PS MONITORING
(TO ANALOG PART)
SW RESET
+28V +15V
−15V PS MONITORING
GND 28V +5V (TO ANALOG PART)
@A318/A319/A320/A321
SAME AS COM SIDE +5VS
SW RESET
22-67-00 PB001
N_MM_226700_0_AEM0_01_00
Page 7
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
SENSOR
ACTR
ORDER
MON VALIDATION
CMD VALIDATION
INHIBITION ORDER
LOGIC
CTL
ORDER
RTL DETECTION
TRIM DETECTION
YAW DETECTION
COMPENSATION
VR/VRTH
26V/400
TEST
CUT−OFF
SENSOR
TEST
VX/VK
N_MM_226700_0_AGM0_01_00

Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 22-67-00 PB001 Nov 01/11
channel) Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
YAW DAMPER 1 YAW DAMPER 2

SERVO ACTR SERVO ACTR
BLUE YELLOW 40VU

GREEN
PTU
RAT FAULT A
U
T ELEC PUMP
OFF O
H ENG 1 PUMP A ELEC PUMP ENG 2 PUMP FAULT
H
Y U Y
AVAIL D
D FAULT T FAULT A FAULT
O U ON
ON T
OFF OFF O OFF
N_MM_226700_0_AJM0_01_00

Yaw Damper Servo-Actuator - Hydraulic Power Supply 22-67-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
FAC: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
The FAC utilizes:
. Hard-wired discretes
. Analog signals
(Ref. Fig. 22-68-00-11200-A - FAC - Discretes/Analog Interfaces)
KNA Page 1
22-68-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
2. Discrete Signals
A. Inputs
NOTE : The pin program inputs are not listed.

-------------------------------------------------------------------------------
! NAME ! ELECTRICAL LEVEL ! FROM ! SIGNAL STATUS !
!----------------------!------------------!---------------!-------------------!
! AP OWN ENGD COM ! GND/O.C. ! FMGC OWN C ! GND = ENGAGED !
! AP OWN ENGD MON ! GND/O.C. ! FMGC OWN M ! GND = ENGAGED !
! AP OPP ENGD COM ! GND/O.C. ! FMGC OPP C ! GND = ENGAGED !
! AP OPP ENGD MON ! GND/O.C. ! FMGC OPP M ! GND = ENGAGED !
!----------------------!------------------!---------------!-------------------!
! YAW OWN ENGD COM ! GND/O.C. ! FAC OWN C ! GND = ENGAGED !
! YAW OWN ENGD MON ! GND/O.C. ! FAC OWN M ! GND = ENGAGED !
! YAW OPP ENGD COM ! GND/O.C. ! FAC OPP C ! GND = ENGAGED !
! YAW OPP ENGD MON ! GND/O.C. ! FAC OPP M ! GND = ENGAGED !
!----------------------!------------------!---------------!-------------------!
! RUD TR OWN ENGD COM ! GND/O.C. ! FAC OWN C ! GND = ENGAGED !
! RUD TR OWN ENGD MON ! GND/O.C. ! FAC OWN M ! GND = ENGAGED !
! RUD TR OPP ENGD COM ! GND/O.C. ! FAC OPP C ! GND = ENGAGED !
! RUD TR OPP ENGD MON ! GND/O.C. ! FAC OPP M ! GND = ENGAGED !
!----------------------!------------------!---------------!-------------------!
! RTL OWN ENGD COM ! GND/O.C. ! FAC OWN C ! GND = ENGAGED !
! RTL OWN ENGD MON ! GND/O.C. ! FAC OWN M ! GND = ENGAGED !
! RTL OPP ENGD COM ! GND/O.C. ! FAC OPP C ! GND = ENGAGED !
! RTL OPP ENGD MON ! GND/O.C. ! FAC OPP M ! GND = ENGAGED !
!----------------------!------------------!---------------!-------------------!
! ELAC OWN HLTY MON ! GND/O.C. ! ELAC OWN M ! GND = HEALTHY !
! ELAC OPP HLTY COM ! GND/O.C. ! ELAC OPP C ! GND = HEALTHY !
!----------------------!------------------!---------------!-------------------!
! ENG OWN STP ! GND/O.C. ! PRESS SW OWN ! GND = STOPPED !
! ENG OPP STP ! GND/O.C. ! PRESS SW OPP ! GND = STOPPED !
!----------------------!------------------!---------------!-------------------!
! RUD TR R NC COM ! GND/O.C. ! ) RUDDER ! OC = RIGHT !
! RUD TR R NO MON ! GND/O.C. ! ) TRIM ! GND = RIGHT !
! RUD TR L NC COM ! GND/O.C. ! ) COMMAND ! OC = LEFT !
! RUD TR L NO MON ! GND/O.C. ! ) SWITCH ! GND = LEFT !
!----------------------!------------------!---------------!-------------------!
! RUD TR RES COM ! GND/O.C. ! ) RUDDER TRIM ! OC = RESET !
! RUD TR RES MON ! GND/O.C. ! ) RESET SW ! GND = RESET !
!----------------------!------------------!---------------!-------------------!
! YAW BYP PRESS SW ! GND/O.C. ! ) YAW ! OC = (EV1 = EV2) !
! YAW BYP PRESS SW RET ! GND/O.C. ! ) ACTUATOR ! OC = (EV1 dif EV2)!
!----------------------!------------------!---------------!-------------------!
! FAC ENGT SW COM ! 28V/O.C. ! ) FAC ! 28V = ACTIVE !
! FAC ENGT SW MON ! GND/O.C. ! )ENGAGEMENT SW! GND = ACTIVE !
!----------------------!------------------!---------------!-------------------!
! FAC OPP HLTY COM ! GND/O.C. ! FAC OPP C ! GND = HEALTHY !
! FAC OPP HLTY MON ! GND/O.C. ! FAC OPP M ! GND = HEALTHY !
!----------------------!------------------!---------------!-------------------!
! SIDE 1 COM ! GND/O.C. ! AIRCRAFT ! GND = SIDE 1 !
KNA Page 2
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@A318/A319/A320/A321
! SIDE 1 MON ! GND/O.C. ! AIRCRAFT ! GND = SIDE 1 !
!----------------------!------------------!---------------!-------------------!
! RUD TR ACT HLTY ! GND/O.C. ! TRIM ACTR ! GND = HEALTHY !
! RTL ACT HLTY ! GND/O.C. ! RTL ACTR ! GND = HEALTHY !
!----------------------!------------------!---------------!-------------------!
! SLATS EXTD ! GND/O.C. ! SFCC OWN ! GND = EXTD !
! N GEAR PRESD ! GND/O.C. ! LGCIU ! GND = PRESD !
!----------------------!------------------!---------------!-------------------!
! ATT SW ! GND/O.C. ! ATTITUDE SW ! GND = IRS 3 !
! AIR DATA SW ! GND/O.C. ! AIR DATA SW ! GND = ADC 3 !
!----------------------!------------------!---------------!-------------------!
! HYD CIRC PRESS SW ! GND/O.C. ! HYDRAULIC CKT ! GND = PRESS !
!----------------------!------------------!---------------!-------------------!
! YAW EV COM RET ! 28V/O.C. ! ) YAW ! 28V = ACTIVE !
! YAW EV MON RET ! 28V/O.C. ! ) ACTUATOR ! 28V = ACTIVE !
-------------------------------------------------------------------------------
B. Outputs
-------------------------------------------------------------------------------
! NAME ! ELECTRICAL LEVEL ! TO ! SIGNAL STATUS !
!----------------------!------------------!---------------!-------------------!
! FAC ENGD CMD ! 28V/O.C. ! ) FAC ! 28V = ENGAGED !
! FAC ENGD MON ! GND/O.C. ! ) P/B SW ! GND = ENGAGED !
!----------------------!------------------!---------------!-------------------!
! FAC HLTY COM OWN ! GND/O.C. ! FMGC OWN ! GND = HEALTHY !
! FAC HLTY MON OWN ! GND/O.C. ! FMGC OWN ! GND = HEALTHY !
! ! ! FWC OWN ! !
! ! ! DMC 1, 2, 3 ! !
!----------------------!------------------!---------------!-------------------!
! FAC HLTY COM OPP ! GND/O.C. ! FMGC OPP ! GND = HEALTHY !
! ! ! FAC OPP ! !
! FAC HLTY MON OPP ! GND/O.C. ! FMGC OPP ! GND = HEALTHY !
! ! ! FAC OPP ! !
! ! ! FWC OPP ! !
!----------------------!------------------!---------------!-------------------!
! YAW ENGD COM ! GND/O.C. ! FAC OPP C ! GND = ENGAGED !
! YAW ENGD MON ! GND/O.C. ! FAC OPP M ! GND = ENGAGED !
!----------------------!------------------!---------------!-------------------!
! RUD TR ENGD COM ! GND/O.C. ! FAC OPP C ! GND = ENGAGED !
! RUD TR ENGD MON ! GND/O.C. ! FAC OPP M ! GND = ENGAGED !
!----------------------!------------------!---------------!-------------------!
! RTL ENGD COM ! GND/O.C. ! FAC OPP C ! GND = ENGAGED !
! RTL ENGD MON ! GND/O.C. ! FAC OPP M ! GND = ENGAGED !
!----------------------!------------------!---------------!-------------------!
! YAW EV COM ! 28V/O.C. ! ) YAW ! 28V = BYPASS !
! YAW EV MON ! 28V/O.C. ! ) ACTUATOR ! 28V = BYPASS !
!----------------------!------------------!---------------!-------------------!
! RUD TR ACT PWR ON ! 28V/O.C. ! RUD TRIM RLY ! 28V = POWER !
! RUD TR ACT VALID ! 28V/O.C. ! TRIM ACTR ! 28V = VALID !
!----------------------!------------------!---------------!-------------------!
! RTL ACT PWR ON ! 28V/O.C. ! RELAY RTL ! 28V = POWER !
! RTL ACT VALID ! 28V/O.C. ! RTL ACTR ! 28V = VALID !
!----------------------!------------------!---------------!-------------------!
KNA Page 3
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Revision n˚: 12
@A318/A319/A320/A321
! RTL EMER ORDER ! 28V/O.C. ! ) RTL ! 28V = EMER !
! RTL EMER ORDER RET ! GND/O.C. ! ) ACTUATOR ! GND = EMER !
!----------------------!------------------!---------------!-------------------!
! YD NLAW COM ! GND/O.C. ! ELAC 1, 2 ! GND = NLAW !
! YD NLAW MON ! GND/O.C. ! ELAC 1, 2 ! GND = NLAW !
-------------------------------------------------------------------------------
KNA Page 4
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Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
3. Analog Signals
A. Inputs
-------------------------------------------------------------------------------
! Signal ! From ! Acqn ! I/P No. ! Wire No.!
!---------------------------------!----------------!------!---------!---------!
! YAW V1 COM H ! ) ! C ! ) 1 ! ) 2 !
! YAW V1 COM C ! ) YAW ! C ! ) ! ) !
! ! ) ACTUATOR ! ! ! !
! YAW V2 COM H ! ) LVDT ! C ! ) 1 ! ) 2 !
! YAW V2 COM C ! ) ! C ! ) ! ) !
!---------------------------------!----------------!------!---------!---------!
! YAW V1 MON H ! ) ! M ! ) 1 ! ) 2 !
! YAW V1 MON C ! ) YAW ! M ! ) ! ) !
! ! ) ACTUATOR ! ! ! !
! YAW V2 MON H ! ) RVDT ! M ! ) 1 ! ) 2 !
! YAW V2 MON C ! ) ! M ! ) ! ) !
!---------------------------------!----------------!------!---------!---------!
! RUD TR V1 COM H ! ) ! C ! ) 1 ! ) 2 !
! RUD TR V1 COM C ! ) RUDDER TRIM ! C ! ) ! ) !
! ! ) ACTUATOR ! ! ! !
! RUD TR V2 COM H ! ) RVDT ! C ! ) 1 ! ) 2 !
! RUD TR V2 COM C ! ) ! C ! ) ! ) !
!---------------------------------!----------------!------!---------!---------!
! RUD TR V1 MON H ! ) ! M ! ) 1 ! ) 2 !
! RUD TR V1 MON C ! ) RUDDER TRIM ! M ! ) ! ) !
! ! ) ACTUATOR ! ! ! !
! RUD TR V2 MON H ! ) RVDT ! M ! ) 1 ! ) 2 !
! RUD TR V2 MON C ! ) ! M ! ) ! ) !
!---------------------------------!----------------!------!---------!---------!
! RTL V1 H ! ) ! C ! ) 1 ! ) 2 !
! RTL V1 C ! ) RTL ! C ! ) ! ) !
! ! ) ACTUATOR ! ! ! !
! RTL V2 H ! ) RVDT ! C ! ) 1 ! ) 2 !
! RTL V2 C ! ) ! C ! ) ! ) !
!---------------------------------!----------------!------!---------!---------!
! 28V+ ! ) AIRCRAFT ! C ! ) 1 ! ) 2 !
! 28V GND ! ) GENERATION ! C ! ) ! ) !
-------------------------------------------------------------------------------
B. Outputs
-------------------------------------------------------------------------------
! Signal ! To ! O/P No. ! Wire No. !
!--------------------------------!----------------------!----------!----------!
! YAW SV ORDER H ! YAW ! ) 1 ! ) 2 !
! YAW SV ORDER C ! ACTUATOR ! ) ! ) !
!--------------------------------!----------------------!----------!----------!
! RUD TR ORDER H ! RUD TRIM ! ) 1 ! ) 2 !
! RUD TR ORDER C ! ACTUATOR ! ) ! ) !
!--------------------------------!----------------------!----------!----------!
! RTL ORDER H ! RTL ! ) 1 ! ) 2 !
! RTL ORDER C ! ACTUATOR ! ) ! ) !
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!--------------------------------!----------------------!----------!----------!
! CHASSIS GND ! AIRCRAFT ! 1 ! 1 !
!--------------------------------!----------------------!----------!----------!
! AC 28V ! FAC ! 1 ! 1 !
! AC 28V GND ! P/B SW ! 1 ! 1 !
-------------------------------------------------------------------------------
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** On A/C ALL
CMD MON
IN OUT IN OUT
YAW DAMP
POS
ELAC OPP
SFCC OWN
ELAC OWN
FMGC OWN
FMGC OPP
FMGC OPP
FMGC OWN
FAC ENGT
SW FWC OWN
FWC OPP
LGCIU OWN
DMC 1
FAC OPP F
A
C
DMC 2
ATT SW
AIR DATA
DMC 3
SW
RUD TRIM R
FAC OPP
SW
RUD TRIM L
SW
YAW
RUD TRIM ACTUATOR
RESET SW
RUD TRIM
PRESS ENG ACTUATOR
SW OWN
RTL
PRESS ENG ACTUATOR
SW OPP
HYD PRESS
SW
ELAC OPP
ELAC OWN
IN OUT IN OUT
CMD MON
N_MM_226800_0_AAM0_01_00

FAC - Discretes/Analog Interfaces 22-68-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
FAC: ARINC BUS INTERFACES - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
(Ref. Fig. 22-69-00-11200-A - FAC - ARINC Interface)
The Flight Augmentation Computer (FAC) dialogues with the other components mainly through ARINC 429 digital
information system buses.
The figure shows the FAC interconnection. It is to be noted that the FAC data, except maintenance data, are
transmitted to the other systems through the FAC main bus.
KNA Page 1
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** On A/C ALL
2. Digital Outputs
This table contains all the output parameters in the digital form. They are sorted as per the numerical order of their
output label.
The infomation busses can be different between command and monitor channels: FAC OWN COM bus and FAC
OWN MON bus.
The following table gives:
. SYS LABEL SDI: (SDAC, FWC, DMC...) output label for which the parameter is available.
. PARAMETER DEFINITION: parameter name.
. RANGE ACCURACY: measurement range. Maximum value transmitted. When the digital value changes, the
change step is equal to the accuracy.
. UNIT: unit in which the digital value is transmitted.
. SIG BIT: indicates whether a sign bit is available.
. DATA BITS: number of bits used by the parameter in the label.
. UPD/MSEC: output transmission interval. The refresh rate is given in milliseconds.
. CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code
. ALPHA CODE: indicates the parameter mnemonic code.
. SOURCE ORIGIN: parameter source computer or system.
-------------------------------------------------------------------------------
| PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) |
-------------------------------------------------------------------------------
|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
| |DEFINITION| OPER RANGE | |BIT | |INTV| |CODE |ORIGIN |
| |(*=REMARK)| RESOLUTION | | | | | | |BUS No.|
| |(X=NOTE) | ACCURACY | | | | | | |ATA REF|
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.047.00 !DSCRT DATA! !Deg ! ! 19 !175 !DIS ! !SFCC !
! 2.047.00 !WORD 1 ! ! ! ! ! ! ! !27-81 !
!(COM & MON) ! ! ! ! ! ! ! ! ! !
! !SLATS POS !Bit status 1! ! 11! ! ! ! ! !
! !VALID ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !0 DEG ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !>=21 DEG ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !>=26 DEG ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MAX EXTD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SLATS WTB !Bit status 1! ! 16! ! ! ! ! !
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! !ENGD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SLAT FAULT!Bit status 1! ! 17! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FLAPS POS !Bit status 1! ! 18! ! ! ! ! !
! !VALID ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !0 DEG ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !>=9 DEG ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !>=19 DEG ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !>=35 DEG ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MAX EXTD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FLAPS WTB !Bit status 1! ! 24! ! ! ! ! !
! !ENGD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FLAP FAULT!Bit status 1! ! 25! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NOSE GEAR !Bit status 1! ! 26! ! ! ! ! !
! !PRESSED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !CSU OUT OF!Bit status 1! ! 27! ! ! ! ! !
! !DETENT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SLAT JAM !Bit status 1! ! 28! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FLAP JAM !Bit status 1! ! 29! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.070.00 !GAMMA A !W+/- 180 !Deg ! 29 ! 12 !175 !BNR ! ! !
! 2.070.00 !(TOT FPA) !R 0.0439 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! 1.071.00 !GAMMA T !W+/- 180 !Deg ! 29 ! 12 !175 !BNR ! ! !
! 2.071.00 !(POTENTIAL!R 0.0439 ! ! ! ! ! ! ! !
!(COM) ! FPA) ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! 1.072.00 !DELTA !W+/- 180 !Deg ! 29 ! 18 !175 !BNR ! ! !
! 2.072.00 !(GT-GA)Vc !R 0.00068 ! ! ! ! ! ! ! !
(COM) ! ! ! ! ! ! ! ! ! !
1.073.00 !DELTA !W+/- 180 !Deg ! 29 ! 18 !175 !BNR ! ! !
! 2.073.00 !(GT-GA)M !R 0.00068 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.074.00 !WEIGHT !W 1310720 !Lbs ! ! 15 !1400!BNR ! !FMGC !
! 2.074.00 ! !R 40 ! ! ! ! ! ! !22-84 !
!(COM) ! ! ! ! ! ! ! ! !075 !
! ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.076.00 !BALANCE XG!W 163849 ! ! ! 14 !1400!BNR ! !FMGC !
! 2.076.00 ! !R 0.01 ! ! ! ! ! ! !22-84 !
!(COM) ! ! ! ! ! ! ! ! !077 !
! ! ! ! ! ! ! ! ! ! !
! 1.077.00 !SIDESLIP !W+/- 32 !Deg ! 29 ! 15 !175 !BNR ! ! !
! 2.077.00 !TGT !R 0.00098 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! 1.127.00 !FAC SLAT !W+/- 180 !Deg ! 29 ! 12 !175 !BNR ! ! !
! 2.127.00 !ANGLE !R 0.0439 ! ! ! ! ! ! ! !
!(COM & MON) ! ! ! ! ! ! ! ! ! !
! 1.137.00 !FAC FLAP !W+/- 180 !Deg ! 29 ! 12 !175 !BNR ! ! !
! 2.137.00 !ANGLE !R 0.0439 ! ! ! ! ! ! ! !
!(COM & MON) ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
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-------------------------------------------------------------------------------
! 1.146.00 !DSCRT DATA! ! ! ! 19 ! 35 !DIS ! ! !
! 2.146.00 !WORD 1 ! ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! !YAW OWN !Bit status 1! ! 11! ! ! ! ! !
! !ENGD COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YAW OPP !Bit status 1! ! 12! ! ! ! ! !
! !ENGD COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RUD TR OWN!Bit status 1! ! 13! ! ! ! ! !
! !ENGD COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RUD TR OPP!Bit status 1! ! 14! ! ! ! ! !
! !ENGD COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RTL OWN !Bit status 1! ! 15! ! ! ! ! !
! !ENGD COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RTL OPP !Bit status 1! ! 16! ! ! ! ! !
! !ENGD COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ENGINE !Bit status 1! ! 17! ! ! ! ! !
! !FAIL COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PWR SPLY !Bit status 1! ! 18! ! ! ! ! !
! !26V HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !HYD ON !Bit status 1! ! 19! ! ! ! ! !
! !GROUND ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YD COMP C3!Bit status 1! ! 20! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !WINDSHEAR !Bit status 1! ! 21! ! ! ! ! !
! !CAUTION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !1 ADC LOSS!Bit status 1! ! 22! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !1 IRS LOSS!Bit status 1! ! 23! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AIR BRAKE !Bit status 1! ! 24! ! ! ! ! !
! !OUT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !CONFIG ACQ!Bit status 1! ! 25! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YD VR HLTY!Bit status 1! ! 26! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YD LVDT !Bit status 1! ! 27! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !WARNING ! ! ! ! ! ! ! ! !
KNA Page 5
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! !AVAILABLE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !WARNING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.146.00 !DSCRT DATA! ! ! ! 19 ! 35 !DIS ! ! !
! 2.146.00 !WORD 1 ! ! ! ! ! ! ! ! !
!(MON) ! ! ! ! ! ! ! ! ! !
! !YAW OWN !Bit status 1! ! 11! ! ! ! ! !
! !ENGD MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YAW OPP !Bit status 1! ! 12! ! ! ! ! !
! !ENGD MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RUD TR OWN!Bit status 1! ! 13! ! ! ! ! !
! !ENGD MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RUD TR OPP!Bit status 1! ! 14! ! ! ! ! !
! !ENGD MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RTL OWN !Bit status 1! ! 15! ! ! ! ! !
! !ENGD MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RTL OPP !Bit status 1! ! 16! ! ! ! ! !
! !ENGD MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ENGINE !Bit status 1! ! 17! ! ! ! ! !
! !FAIL MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PWR SPLY !Bit status 1! ! 18! ! ! ! ! !
! !26V HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !HYD ON !Bit status 1! ! 19! ! ! ! ! !
! !GROUND ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YD COMP C3!Bit status 1! ! 20! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !WARNING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !1 ADC LOSS!Bit status 1! ! 22! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !1 IRS LOSS!Bit status 1! ! 23! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SLAT/FLAP !Bit status 1! ! 24! ! ! ! ! !
! !FAULT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !CONFIG ACQ!Bit status 1! ! 25! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPDVS HLTY!Bit status 1! ! 26! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FPA HLTY !Bit status 1! ! 27! ! ! ! ! !
KNA Page 6
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! ! ! ! ! ! ! ! ! ! !
! !DELTA FPA !Bit status 1! ! 28! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !WARNING ! ! ! ! ! ! ! ! !
! !AVAILABLE ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.167.00 !RUD TRV !W+/- 180 !Deg ! 29 ! 11 !175 !BNR ! ! !
! 2.167.00 !CMD !R 0.088 ! ! ! ! ! ! ! !
!(COM & MON) ! ! ! ! ! ! ! ! ! !
! 1.171.00 !DELTA R YD!W+/- 180 !Deg ! 29 ! 11 ! 35 !BNR ! ! !
! 2.171.00 ! !R 0.088 ! ! ! ! ! ! ! !
!(COM & MON) ! ! ! ! ! ! ! ! ! !
! 1.172.00 !DELTA R YD!W+/- 180 !Deg ! 29 ! 11 ! 35 !BNR ! ! !
! 2.172.00 !VOTED !R 0.088 ! ! ! ! ! ! ! !
!(COM & MON) ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.207.00 !VMAX !W 512 !Kts ! ! 11 !175 !BNR !VMAX ! !
! 2.207.00 !(MAX. !150 to 450 ! ! ! ! ! ! ! !
!(COM) !ALLOW. !R 0.25+/- 1 ! ! ! ! ! ! ! !
! !AIRSPEED) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.226.00 !EST !W +/- 32 !Deg ! 29 ! 15 !175 !BNR !SLP ! !
! 2.226.00 !SIDESLIP !R 0.00098 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! 1.241.00 !AOA VOTED !W +/- 180 !Deg ! 29 ! 12 !175 !BNR ! ! !
! 2.241.00 ! !-35 to +85 ! ! ! ! ! ! ! !
!(COM) ! !R 0.044 ! ! ! ! ! ! ! !
! ! !+/- 0.5 ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.243.00 !V ALPHA !W 256 !Kts ! ! 12 !175 !BNR ! ! !
! 2.243.00 !LIM !R 0.0625 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! 1.245.00 !VLS (MIN !W 512 !Kts ! ! 13 !175 !BNR ! VLS ! !
KNA Page 7
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! 2.245.00 !AIRSPEED) !R 0.0625 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! 1.246.00 !STALL !W 512 !Kts ! ! 13 !175 !BNR ! ! !
! 2.246.00 !SPEED VS !R 0.0625 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! 1.247.00 !V ALPHA !W 256 !Kts ! ! 12 !175 !BNR ! ! !
! 2.247.00 !PROT !R 0.0625 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! 1.256.00 !STL WARN !W 512 !Kts ! ! 11 !175 !BNR ! ! !
! 2.256.00 !SPEED VSW !R 0.25 ! ! ! ! ! ! ! !
!(COM) !(VSS) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.262.00 !PREDICTIVE!W 256 !Kts ! ! 10 !175 !BNR ! ! !
! 2.262.00 !SPEED !R 0.25 ! ! ! ! ! ! ! !
!(COM) !VARIATION ! ! ! ! ! ! ! ! !
! !(Vc TREND)! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.263.00 !V3 (MIN. !W 512 !Kts ! ! 11 !175 !BNR ! V3 ! !
! 2.263.00 !SPD FLAPS !R 0.25 ! ! ! ! ! ! ! !
!(COM) !RETR.) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.264.00 !V4 (MIN. !W 512 !Kts ! ! 11 !175 !BNR ! V4 ! !
! 2.264.00 !SPD SLATS !R 0.25 ! ! ! ! ! ! ! !
!(COM) !RETR.) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.265.00 !VMAN !W 512 !Kts ! ! 11 !175 !BNR !VMAN ! !
! 2.265.00 !(MANEUVER !R 0.25 ! ! ! ! ! ! ! !
!(COM) !ING SPEED)! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.266.00 !VMAX ( !W 512 !Kts ! ! 11 !175 !BNR ! ! !
! 2.266.00 !OPERATING)!R 0.25 ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! 1.267.00 !VFEN !W 512 !Kts ! ! 11 !175 !BNR ! ! !
! 2.267.00 !(PRED. MAX!R 0.25 ! ! ! ! ! ! ! !
!(COM) !MANEUVER ! ! ! ! ! ! ! ! !
! !SPEED) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.271.00 !DSCRT DATA! ! ! ! 4 ! 35 !DIS ! ! !
! 2.271.00 !WORD 1 ! ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! !SPEED !Bit status 1! ! 11! ! ! ! ! !
! !WARNING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
KNA Page 8
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! !ALTERNATE !Bit status 1! ! 12! ! ! ! ! !
! !LAW ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !OPP ADC206!Bit status 1! ! 13! ! ! ! ! !
! !NCD ON GND! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !OPP ADC !Bit status 1! ! 14! ! ! ! ! !
! !NCD ON GND! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.273.00 !DSCRT DATA! ! ! ! 19 ! 35 !DIS ! ! !
! 2.273.00 !WORD 1 ! ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! !ADC OWN !Bit status 1! ! 11! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADC OPP !Bit status 1! ! 12! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADC 3 !Bit status 1! ! 13! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !VOT HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADC OPP !Bit status 1! ! 15! ! ! ! ! !
! !VOT HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADC 3 !Bit status 1! ! 16! ! ! ! ! !
! !VOT HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADC OK !Bit status 1! ! 17! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SWITCH 5 !Bit status 1! ! 18! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YD COM C2 !Bit status 1! ! 19! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YD PWR !Bit status 1! ! 20! ! ! ! ! !
! !LOOP HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !IRS OWN !Bit status 1! ! 21! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !IRS OPP !Bit status 1! ! 22! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !IRS 3 !Bit status 1! ! 23! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !VOT HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !IRS OPP !Bit status 1! ! 25! ! ! ! ! !
! !VOT HLTY ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !IRS 3 !Bit status 1! ! 26! ! ! ! ! !
! !VOT HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !IRS OK !Bit status 1! ! 27! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TR COMP C2!Bit status 1! ! 28! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RL COMP C2!Bit status 1! ! 29! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.273.00 !DSCRT DATA! ! ! ! 19 ! 35 !DIS ! ! !
! 2.273.00 !WORD 1 ! ! ! ! ! ! ! ! !
!(MON) ! ! ! ! ! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !INTERNAL !Bit status 1! ! 12! ! ! ! ! !
! !MONITORING! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADC 3 !Bit status 1! ! 13! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PS COM !Bit status 1! ! 14! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FAC SFTY !Bit status 1! ! 15! ! ! ! ! !
! !TEST ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ARINC !Bit status 1! ! 16! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADC OK !Bit status 1! ! 17! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADC SW !Bit status 1! ! 18! ! ! ! ! !
! !DISAGREE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YD COM C2 !Bit status 1! ! 19! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !YD PWR !Bit status 1! ! 20! ! ! ! ! !
! !LOOP HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ARINC !Bit status 1! ! 22! ! ! ! ! !
! !FEEDBACK ! ! ! ! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !IRS 3 !Bit status 1! ! 23! ! ! ! ! !
! !ACQ HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !BUS COM !Bit status 1! ! 24! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !FAC DW !Bit status 1! ! 25! ! ! ! ! !
! !HLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !EXPT !Bit status 1! ! 26! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !IRS OK !Bit status 1! ! 27! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TR COMP C2!Bit status 1! ! 28! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RL COMP C2!Bit status 1! ! 29! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.274.00 !DSCRT DATA! ! ! ! 19 ! 35 !DIS ! ! !
! 2.274.00 !WORD 1 ! ! ! ! ! ! ! ! !
!(COM) ! ! ! ! ! ! ! ! ! !
! !S/F POS 1 !Bit status 1! ! 11! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !S/F POS 2 !Bit status 1! ! 12! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !S/F POS 3 !Bit status 1! ! 13! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !S/F POS 4 !Bit status 1! ! 14! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !S/F POS 5 !Bit status 1! ! 15! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LGCIU OWN !Bit status 1! ! 16! ! ! ! ! !
! !VALID ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LGCIU LOSS!Bit status 1! ! 17! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !L GEAR !Bit status 1! ! 18! ! ! ! ! !
! !PRESSED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !R GEAR !Bit status 1! ! 19! ! ! ! ! !
! !PRESSED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MAIN GEAR !Bit status 1! ! 20! ! ! ! ! !
! !OUT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SFCC OWN !Bit status 1! ! 21! ! ! ! ! !
! !VALID ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SFCC LOSS !Bit status 1! ! 22! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !YAW LOG !Bit status 1! ! 23! ! ! ! ! !
! !COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RUDDER LOG!Bit status 1! ! 24! ! ! ! ! !
! !COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RTL LOG !Bit status 1! ! 25! ! ! ! ! !
! !COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AUTO MODE !Bit status 1! ! 26! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AP OWN !Bit status 1! ! 27! ! ! ! ! !
! !ENGD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AP OPP !Bit status 1! ! 28! ! ! ! ! !
! !ENGD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ALPHA !Bit status 1! ! 29! ! ! ! ! !
! !FLOOR DET ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.274.00 !DSCRT DATA! ! ! ! 19 ! 35 !DIS ! ! !
! 2.274.00 !WORD 1 ! ! ! ! ! ! ! ! !
!(MON) ! ! ! ! ! ! ! ! ! !
! !S/F POS 1 !Bit status 1! ! 11! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !S/F POS 2 !Bit status 1! ! 12! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !S/F POS 3 !Bit status 1! ! 13! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !S/F POS 4 !Bit status 1! ! 14! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !S/F POS 5 !Bit status 1! ! 15! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LGCIU OWN !Bit status 1! ! 16! ! ! ! ! !
! !VALID ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LGCIU LOSS!Bit status 1! ! 17! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !L GEAR !Bit status 1! ! 18! ! ! ! ! !
! !PRESSED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !R GEAR !Bit status 1! ! 19! ! ! ! ! !
! !PRESSED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MAIN GEAR !Bit status 1! ! 20! ! ! ! ! !
! !OUT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SFCC OWN !Bit status 1! ! 21! ! ! ! ! !
! !VALID ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SFCC LOSS !Bit status 1! ! 22! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! !YAW LOG !Bit status 1! ! 23! ! ! ! ! !
! !MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RUDDER LOG!Bit status 1! ! 24! ! ! ! ! !
! !MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RTL LOG !Bit status 1! ! 25! ! ! ! ! !
! !MON ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AUTO MODE !Bit status 1! ! 26! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AP OWN !Bit status 1! ! 27! ! ! ! ! !
! !ENGD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AP OPP !Bit status 1! ! 28! ! ! ! ! !
! !ENGD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !CAUTION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.312.00 !DELTA R !W +/- 180 !Deg ! 29 ! 11 ! 35 !BNR ! ! !
! 2.312.00 !RUD TR !R 0.088 ! ! ! ! ! ! ! !
!(COM & MON) ! ! ! ! ! ! ! ! ! !
! 1.313.00 !RUD TR !W +/- 180 !Deg ! 29 ! 11 !175 !BNR !RUDT ! !
! 2.313.00 ! !+/- 20 ! ! ! ! ! ! ! !
!(COM) ! !R 0.088 ! ! ! ! ! ! ! !
! ! !1.5 ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.350.00 !MAINT MSG ! ! ! ! ! ! ! ! !
!(COM & MON) !WORD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.351.00 !MAINT MSG ! ! ! ! ! ! ! ! !
!(COM & MON) !WORD ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! 1.352.00 !MAINT MSG ! ! ! ! ! ! ! ! !
!(COM) !WORD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.353.00 !MAINT MSG ! ! ! ! ! ! ! ! !
!(COM) !WORD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.355.00 !MAINT MSG ! ! ! ! ! ! ! ! !
!(COM) !WORD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
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** On A/C ALL
INTERNAL BUS
CMD MON
IN OUT IN OUT
FMGC FMGC
OWN OPP 1
1
1 CFDIU
F
I
1 D
CFDIU S
1 1
FAC OPP
ADC OWN
IRS OWN
ADC OPP FAC OPP

F
IRS OPP A
C FM
FMGC OWN
ADC 3
IRS 3
FM
FMGC OPP
ELAC OWN
ELAC OPP FWC 1
SFCC OWN FWC 2
LGCIU OWN DMC 1
DMC 2
DMC 3
IN OUT IN OUT
CMD MON DMU
(IF FITTED)
1 FAC 1 ONLY
N_MM_226900_0_ABM0_01_00

FAC - ARINC Interface 22-69-00 PB001 Nov 01/11
Revision n˚: 12
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FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
The Flight Management System (FMS) gives various functions to help the crew in the management of the flight.
These functions are all constructed from a lateral and a vertical flight plan. The pilot can select this flight plan from
a data base stored in the system and he can modify it at any time.
In the lateral plan, the FMS gives:

. navigation computation (aircraft position),
. radio navigation aids selection (automatically or by pilot selection),
. lateral guidance to keep the aircraft along the flight plan from the take-off to the approach.
In the vertical plan, it computes:

. an optimum speed at each point,
. other characteristic speeds,
. the aircraft predicted weight and center of gravity,
. predicted wind at each point.
Then it computes predictions along the flight plan based on these speeds and weight. It performs vertical guidance
referenced to these predictions.
The crew can insert different data or can select function modes through two Multipurpose Control and Display Units
(MCDU) linked to two Flight Management and Guidance Computers (FMGC).
The FMS also uses the two MCDUs, both Navigation Display (ND), and, for some parameters, the Primary Flight
Display (PFD), to display data related to the above mentioned functions.
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** On A/C ALL
(Ref. Fig. 22-70-00-12400-A - Component Location)

DOOR
1CA1 FMGC-1 83VU 127 22-83-34
1CA2 FMGC-2 84VU 128 22-83-34
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** On A/C ALL
The FMS general architecture which shows the two FM portions incorporated in the FMGCs, with the two MCDUs
and the Display Management Computers (DMC) for display is given in the following figure:
(Ref. Fig. 22-70-00-13600-A - FMS General Architecture)
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** On A/C ALL
4. Power Supply
The 28VDC power supplies:
. FMGC1 through 28VDC ESS SHED BUS 8PP
. FMGC2 through 28VDC BUS2 2PP
In addition to the 28VDC power supply, the following signals supply the FMGCs:
. chassis ground,
. side 1 signals (C and M) wired to the ground on the FMGC1 only (priority).
In electrical emergency configuration, only the FMGC1 is supplied.
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** On A/C ALL
5. Interface
(Ref. Fig. 22-70-00-15900-A - FM Inputs/Outputs)
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** On A/C ALL
A. Overview of the Flight Management Function (FMF) Software
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
** On A/C ALL
(Ref. Fig. 22-70-00-17300-A - General FMF Architecture)
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
It is composed of:
. Flight Management Processor (FMP) applicative software,
. Input/Output Data Processor (IDP) applicative software,
. FMP/IDP basic software.
Hardware Performance:
. two microprocessors (6o Mhz, 32 bits),
. 16 Mega bytes RAM,
. 5 Mega bytes Navigation Data Base (NBD) capacity.
** On A/C
POST SB 22-1362 FOR A/C 001-004
** On A/C ALL
(Ref. Fig. 22-70-00-17300-A - General FMF Architecture)
** On A/C
POST SB 22-1362 FOR A/C 001-004
It is composed of:
. Flight Management Processor (FMP) applicative software,
. Input/Output Data Processor (IDP) applicative software,
. FMP/IDP basic software.
Hardware Performance:
. two microprocessors (6o Mhz, 32 bits),
. 16 Mega bytes RAM,
. 7 Mega bytes Navigation Data Base (NBD) capacity.
** On A/C ALL
B. Reset Management
Robustness versus resets is improved:

. deactivation/reset of specific functions is implemented in order to limit the functional consequences of
multiple reset (avoid loss of flight plan),
. the following functions are concerned: predictions (Active, TMPY, and SEC F-PLN), MCDU, AOC/ATC,
and Printer.
Reset cockpit impacts are lowered:

. no AP/ATHR cut-off upon reset, but a reversion to selected guidance mode (V/S, HDG),
. no reconfiguration of DMC upon reset, so it is no longer necessary to switch the display mode to get the ND
back to normal display, instead of MAP NOT AVAIL message configuration.
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** On A/C ALL
7. Operation/Control and Indicating
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
This chapter describes the following functions:
. Navigation function,
. Lateral function,
. Vertical function.
** On A/C
POST SB 22-1362 FOR A/C 001-004
This chapter describes the following functions:
. Navigation function,
. Lateral function,
. Vertical function.
** On A/C ALL
A. Navigation Function
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
The navigation function of the FMS gives to the system the following indications:
. present aircraft position,
. altitude,
. wind,
. true airspeed,
. ground speed,
. true and magnetic heading,
. true track angle.
This is achieved by using inputs from inertial and air data sensors in addition to inputs from navigation radios
and GPS.
This function also performs the management of the radio Navigation Aids (navaids) VHF Omnidirectional Range
(VOR), Distance Measuring Equipment (DME), Global Positioning System (GPS), Instrument Landing System
(ILS), Microwave Landing System (MLS if installed) and Automatic Direction Finder (ADF) for the position
computation, for the display and the take-off/approach guidance.
** On A/C
POST SB 22-1362 FOR A/C 001-004
The navigation function of the FMS gives to the system the following indications:
. present aircraft position,
. altitude,
. wind,
. true airspeed,
. ground speed,
. true and magnetic heading,
. true track angle.
This is achieved by using inputs from inertial and air data sensors in addition to inputs from navigation radios
and GPS.
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This function also performs the management of the radio Navigation Aids (navaids) VHF Omnidirectional Range
(VOR), Distance Measuring Equipment (DME), Global Positioning System (GPS), Instrument Landing System
(ILS), GNSS Landing System (GLS if installed), Microwave Landing System (MLS if installed) and Automatic
Direction Finder (ADF) for the position computation, for the display and the take-off/approach guidance.
For the case of a Biased DME, the frequency is not used for the position computation but only for the display.
** On A/C ALL
B. Navigation Function- Aircraft Position Computation
(Ref. Fig. 22-70-00-19600-A - FMS Position)
The inertial position and the speed of each Inertial Reference System (IRS) is the basis for an aircraft position
computation.
If an IRS position is available, one of the navigation modes, as described below, is used. Otherwise, no
navigation computation is provided.
The navigation function uses Kalman filter techniques to integrate inertial, radio, and hybrid/autonomous GPS
data to:
. produce a solution of an optimal aircraft navigation related to a specific navigation mode and,
. estimate its corresponding precision.
(1) Modes of navigation selection
When GPS is installed, GPS/INERTIAL is the basic navigation mode, so long as the GPS data are available
with the required precision and integrity. Otherwise, a navigation mode with the least errors is chosen based
upon the best position available.
In case of navigation mode transition, the current FM position reaches smoothly the best estimated position
(slew limiting rate depending on the flight area).
The basic modes of navigation given by order of precision and importance, are the following:
(Ref. Fig. 22-70-00-19700-B - Navigation Mode Selection Logic)
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(2) Modes of navigation selection - GPS/INERTIAL
. For hybrid GPS architecture:
if a valid and reasonable hybrid GPS/IRS position is available from one of the ADIRU, the
GPS/INERTIAL mode is chosen.
. For GPS autonomous architecture:
if a valid and reasonable autonomous GPS position is available from one of the GPS, the
(3) Modes of navigation selection - DME/DME/INERTIAL
This mode can be selected only if the GPS/INERTIAL position mode is not available and if a valid and
reasonable radio combination allows the computation of a DME/DME position.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(4) Modes of navigation selection - GPS/INERTIAL
. For hybrid GPS architecture:
if a valid and reasonable hybrid GPS/IRS position is available from one of the ADIRU, the
. For GPS autonomous architecture:
if a valid and reasonable autonomous GPS position is available from one of the GPS, the
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(5) Modes of navigation selection - DME/DME/INERTIAL
This mode can be selected only if the GPS/INERTIAL position mode is not available and if a valid and
reasonable radio combination allows the computation of a DME/DME position.
This mode can be inhibited throught the selection of Radionav Deselect prompt on SELECTED NAVAIDS
page.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(6) Modes of navigation selection - DME/VOR/INERTIAL
This mode can be selected only if the GPS/INERTIAL and DME/DME/INERTIAL position modes are not
available and if it gives a better accurate position than any other sensor.
(7) Modes of navigation selection - INERTIAL ONLY
This mode of navigation is used if VOR/DME/INERTIAL, DME/DME/INERTIAL or GPS/INERTIAL
modes are not available and at least one IRS is valid. If three IRS are available, the inertial position is an
optimal mixed position based on the three IRS positions and speeds.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(8) Modes of navigation selection - DME/VOR/INERTIAL
This mode can be selected only if the GPS/INERTIAL and DME/DME/INERTIAL position modes are not
available and if it gives a better accurate position than any other sensor.
This mode can be inhibited throught the selection of Radionav Deselect prompt on SELECTED NAVAIDS
page.
(9) Modes of navigation selection - INERTIAL ONLY
This mode of navigation is used if VOR/DME/INERTIAL, DME/DME/INERTIAL or GPS/INERTIAL
modes are not available and at least one IRS is valid. If three IRS are available, the inertial position is an
optimal mixed position based on the three IRS positions and speeds.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(10) Class of navigation
Two classes of navigation are defined (HIGH or LOW). They reflect the fact that the system respects the
current navigation accuracy requirement. The current class of navigation is determined by comparing the
Estimated Position Uncertainty (EPU: value of the 95% of confidence on the computed system position)
with the current Required Navigation Performance (RNP based on navigation area / manually entered / leg
dependent). When EPU < RNP, the class of navigation is HIGH, otherwise it is LOW. The class of
navigation is displayed continuously on the PROG page.
A level of confidence on the FMS position in GPS mode is determined as a function of the GP(IR)S
position accuracy and integrity. The GPS confidence status is GPS PRIMARY when both accuracy and
integrity requirements are met.
---------------------------------------
! GPS Reasonable ! GPS Unreasonable !
----------------------------------------------------------
! HIGH (EPU < RNP) ! GPS PRIMARY ! GPS PRIMARY LOST !
----------------------------------------------------------
! LOW (EPU > RNP) ! GPS PRIMARY LOST ! GPS PRIMARY LOST !
----------------------------------------------------------
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** On A/C
POST SB 22-1362 FOR A/C 001-004
(11) Class of navigation
Two classes of navigation are defined (HIGH or LOW). They reflect the fact that the system respects the
current navigation accuracy requirement. The current class of navigation is determined by comparing the
Estimated Position Uncertainty (EPU: value of the 95% of confidence on the computed system position)
with the current Required Navigation Performance (RNP based on navigation area / manually entered / leg
dependent). When EPU < RNP, the class of navigation is HIGH, otherwise it is LOW. The class of
navigation is displayed continuously on the PROG page.
A level of confidence on the FMS position in GPS mode is determined as a function of the GP(IR)S
position accuracy and integrity. The GPS confidence status is GPS PRIMARY when both accuracy and
integrity requirements are met.
---------------------------------------
! GPS Reasonable ! GPS Unreasonable !
----------------------------------------------------------
! HIGH (EPU < RNP) ! GPS PRIMARY ! GPS PRIMARY LOST !
----------------------------------------------------------
! LOW (EPU > RNP) ! GPS PRIMARY LOST ! GPS PRIMARY LOST !
----------------------------------------------------------
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(12) Class of navigation - RNP value
The RNP value depends of the navigation area (TERMINAL, ENROUTE, OCEANIC, APPROACH);
concerning the logic for switching between the TERMINAL and ENROUTE navigation areas, the navigation
area selection will be function of the aircraft altitude.
To pass from the TERMINAL navigation area to the APPROACH navigation area, the distance between
the aircraft and the first approach waypoint can be less than 5 NM.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(13) Class of navigation - RNP value
If not manually entered or leg dependent (defined in the NDB), a RNP value depends of the navigation area
(TERMINAL, ENROUTE, OCEANIC, APPROACH); concerning the logic for switching between the
TERMINAL and ENROUTE navigation areas, the navigation area selection will be function of the aircraft
altitude.
To pass from the TERMINAL navigation area to the APPROACH navigation area, the distance between
the aircraft and the first approach waypoint can be less than 5 NM.
** On A/C ALL
C. Navigation Function - Radio Tuning
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
The navigation function automatically selects and tunes navaids:
. for display and takeoff/approach guidance, with priority given to any manual tuning orders made by the
crew,
. for navigation computations (on the basis of their availability and suitability).
Radio tuning can be performed via three different ways in accordance with the radio nav page architecture:
. automatic tuning,
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. manual tuning,
. Radio Management Panel (RMP) tuning.
** On A/C
POST SB 22-1362 FOR A/C 001-004
The navigation function automatically selects and tunes navaids:
. for display and takeoff/approach guidance, with priority given to any manual tuning orders made by the
crew,
. for navigation computations (on the basis of their availability and suitability).
Radio tuning can be performed via three different ways in accordance with the radio nav page architecture:
. automatic tuning,
. manual tuning,
. Radio Management Panel (RMP) tuning.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(1) Automatic tuning
Provided that the RMP has no control on the navigation radios (RMP NAV CONTROL discrete not set to
the open state), the FMGC tunes automatically VOR and DME for display, VOR/DME and DME for
navigation computation, ILS (and MLS if installed) for navigation update and takeoff/approach guidance,
NDB for display.
The tuning of the navigation radios follows hierarchically rules to facilitate the optimal combination based
on the A/C position and on the radio NAV availability. Five frequencies are available for DME tuning, one
for VOR tuning and another one for ILS.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(2) Automatic tuning
Provided that the RMP has no control on the navigation radios (RMP NAV CONTROL discrete not set to
the open state), the FMGC tunes automatically VOR and DME for display, VOR/DME and DME for
navigation computation, ILS (MLS if installed and GLS if installed) for navigation update and
takeoff/approach guidance, NDB for display.
The tuning of the navigation radios follows hierarchically rules to facilitate the optimal combination based
on the A/C position and on the radio NAV availability. Five frequencies are available for DME tuning, one
for VOR tuning and another one for ILS, MLS or GLS.
MLS if embedded is not associated to RUNWAY displayed in DEPARTURE page, so MLS is not
automatically tuned for take off guidance (according to pilot selection on DEPARTURE page. However
MLS is automatically tuned for approach guidance (according to pilot selection on ARRIVAL pages)
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(3) Automatic tuning - OPC option
The option No ADF on board (OPC option) allows to manage fully the navigation architecture with no
ADF on board:
. ADF tuning is desactivated,
. ADF informations/prompts are removed from RAD NAV pages,
. NDB approaches are inhibited.
(4) Manual tuning
The pilot can tune, through the RAD NAV page, VOR, ILS, NDB, MLS (if installed) for display. When a
station is manually tuned, it cannot be overridden by an automatic tuning. When the system comes into the
PREFLIGHT phase, all the previously selected navaids are deselected.
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(5) RMP tuning
The FMGC recognises the RMP tuning when the RMP NAV CONTROL discrete is set to the open state.
When this occurs, neither the system nor the pilot can tune the radio frequencies on either side of the
PROG page or RAD NAV pages of MCDU.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(6) Manual tuning
The pilot can tune, through the RAD NAV page, VOR, ILS, NDB, MLS (if installed) , GLS (if installed) for
guidance. When a station is manually tuned, it cannot be overridden by an automatic tuning. When the
system comes into the PREFLIGHT phase, all the previously selected navaids are deselected.
When a VOR, an ILS or a MLS is manually tuned by frequency/channel on RAD NAV page, the associated
DME frequency is systematically tuned to avoid partial tuning.
(7) RMP tuning
The FMGC recognises the RMP tuning when the RMP NAV CONTROL discrete is set to the open state.
When this occurs, neither the system nor the pilot can tune the radio frequencies on either side of the
PROG page or RAD NAV pages of MCDU.
** On A/C ALL
D. Navigation Function - Messages and MCDU Display
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(1) Navigation messages
The messages related to the navigation that can be displayed on the MCDU and/or the Electronic Flight
Instrument System (EFIS) navigation display are:
. GPS messages,
. radio tuning messages,
. messages related to the IRS alignment,
. messages related to the IRS attitude mode,
. other navigation messages.
(2) MCDU display
The display related to the navigation available for the crew on the MCDU are the following:
. POSITION MONITOR page:
** On A/C ALL
(Ref. Fig. 22-70-00-21100-A - POSITION MONITOR Page)
This page displays general navigation information which represent the A/C position (FMGC 1 and 2
positions, and its current navigation modes, radio position or GPS position, mixed IRS position, IRS
deviations and modes).
. PROGRESS page:
(Ref. Fig. 22-70-00-21200-A - PROGRESS Page)
This page displays navigation information such as GPS confidence level, RNP threshold, EPU, class of
navigation, information about the position entered by the crew to update the A/C position.
. RADIO NAV page:
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-21300-A - RADIO NAV Page)
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This page displays identifiers, frequencies and course for radio navaids for side 1 and side 2 receivers
when no RMP is in Nav mode (if at least one RMP is in Nav mode, then all fields, except titles, are
blank). The navaids selected by the crew are manually entered via the Radio Nav page. The navaids
selected by the crew are displayed in large font. The automatically selected navaids are displayed in
small font.
. SELECTED NAVAIDS page:

(Ref. Fig. 22-70-00-21400-A - SELECTED NAVAIDS Page)
This page displays all the radio navaids being tuned (identifiers and frequencies), and the associated
class and tuning mode for each. It displays also a line select prompt next to each displayed radio navaid
and a pilot deselected navaid. A GPS deselect/reselect prompt allows the crew to deselect or reselect
the use of the GPS. When GPS is deselected by the crew, the FM will not use the GPS data.
. GPS MONITOR page (only if GPS is installed):
** On A/C ALL
(Ref. Fig. 22-70-00-21500-A - GPS MONITOR Page)
This page displays GPS information from two GPS sensors. The information displayed includes for each
GPS sensor: identifier, position, true track, altitude, ground speed, horizontal figure of merit (HFOM),
mode, number of satellites currently being tracked.
. PREDICTIVE GPS page:

(Ref. Fig. 22-70-00-21700-A - PREDICTIVE GPS Page)
This page displays information on GPS confidence level or status, at and near the time of arrival
(predicted or specified by the crew ) at the destination airport specified in the flight plan, and, at and
near the time of arrival (predicted or specified by the crew) at a reference waypoint specified by the
crew. The display also includes provision for the crew to deselect up to 32 GPS satellites, but only four
at a time.
. IRS MONITOR page:

(Ref. Fig. 22-70-00-21600-A - IRS MONITOR and IRSn Pages)
This page displays the following information for each of the three IRS: identifier, mode, mode
dependent status message, time to go in the align mode before the nav mode can be initiated, average
rate of the IRS drift.
. IRSn page:
This page displays IRSn parameters and GPS/IRSn hybrid parameters: Identifier, IRS inertial position,
true track, true heading, magnetic heading, ground speed, wind direction and speed, GPS/IRS hybrid
position, GPS/IRS HFOM.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(3) Navigation messages
The messages related to the navigation that can be displayed on the MCDU and/or the Electronic Flight
Instrument System (EFIS) navigation display are:
. GPS messages,
. radio tuning messages,
. messages related to the IRS alignment,
. messages related to the IRS attitude mode,
. other navigation messages.
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(4) MCDU display
The display related to the navigation available for the crew on the MCDU are the following:
. POSITION MONITOR page:
** On A/C ALL
(Ref. Fig. 22-70-00-21100-A - POSITION MONITOR Page)
This page displays general navigation information which represent the A/C position (FMGC 1 and 2
positions, and its current navigation modes, radio position or GPS position, mixed IRS position, IRS
deviations and modes).
. PROGRESS page:
(Ref. Fig. 22-70-00-21200-A - PROGRESS Page)
This page displays navigation information such as GPS confidence level, RNP threshold, EPU, class of
navigation, information about the position entered by the crew to update the A/C position.
. RADIO NAV page:
** On A/C
POST SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-21300-B - RADIO NAV Page)
This page displays identifiers, frequencies and course for radio navaids for side 1 and side 2 receivers
when no RMP is in Nav mode (if at least one RMP is in Nav mode, then all fields, except titles, are
blank). The navaids selected by the crew are manually entered via the Radio Nav page. The navaids
selected by the crew are displayed in large font. The automatically selected navaids are displayed in
small font.
When an ILS is tuned, the G/S deselect/select prompt exists if both FLS option activated and Mix
LOC/VNAV option activated OPC options are activated.
. SELECTED NAVAIDS page:
(Ref. Fig. 22-70-00-21400-B - SELECTED NAVAIDS Page)
This page displays all the radio navaids being tuned (identifiers and frequencies), and the associated
class and tuning mode for each. It displays also a line select prompt next to each displayed radio navaid
and a pilot deselected navaid. A GPS deselect/reselect prompt allows the crew to deselect or reselect
the use of the GPS. When GPS is deselected by the crew, the FM will not use the GPS data.
The 4L prompt should refer to ILS, MLS or GLS navaid. A Radionav deselect/select prompt provides
the means to inhibit the use of radionavigation modes (IRS/DME/DME and IRS/VOR/DME).
. GPS MONITOR page (only if GPS is installed):
** On A/C ALL
(Ref. Fig. 22-70-00-21500-A - GPS MONITOR Page)
This page displays GPS information from two GPS sensors. The information displayed includes for each
GPS sensor: identifier, position, true track, altitude, ground speed, horizontal figure of merit (HFOM),
mode, number of satellites currently being tracked.
. PREDICTIVE GPS page:

(Ref. Fig. 22-70-00-21700-A - PREDICTIVE GPS Page)
This page displays information on GPS confidence level or status, at and near the time of arrival
(predicted or specified by the crew ) at the destination airport specified in the flight plan, and, at and
near the time of arrival (predicted or specified by the crew) at a reference waypoint specified by the
crew. The display also includes provision for the crew to deselect up to 32 GPS satellites, but only four
at a time.
. IRS MONITOR page:
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This page displays the following information for each of the three IRS: identifier, mode, mode
dependent status message, time to go in the align mode before the nav mode can be initiated, average
rate of the IRS drift.
. IRSn page:
This page displays IRSn parameters and GPS/IRSn hybrid parameters: Identifier, IRS inertial position,
true track, true heading, magnetic heading, ground speed, wind direction and speed, GPS/IRS hybrid
position, GPS/IRS HFOM.
E. Navigation Function - IRS Alignment
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
Alignment of the IRS starts when the OFF/NAV/ATT selector switch of the Mode Select Unit (MSU) is in the
Nav position. IRS ALIGNMENT calculations can only be done on ground before take-off, after the pilot entered
the current A/C coordinates or after auto alignment by the IRS itself (auto-aligning IRS generation).
** On A/C
POST SB 22-1362 FOR A/C 001-004
Alignment of the IRS starts when the OFF/NAV/ATT selector switch of the Mode Select Unit (MSU) is in the
Nav position. IRS ALIGNMENT calculations can only be done on ground before take-off, after the pilot entered
the current A/C coordinates or after auto alignment by the IRS itself (auto-aligning IRS generation).
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
The entry results from a pilot action either (as basic procedure) on the MCDU IRS INIT page
(Ref. Fig. 22-70-00-22300-B - IRS INIT Page)
accessible from the INIT A page, or (as optional procedure) on the Inertial System Display Unit (ISDU). If the
option of the automatic alignment on GPS position is activated (depending of IRS standards), no pilot action is
required. The alignment is automatically done in relation with the GPS position.
** On A/C
POST SB 22-1362 FOR A/C 001-004
The entry results from a pilot action either (as basic procedure) on the MCDU IRS INIT page
(Ref. Fig. 22-70-00-22300-D - IRS INIT Page)
accessible from the INIT A page, or (as optional procedure) on the Inertial System Display Unit (ISDU). If the
option of the automatic alignment on GPS position is activated (depending of IRS standards), no pilot action is
required. The alignment is automatically done in relation with the GPS position.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
The alignment is only available on the active Flight Plan and automatically performed on GPS position.
In case of bad IRS alignment (at least one of the three IRS has been aligned more than 5Nm away from the
departure airport position), a CHECK IRS/AIRPORT POS message is displayed in the MCDU scratchpad to
warn the crew of a discrepancy between origin departure and IRS alignment position before take-off.
** On A/C
POST SB 22-1362 FOR A/C 001-004
The alignment is only available on the active Flight Plan and automatically performed on GPS position.
IRS INIT page displays for each IRS during or after alignment:
. the IRS state : ALIGNING, ALIGNED, IN ATT or OFF
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. the source of alignment if defined (GPS for automatic alignment, CDU or
. the alignment position if defined
The two first lines make it possible to define a reference position to be sent to the IRS for alignment (by
default this position is the FROM position) and to cross-check alignment or reference position with the GPS
one. When the alignment ends up these two lines are blank.
The alignment on REF is done by selecting ALIGN ON REF prompt which then changes to CONFIRM
ALIGN ON REF * prompt.
In case of bad IRS alignment (at least one of the three IRS has been aligned or is aligning more than 5Nm
away from the departure airport position), a CHECK IRS/AIRPORT POS message is displayed in the
MCDU scratchpad to warn the crew of a discrepancy between origin departure and IRS alignment position
before take-off.
If the IRS INIT page is not currently displayed and at least one of the ADIRU is waiting for an alignment
position the ALIGN IRS message is displayed.
** On A/C ALL
F. Navigation Function - IRS Heading Initialization
When any one of three IRS is set to the ATT mode, the pilot must initialize the appropriate IRS with a heading.
This initialization can occur in flight or on ground, in case of failed IRS in NAV mode. The entry is done on the
MCDU when the IRS/HDG initialization option is activated (via OPC software option) or on the ISDU (if an
optional ISDU is installed).
G. Navigation Function - Average Drift Computation
The FM computes on the ground at the end of the flight, an average drift for each IRS. This drift is then
displayed on the IRS page.
H. Lateral Flight Planning
The lateral functions for the FMS includes:

. lateral flight planning such as initialization and lateral revisions,
. guidance such as lateral guidance mode selection.
The FMS can give up to three flight plans (F-PLN):
. an ACTIVE F-PLN (the one currently used for the flight),
. a TEMPORARY F-PLN dedicated to tactical revisions,
. a SECONDARY F-PLN dedicated to strategical purpose.
The active, secondary and temporary F-PLN can include PRIMARY and ALTERNATE portions.
J. Lateral Flight Planning - Initialization
Due to the type of the various functions that the system is performing during the flight, it is necessary for the
crew to initialize the system by inserting some data via the MCDU. By selecting the INIT page, the pilot has the
possibility to initialize the FMS.
Initialization is presented in the following paragraphs from a lateral and a vertical point of view.
The initialization consists of three main functions:
. select a F-PLN which will be the real basis for all the computations and the displays done by the FMS,
. align the IRS by using the position of the airport stored in the FMS data base and called by selection of the
F-PLN,
. enter the zero fuel weight (ZFW) and center of gravity for zero fuel weight (ZFWCG) which will be used for
all the various performance computations.
The crew can modify ZFW and ZFWCG in flight through the FUEL PRED page.
K. Lateral Flight Planning - F-PLN Initialization
The default primary F-PLN (that means without flight plan initialization) is as follows:
PPOS
-- F-PLN DISCONTINUITY --
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The major purpose of this function is to declare the flight plan origin and destination (FROM/TO) or to call up
a pre-stored company route.
(1) INIT A/SEC INIT A pages
** On A/C
POST SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-24100-D - INIT A Page)
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-24100-B - INIT A Page)
The initialization is done on the INIT A page for the active F-PLN and on the SEC INIT A page for the
secondary F-PLN. For example, the initialization parameters are the following: company route (CO RTE),
FROM/TO designation.
The SEC INIT A page has the same objective as the ACTIVE flight plan on the INIT A page.
** On A/C ALL
(2) Route selection page
The pilot can enter origin and destination airports on the INIT A page for the active F-PLN and on the
SEC INIT A page for the secondary F-PLN. The skeleton of the F-PLN is strung with FROM/TO airports
as follows:
ORIGIN AIRPORT
-- F-PLN DISCONTINUITY --
DESTINATION AIRPORT
If one or several routes match with this city pair in the NDB, then the ROUTE SELECTION pages are
automatically proposed before inserting the desired route.
The company route, when inserted, designates all or any portion of the primary route. Access to these
pages can also result in the designation of a list of alternate CO RTE, one of these being selected.
(3) Passenger count
This function allows to enter pax number through the INIT A page and to send the passenger count value
to the Cabin Pressure Control System (CPCS) in order to optimise cabin pressure.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(4) Ground Temperature
In preflight phase, the pilot can enter or modify the Ground Temperature for take off in this field. The A/C
SAT (while aircraft is on ground) should not be used for forecast and predicted temperature. It is used to
define ISA deviation at airport for FMS temperature model used in take-off/climb phases.
** On A/C ALL
L. Lateral Flight Planning - Fuel Initialization
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-24700-C - INIT B Pages)
The purpose of this function is to initialize weights and to display fuel predictions for the flight. On first access
to the INIT B page, pilot has to insert the ZFW/ZFWCG, then enter a BLOCK FUEL. Pilot has two options:
. enter a value through the BLOCK field.
. use the FUEL PLANNING function by pressing the associated prompt. It will compute and display the
minimum fuel to satisfy the requirements of the flight plan.
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In both cases, once the BLOCK FUEL is entered or confirmed, the FMS computes fuel prediction through the
INIT FUEL PREDICTION page.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-24700-D - INIT B Pages)
The purpose of this function is to initialize weights and to display fuel predictions for the flight. On first access
to the INIT B page, pilot has to insert the ZFW/ZFWCG, then enter a BLOCK FUEL. Pilot has two options:
. enter a value through the BLOCK field.
. use the FUEL PLANNING function by pressing the associated prompt. It will compute and display the
minimum fuel to satisfy the requirements of the flight plan.
In both cases, once the BLOCK FUEL is entered or confirmed, the FMS computes fuel prediction through the
INIT FUEL PREDICTION page.
The FMS will only accept ZFW, ZFWCG and BLOCK FUEL pilot inserted values if they are inside pre-defined
input range (the ZFW input range can be refined and A/C customized if the Take-off securing OPC option is
activated).
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
When Engine start occurs while the INIT B page is displayed, the FUEL PRED page is automatically displayed.
The pilot can also insert the ZFW/ZFWCG on this page which is displayed in 3R; a pilot entry on the GW/CG,
displayed in 5R, is not allowed.
The scratchpad message REENTER ZFW/ZFWCG is issued when the connection (or 15 s initialization integrity
check) between FMC and FCMC failed.
The scratchpad message INITIALIZE ZFW/ZFWCG is issued when the engines are started without having
previously provided those data to the system.
After transition to TAKE-OFF, all the route reserve values are converted in EXTRA fuel, and pilot entry for
RTE RSV/RTE RSV % is not allowed.
However the RTE RSV/RTE RSV % field remains displayed on FUEL PRED page to inform the crew that a
zero value is used for both data in fuel predictions computation.
RTE RSV/RTE RSV % field remains displayed in flight even if the fuel policy specifies that route reserve cannot
be computed in flight. In this latter case, the display is zero for both data and pilot entry is not allowed.
The ALTN fuel value is either a calculated value or a pilot entry.
Pilot entry for this data is possible on INIT B page and FUEL PRED page, where the ALTN/TIME field is
added with the same format as on INIT B page.
** On A/C
POST SB 22-1362 FOR A/C 001-004
When Engine start occurs while the INIT B page is displayed, the FUEL PRED page is automatically displayed.
The pilot can also insert the ZFW/ZFWCG on this page which is displayed in 3R; a pilot entry on the GW/CG,
displayed in 5R, is not allowed.
The scratchpad message REENTER ZFW/ZFWCG is issued when the connection (or 15 s initialization integrity
check) between FMC and FCMC failed.
The scratchpad message INITIALIZE ZFW/ZFWCG is issued when the engines are started without having
previously provided those data to the system.
After transition to TAKE-OFF, all the route reserve values are converted in EXTRA fuel, and pilot entry for
RTE RSV/RTE RSV % is not allowed.
However the RTE RSV/RTE RSV % field remains displayed on FUEL PRED page to inform the crew that a
zero value is used for both data in fuel predictions computation.
RTE RSV/RTE RSV % field remains displayed in flight even if the fuel policy specifies that route reserve cannot
be computed in flight. In this latter case, the display is zero for both data and pilot entry is not allowed.
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The ALTN fuel value is either a calculated value or a pilot entry.
Pilot entry for this data is possible on INIT B page and FUEL PRED page, where the ALTN/TIME field is
added with the same format as on INIT B page.
FINAL is the fuel weight burnt in a holding pattern that is assumed to be flown prior to final approach at either
the primary or alternate destination. The FINAL fuel value is either a computed value or a pilot entry.
MIN DEST FOB is the minimum fuel weight at primary destination requested by the crew. It shall be either a
default value or a pilot-entered value. The default value of MIN DEST FOB shall be equal to FINAL + ALTN
fuel.
The scratchpad message CHECK MIN DEST FOB is issued when MIN DEST FOB is a pilot entry & MIN
DEST FOB < ALTN + FINAL.
** On A/C ALL
M. Lateral Flight Planning - Revisions
With regards to the active F-PLN (primary and/or alternate), the lateral revisions generate a temporary flight
plan (TMPY F-PLN) allowing multiple revisions. Multiple revisions contains the possibility to link up several
flight plan modifications, before inserting them. As many revisions as necessary can be taken into account in the
TMPY F-PLN, provided that the F-PLN capacity is respected. The secondary F-PLN revisions are applied
directly to the flight plan.
There are two types of lateral revisions:

. Revisions directly applied on Active/Temporary F-PLN or SEC F-PLN pages (Direct F-PLN revisions).
. Revisions through the following MCDU pages:
LAT REV page: insert or modify departure/arrival procedures, insert next waypoint/new destination, insert
or modify or clear offset, insert or modify holding pattern, select or activate alternate F-PLN, insert airway,
insert LAT/LONG crossing, insert radial/abeam fix info.
(Ref. Fig. 22-70-00-25300-C - LAT REV Pages)
or
DIR TO page: go direct to with or without abeam, intercept inbound or outbound radial.
(Ref. Fig. 22-70-00-25400-B - DIRECT TO Pages)
The TMPY F-PLN (copy of the active F-PLN which has been changed according to a lateral or vertical action)
also gives UNDO mechanisms: the last revision can be deleted by the UNDO prompt selection from TMPY F-
PLN.
(1) DEPARTURE procedure
(Ref. Fig. 22-70-00-25500-A - Departure Procedure Stringing)
This function is used to insert or modify a departure procedure which contains three optional elements:
. RWY (runway transition),
. SID (standard instrument departure),
. TRANS (SID enroute transition).
The departure procedure can be strung by using the previous elements.
A matching waypoint is searched between the procedure and the enroute. For an active F-PLN
modification, the temporary F-PLN is updated as soon as a new element of the departure procedure is
selected.
One prompt and two different pages are available to select a departure procedure:
. the DEPARTURE prompt is only available on LAT REV page at origin airport,
. the DEPARTURE 1 page displays the available runways and means,
. the DEPARTURE 2 page displays the list of SID which are compatible with the selected runway and
the enroute transitions compatible with the selected SID.
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(2) DEPARTURE procedure - General information
NOTE : When the FMS flight plan contains a discontinuity as the first leg, the automatic arm of the FG
NAV mode is inhibited on ground in order to improve performance of the radar vector departure
procedures.
(3) ARRIVAL procedure
(Ref. Fig. 22-70-00-25800-A - Arrival Procedure Stringing (without STAR RWY TRANS))
(Ref. Fig. 22-70-00-25900-A - Arrival Procedure Stringing (when A/C is Located in Arrival Procedure))
This function is used to insert or modify an arrival procedure which contains four optional elements:
. APPR (final approach, including runway and missed approach),
. APPR VIA (approach transition),
. STAR (including STAR runway transition),
. TRANS (STAR enroute transition).
Matching waypoints are searched between the approach, the approach transition, the STAR and the
enroute.
One prompt and three different pages are available to select an arrival procedure:
. the ARRIVAL prompt is only available on LAT REV page at destination airport,
. the ARRIVAL 1 page displays the available runways, final approaches and means,
. the ARRIVAL 2 page displays the lists of compatible STAR and TRANS,
. the APPR VIA page displays the list of approaches transition.
(4) Flight plan stringing logics for STAR/VIA/APPROACH are modified. The aim of the modification is to
avoid waypoint stacking in the FMS flight plan and decrease the number of keystroke number in order to
perform FMS flight plan modification.
(5) NEXT waypoint
This function is used to insert a waypoint into the flight plan, just after the revised waypoint. This function
is accessible through the NEXT WAYPOINT field which is available on LAT REV page. The entered next
waypoint (it must be a fixed waypoint but not a runway) is inserted following the revised point with a
direct leg. If the inserted waypoint already exists downpath in the flight plan, all legs between the revised
point and the identical waypoint are deleted. If the inserted waypoint does not exist downpath in the flight
plan, a discontinuity is inserted after the inserted waypoint.
(6) New destination
This function is used to designate a new primary destination (it must be an airport name), through the
NEW DEST field which is available on LAT REV page. All waypoints in the flight plan following the revised
point are deleted and a discontinuity is strung between the revised point and the new destination.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(7) HOLD (HX)
(Ref. Fig. 22-70-00-26300-B - HOLD Pages)
When HOLD page is accessed, a default hold is proposed by the system. When revised point is not PPOS
and a database hold is defined for the point, the database hold is proposed as default and for all other cases
if it is possible the system proposes a COMPUTED hold.
A holding pattern (HM leg) can be inserted on a flight plan waypoint through a lateral revision at that
waypoint, including the FROM waypoint (PPOS hold), or through extraction of a database procedure that
has a holding pattern pre-coded at a waypoint. The lateral path function will generate a holding pattern
based on the specified holding parameters: the inbound course (INB CRS), turn direction and leg time or
distance.
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** On A/C
POST SB 22-1362 FOR A/C 001-004
(8) HOLD (HX)
(Ref. Fig. 22-70-00-26300-D - HOLD Pages)
When HOLD page is accessed, a default hold is proposed by the system. When revised point is not PPOS
and a database hold is defined for the point, stored in the Enroute Holding Pattern file, the database hold
is proposed as default and for all other cases if it is possible the system proposes a COMPUTED hold.
A holding pattern (HM leg) can be inserted on a flight plan waypoint through a lateral revision at that
waypoint, including the FROM waypoint (PPOS hold), or through extraction of a database procedure that
has a holding pattern pre-coded at a waypoint. The lateral path function will generate a holding pattern
based on the specified holding parameters: the inbound course (INB CRS), turn direction and leg time or
distance.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(9) Airways
This function is used, through the AIRWAYS page, to select a pre-stored airway segment with ending
points for insertion into the flight plan after the revised point.
It is possible to select up to five airway segments on the AIRWAYS page.
This function is accessible from the AIRWAYS prompt which is available on LAT REV page. The airway
segment is strung into the F-PLN at the revised point if its ending point has been defined.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(10) Airways
This function is used, through the AIRWAYS page, to select a pre-stored airway segment with ending
points for insertion into the flight plan after the revised point.
It is possible to select up to five airway segments on the AIRWAYS page.
This function is accessible from the AIRWAYS prompt which is available on LAT REV page. The airway
segment is strung into the F-PLN at the revised point if its ending point has been defined.
Concerning the airways which includes some fixed Radius Transitions (FRT), the AIRWAYS page will
display FIXED TURN RADIUS AWY for an airway (VIA) that is a fixed radius transition airway as defined
in the navigation database.
** On A/C ALL
(11) Alternate
This function is used, through the ALTERNATE page, to select an alternate destination for the F-PLN.
This function is accessible from the ALTN prompt which is available on LAT REV page.
When an alternate destination or company route is selected, the alternate F-PLN is strung with the same
stringing rules as for the primary F-PLN. ENABLE ALTN prompt on LAT REV page is used to activate the
alternate portion of the F-PLN. The activation of the alternate F-PLN deletes all legs beyond the revised
point and strings a discontinuity to the alternate origin waypoint.
(12) Alternate - Cost Index
When alternate flight plan is activated, the Cost Index (CI) shall be forced to zero for the active flight plan
predictions in order to be consistent with alternate flight plan prediction. Additionally, the scratchpad
message USING COST INDEX : 0 can be displayed.
When an alternate is defined and a temporary FPLN exists, the alternates idents are displayed in cyan.
DEST will then be the last yellow ident.
(13) Direct To/Intercept/Abeam
(Ref. Fig. 22-70-00-26800-B - Direct TO with Abeam, Radial IN and Radial OUT Cases)
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The DIRECT-TO/INTERCEPT function is used to:
. fly directly from the current A/C position to a selected database fix or geographically defined waypoint,
. project active F-PLN waypoints along the Direct To route, from the current A/C position to the
specified Direct To fix (case 1),
. specify an intercept radial into a specified fix (case 3) or from a specified fix (case 2).
This function is a mono revision and cannot be associated with another revisions.
This function is accessible on the DIR TO page which is accessible by pressing the DIR key on the MCDU.
(14) Direct TO
If a DIRECT-TO is selected as part of the DIRECT-TO/INTERCEPT function, a DF leg is strung from the
current A/C position to the selected waypoint. Moreover a Turn-Point (T-P) leg becomes the FROM
waypoint and is followed by the TO fix of the DF leg. When the A/C is in heading mode, the NAV mode is
engaged as soon as the DIR TO is inserted.
(15) Intercept
The DIRECT-TO/INTERCEPT function gives a procedure to join a radial by specifying an origin waypoint.
Such a radial can subsequently be captured and automatically flown by the A/C, either inbound into the
specified point or outbound from the specified point.
. If an INTERCEPT-TO is selected, a CF leg is strung along the specified radial into the selected
waypoint. All F-PLN waypoints preceding the selected waypoint will be deleted. An IN-BND leg
becomes the FROM waypoint and is followed by the TO fix of the selected waypoint.
. If an INTERCEPT-FROM is selected, a FM leg followed by a discontinuity is strung along the specified
radial from the selected waypoint. All flight plan waypoints preceding the selected waypoint will be
deleted. An OUT-BND leg becomes the FROM waypoint and is followed by the MANUAL termination
of the FM leg.
At insertion of DIR TO INTERCEPT, the A/C is in heading mode; the NAV mode is engaged when the
A/C is in condition to capture the intercept radial (normal pre-NAV engage path and NAV capture logic
are applied).
A DIR TO INTERCEPT-RADIAL IN default value is now available when a FPLN waypoint is selected on
the DIR TO page.
(16) Abeam
The abeam points operation projects existing active F-PLN waypoints between the A/C current position
and the selected Direct-To point onto the Direct-To leg.
When a DIR TO with abeam is performed, the waypoint displayed on the top right of the ND is not an
abeam waypoint but a fix waypoint as TO waypoint.
(17) Engine Out SID (EOSID)
(Ref. Fig. 22-70-00-27100-A - Engine Out SID)
The EOSID is a standard procedure to use if an engine fails just after a take-off. When an origin runway
and an EOSID are defined in the active F-PLN, an EOSID diversion point is defined: it is the leg
termination at which the EOSID diverges from the active F-PLN.
If the A/C is before the diversion point when the engine out is detected by the FMS, then:
. automatically, the EOSID is strung in the TMPY F-PLN with the EOSID diversion point,
. any part of the EOSID before the EOSID diversion point is ignored,
. a discontinuity is strung between the last waypoint of the EOSID and the remaining active F-PLN.
If an engine out is detected after the diversion point, then automatic processing is no longer used and the
selected EOSID is only used for ND display purposes.
(18) Offset
(Ref. Fig. 22-70-00-27200-A - Immediate OFFSET)
The offset function is used, through the OFFSET page, to enable the A/C to fly:
. parallel to the parent path,
. laterally offset by a given distance,
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. direction entered by the pilot.
The offset is immediate (it is applicable at present position (PPOS)) and finishes by default at the last
consecutive offsetable waypoint or the last enroute waypoint. This function is accessible from the OFFSET
prompt which is available on LAT REV page. The offset can be manually cleared at any moment by using
the clear (CLR) function (or by entering a 0 in the offset field).
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(19) Radial Fix Info
(Ref. Fig. 22-70-00-27400-C - Computation of Abeam and Radial Intercept Points)
This function allows to compute intersections between the active F-PLN trajectory and one or more radials
bearings from a reference based on the database fix or an element defined by the pilot. An ABEAM prompt
also allows to insert an abeam reference.
It is accessible through the RADIAL FIX INFO prompt from a LAT REV page at origin, at PPOS and at
destination. Once the reference fix and the radial bearings are entered, the intersection point can be
converted into a waypoint and inserted into the flight plan.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(20) Radial Fix Info
(Ref. Fig. 22-70-00-27400-E - Computation of Abeam and Radial Intercept Points)
The Radial Fix Info pages provides a means for creating Nav Display references based on a given database
fix or a Pilot defined element. The references may be one or two radial bearings, one circle and one abeam.
If the radial, circle or abeam intercepts the active or temporary flight plan, the intersection point can be
converted to a waypoint and inserted into the flight plan.
The number of FIX INFO pages is extended to 4 pages and are identical. One reference fix is defined per
each FIX INFO page.
It is accessible through the RADIAL FIX INFO prompt from a LAT REV page at any primary F-PLN
waypoints (primary destination excluded).
The ABEAM function is not applicable to the secondary F-PLN.
** On A/C ALL
(21) LAT / LONG crossing points
** On A/C
POST SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-27600-E - Example of LAT/LONG Crossing Points Entry)
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-27600-C - Example of LAT/LONG Crossing Points Entry)
This function allows the creation of a point at the intersection of a specific LAT or LONG and the enroute
part of the F/PLN. It also allows the creation of a series of crossing points at specified intervals of latitude
or longitude. It is accessible through an entry field on the LAT REV page at any revised point between the
origin and the last enroute waypoint.
** On A/C ALL
(22) Direct F-PLN revisions
The following lateral revisions are directly available on Active/Temporary F-PLN and SEC F-PLN pages:
. insert a new waypoint,
. clear a waypoint, a discontinuity or an holding pattern,
. add or remove an overfly at waypoint,
. insert an along track offset waypoint,
. insert a time marker.
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(a) Insert a new waypoint
This function results from the direct entry of a new waypoint into the flight plan via the
Active/Temporary F-PLN or SEC F-PLN pages. The new waypoint is inserted at the position selected
by the pilot, just before the selected waypoint, including the F-PLN DISCONTINUITY marker, the
END OF F-PLN and END OF ALTN F-PLN marker.
(b) Clear a waypoint or a discontinuity
This function is called by pressing the CLR key on MCDU, on condition that the scratchpad is empty,
when Active/Temporary F-PLN, or SEC F-PLN pages are displayed. Then the crew can press the left
Line Select Key (LSK) corresponding to the waypoint or the discontinuity to be cleared.
The function, clear a waypoint, generates a discontinuity. Clearing a discontinuity is allowed and it is
replaced with a direct leg strung from the termination which preceded the discontinuity to the initial
fix which follows the discontinuity.
(c) Overfly waypoint
This function is used to add or remove an overfly at a specific waypoint. It is called by pressing the
OVFY Delta (overfly) key on MCDU, on condition that the scratchpad is empty, when the
Active/Temporary F-PLN or SEC F-PLN pages are displayed. Then the crew can press the left LSK
corresponding to the waypoint to be revised.
(d) Along Track Offset (PLACE / DIST)
(Ref. Fig. 22-70-00-27800-A - Along Track Offset (ATO) Waypoints)
An Along Track Offset (ATO) waypoint is a waypoint defined by the pilot that is directly entered on
the Active/Temporary F-PLN or SEC F-PLN pages and also on STEP ALTS page. An ATO waypoint
is inserted into the F-PLN by entering a PLACE/DIST into the scratchpad and pressing the left LSK
adjacent to the revised point.
The entered PLACE must be identical to the revised point. A positive DIST entry results in an ATO
inserted on the leg following the revised point. A negative DIST entry results in an ATO inserted on
the leg preceding the revised point. If the A/C is in active leg and if an ATO waypoint with a negative
DEST is inserted, then before insertion the crew must disengage NAV mode, insert and reengage NAV
mode.
(e) Time Marker
This function allows to create a pseudo waypoint by entering a time into the scratchpad and then
pressing any left LSK on the F-PLN A or B pages.
The pseudo waypoint is displayed on the MCDU and on the ND (green circle (HHMM)), located at
the predicted position of the aircraft at the entered time.
(23) Secondary flight plan
Initialization of the secondary F-PLN is done on the SEC INIT page which is accessible from the SEC
INDEX page. The following revised function applies to the secondary F-PLN (via the SEC INDEX page):
. Copy active:
This function copies elements from the active F-PLN into the secondary F-PLN and deletes the
previously defined secondary F-PLN.
(24) Secondary flight plan - Access
Secondary INIT A / B pages are always accessible by the crew in order to enable modifications for
secondary predictions.
(25) Secondary flight plan - Sequencing
The sequencing of the secondary F-PLN occurs only if the secondary F-PLN is copied from the active F-
PLN and the active leg in the active F-PLN is identical to the active leg of the secondary F-PLN.
. Activate sec:
This function activates the secondary F-PLN by copying parameters from the secondary F-PLN to the
active F-PLN by deleting completely the previous active F-PLN.
Secondary F-PLN can be used for several reasons:
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. preparation of a second departure procedure before take-off when this one is defined late,
. preparation of the next flight while in flight,
. training.
N. Lateral Flight Planning - Closest Airport
(Ref. Fig. 22-70-00-28500-A - CLOSEST AIRPORTS Pages)
The CLOSEST AIRPORT function allows to display the four closest airports from the present aircraft position in
addition with a fifth airport defined by the crew. It is accessible through the CLOSEST AIRPORT prompt on
the DATA INDEX A page. The bearing, distance, time to go to each airport are displayed on CLOSEST
AIRPORT page 1. Associated Estimated Fuel on Board (EFOB) are displayed on CLOSEST AIRPORT page 2
through EFOB/WIND prompt.
Time and EFOB computation are based on the currently measured wind or effective wind vector to fly to the
airport entered by the pilot on CLOSEST AIRPORT page 2.
P. Lateral Flight Planning - Guidance
With an active flight plan and a valid aircraft position, the FMS is able to perform lateral guidance along this
flight plan coupled with auto pilot. This mode is the managed one. The selected mode is performed through
direct pilot targets.
(1) NAV guidance mode
(a) LAT AUTO CONTROL engagement conditions
Lateral autopilot modes selectable through the Flight Control Unit (FCU) in enroute or terminal area
or in approach (except take-off and landing) are:
. Auto control (NAV mode is engaged)
. Heading/Track control (heading mode or track mode is engaged).
1 Managed NAV mode
This mode is armed if the pilot pushes heading/track selector knob on the FCU. If NAV mode is
armed on ground, and if a valid FM flight plan exists and active leg is not a discontinuity, then it
is automatically engaged at 30 ft altitude after take-off. When automatic control is requested by
the pilot, the activation depends upon whether the A/C is inside or outside a capture zone (at
least 2 NM wide zone for fixed path legs). If the A/C is inside the capture zone, then the NAV
engagement conditions are satisfied. Else, NAV engagement is still armed until the pilot selects an
appropriate HDG/TRK to enter the capture zone. When NAV is engaged, the A/C follows the
targets given by the system based on F-PLN structure.
2 Selected mode
Heading/track is engaged if the pilot selects a FCU target and pulls the heading/track selector
knob. In heading/track mode the F-PLN remains active without modification and leg sequencing
remains automatic if the A/C is in a zone defined as 5 NM besides the waypoint or the
sequencing waypoint defined in legs transition. NAV mode is automatically disengaged by the
system upon sequencement of a discontinuity on F-PLN and below MDA/MDH (Minimum
Descent Altitude / Minimum Descent Height) during non precision approach.
(2) NAV Guidance submodes
When the NAV mode is engaged, the FM guides the aircraft along the flight plan. The NAV mode is made
up of three submodes: Heading (HDG), Track and Hpath. One submode is selected according to the type of
the active leg except when the active leg is an IF, in that case the NAV mode is disengaged by the Flight
Guidance (FG).
. The heading submode guides the aircraft along a magnetic heading (trajectory not fixed on ground).
The heading submode is selected when the active leg is a heading leg (VX legs).
. The track submode guides the aircraft along a trajectory with a constant course. The track submode is
selected when the active leg is a course leg (CX legs, except CF).
. The Hpath submode is selected to guide the aircraft along a trajectory fixed on ground (CF, FA, AF,
FD, TF, DF legs).
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(a) Roll command authority limitation when Hpath submode active
When NAV mode is engaged, the output of the roll command by the FM to the FG insures passengers
comfort and smooth aircraft maneuvers. It is limited to 30 degrees bank angle when aircraft is not in
engine out conditions. When engine out is detected, roll command output by the FM to the FG is
limited in order to get safe manoeuvres.
(b) Lateral targets computation
. Heading submode:
When the heading submode is selected and the NAV mode is engaged or the NAV mode
engagement is requested, the FM requests to the FG the HDG submode engagement and computes
the heading target.
. Track submode:
When the track submode is selected and the NAV mode is engaged or the NAV mode engagement
is requested, the FM requests to the FG the TRACK submode engagement and computes the
course target.
. Hpath submode:
Hpath submode computes a roll command and sends it to the FG. The roll bank angle depends on
crosstrack error (XTK) and the track angle error (TKE).
(3) General Information
The design for computing the roll bank angle upon DIR TO has been improved in order to increase the
bank angle value (within the 30˚ limitation).
(4) Lateral path errors - Displayed parameters
(a) Definition of lateral path errors
The FMS computes a crosstrack error displayed on ND and a track angle error for control of the A/C
in Hpath submode along the lateral path and for determination of lateral path capture and leg
sequencing. Heading and Track submodes do not use lateral path errors computed by FMS.
1 Crosstrack error (XTK)
(Ref. Fig. 22-70-00-29300-A - XTK and TKE Computation)
When the selected submode is Hpath, the XTK is computed as follows:
. If the active segment is a straight segment, the XTK is the distance from the current aircraft
position to the point P defined as the perpendicular projection of the current aircraft position
on the straight line defined by the active straight segment.
. If the active segment is a curved segment, the XTK is the distance from the current aircraft
position to the point P defined as the perpendicular projection of the current aircraft position
on the circle, if the point P belongs to the active curve segment. If the point P does not
belong to the active curve segment, the XTK is the distance between the current aircraft
position and the reference fix. The reference fix is the initial turn point (ITP) or final turn
point (FTP), it is defined in order that the distance between the aircraft position and the
reference fix is the minimum of the distances between the aircraft position and the ITP or the
FTP. If the distances between the aircraft position and the ITP and the FTP are equal, the
reference fix is the FTP.
2 Track angle error (TKE)
(Ref. Fig. 22-70-00-29300-A - XTK and TKE Computation)
The absolute value of the track Angle Error is the desired true course minus the aircraft true
track. The TKE (-179.99 to +180 degrees) is positive when the angle from the aircraft true track
to the desired track turns clockwise.
(b) Computation of specific display parameters
-------------------------------------------------------------------------------
! Display parameters ! Defintion !
!--------------------!--------------------------------------------------------!
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! BEARING TO GO ! Bearing to go from the current A/C position to the leg !
! ! termination point. !
!--------------------!--------------------------------------------------------!
! DISTANCE TO GO ! Direct distance to go from the current A/C position to !
! ! the leg termination point. !
!--------------------!--------------------------------------------------------!
! TIME TO GO ! Time to go from the current A/C position to the leg !
! ! termination point. !
!--------------------!--------------------------------------------------------!
! REQUIRED DISTANCE ! Minimum lateral distance required to pass from the !
! TO LAND ! current A/C energy state to the landing energy state !
! ! assuming a default descent profile from the current !
! ! A/C altitude to a destination airport elevation. !
!--------------------!--------------------------------------------------------!
! DIRECT DIST TO ! Distance along a great circle path connecting the A/C !
! DEST ! position to the LOC capture point and then to !
! ! destination runway. !
!-----------------------------------------------------------------------------!
! ALONG TRACK DIST ! Distance along the active leg from the point where !
! TO GO ! XTK ERROR is computed to the leg termination point !
!--------------------!--------------------------------------------------------!
! DIST TO DEST ! Sum of the lateral leg distances in the F-PLN !
! ! beginning with the active leg termination and the !
! ! ALONG TRACK DIST TO GO !
-------------------------------------------------------------------------------
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(5) Dual behaviour
** On A/C ALL
(Ref. Fig. 22-70-00-29500-A - Master Ahead the Slave)
(Ref. Fig. 22-70-00-29600-A - Slave Ahead the Master)
** On A/C
POST SB 22-1362 FOR A/C 001-004
(6) Dual behaviour
** On A/C ALL
(Ref. Fig. 22-70-00-29500-A - Master Ahead the Slave)
(Ref. Fig. 22-70-00-29600-A - Slave Ahead the Master)
In DUAL mode, some events are Master imposed. Among them the synchronization of waypoint sequencing
is Master imposed.
. Master is ahead the Slave. Sequencing on master side entails the final update and waypoint sequencing
on slave side.
. Slave is ahead the Master. Sequencing on Slave side is allowed only after Master has sequenced the TO
waypoint.
Q. Lateral Flight Planning - Construction of the Lateral Path
The flight plan obeys regulation rules to allow an airplane to fly under airspace control. The flight plan is
registered relative to an airport of departure and an airport of destination. Charts exists for each airport to
define the procedures of departure (SID) and procedures of arrival (STAR) for each runways.
The airplane is under Air Traffic Management (ATM) control during all the climb and descent phases.
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During cruise phase, the aircraft follows corridor areas defined for each airways, existing also in charts.
The FMS finds all these elements in a Navigation Data Base, including all airports, procedures, runways,
waypoints, radio beacons, airways allowing the construction of a trajectory.
The construction of a trajectory is dependent on a succession of legs and waypoints. The FMS allows the pilot
to construct the flight plan, to perform revisions, to insert or modify airport, runways, procedures, airways.
From all these information, the FMS constructs a trajectory and when the pilot chooses the managed mode (or
NAV mode), the FMS sends all the targets to the auto pilot to enable the flight plan to be followed by the
aircraft.
R. Vertical Function
The main vertical function are the following:

. define the flight phases and their transition rules,
. determine the elements which are the basis for the vertical F-PLN construction (cruise altitudes,
constraints..),
. compute ECON and characteristic speeds,
. compute the predictions for characteristic parameters (speed, altitude, time, fuel on board, wind,
temperature) based on current atmospheric conditions,
. guide the A/C along the vertical F-PLN.
S. Vertical Function - Flight Phases
(Ref. Fig. 22-70-00-30700-A - F-PLN Definition)
The flight plan is divided in several flight phases for which specific operations, prediction and guidance are
defined. The PERF page reflects the main parameters of the different phases. These flight phases are:
. preflight,
. take off (from origin to acceleration altitude,
. climb (from acceleration alt to Top of climb,
. cruise (from Top of climb to Top of descent),
. descent (from Top of descent to Deceleration point),
. approach (from Deceleration point to destination),
. go around (missed approach points) (no predictions),
. done.
Concerning the secondary flight plan, the SEC PERF page is available even if the first leg of active and SEC F-
PLN does not match.
T. Vertical Function - F-PLN Elements
The vertical F-PLN is defined as a set of operational limitations. These limitations mainly consist in three types
of constraints that can be entered into the F-PLN affecting the vertical profile:
. Altitude constraints,
. Speed constraints,
. Time constraints.
These constraints are represented on the ND with a magenta circle when the constraint is made, with an amber
circle when the constraint is missed. The same symbology is used on F-PLN A page on the MCDU with a star.
Speed limit can be also entered into the F-PLN. They are represented by a magenta full circle on the ND.
(1) Altitude constraints
An altitude constraint is an a/c altitude requirement to be met over a specified point or leg in the lateral F-
PLN. It is related either to the Take-Off-Climb phases or to the Descent-Approach phases.
There are four requirements about altitude constraints: AT, AT or BELOW, AT or ABOVE and WINDOW.
(Ref. Fig. 22-70-00-31200-A - Altitude Constraint - CLB/DES Type)
An altitude constraint is either stored in the database and then inserted into the F-PLN via the terminal
area procedures or entered manually by the pilot through the F-PLN A or VERT REV pages.
An altitude constraint is predicted as missed if the following condition is checked for Hs = 250ft:
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. Delta h is > Hs for an AT or BELOW constraint where Hs is an altitude margin and Delta h is the
difference between predicted altitude and constrained altitude,
. absolute value of Delta h > Hs for an AT constraint,
. Delta h < - Hs for an AT or ABOVE constraint.
The altitude constraint remains missed until the condition becomes false for Hs = 200 ft.
(2) Speed constraints
A speed constraint is an AT or BELOW constraint and is related either to the take-off and climb phases or
to the descent and approach phases. There are two types of speed constraints:
. climb speed constraints which are to be respected from the origin up to the constrained waypoint,
. descent speed constraints which are to be respected from the constrained waypoint down to the
destination.
A speed constraint is predicted as missed at WPT01 if the predicted speed minus constraint speed exceeds
10 kts and remains missed as long as it remains greater than 5 kts.
(3) Time constraints (Requested Time of Arrival (RTA))
** On A/C
POST SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-31500-C - RTA Page)
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-31500-A - RTA Page)
A time constraint is an a/c time requirement to be met at a specified waypoint. It can only be entered
manually by the pilot in the RTA page through the VERT REV page or uplinked by AOC.
The RTA function allows entry and display of a waypoint identifier with associated time constraint. The
RTA page also displays the following data:
. Entered or computed ETT
. Predicted ETA at the time constrained waypoint
. Performance adjusted speed target
. Time error
. Distance to time constrained waypoint
. Active speed mode
The default two designated reference waypoint are airport of departure and arrival.
A time constraint is predicted as missed at WPT01 if the predicted time minus constraint time (Delta T)
meets the following condition A applied to the time tolerance Delta T1. The time constraint remains missed
at WPT01 until condition A, when applied to the time tolerance Delta T2, is not met.
Delta T1 and Delta T2 are functions of distance between A/C position and WPT01 location.
** On A/C ALL
(Ref. Fig. 22-70-00-31600-A - Time Tolerance Versus Distance)
Condition A:
. Delta T > Time tolerance for an AT or BEFORE constraint,
. absolute value of Delta T > Time tolerance for an AT constraint,
. Delta T < - Time tolerance for an AT or AFTER constraint.
(4) Estimated Take-off Time (ETT)
The ETT is a time which is used as the time initialization factor for predictions. The ETT can be manually
entered by the pilot on the RTA page or can be computed automatically by the system as a result of a time
constraint entry (the entry is accepted if clock data is valid).
(5) Equi-Time Point (ETP)
(Ref. Fig. 22-70-00-31700-C - ETP Page)
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The ETP is a point along the lateral flight plan at which the time to reach two designated reference
airports or waypoints is the same, taking distance and wind into account. The two designated reference
waypoints are entered by the pilot on the Equi-Time Point page accessed via the Data index. Then the
following data are displayed:
. Time, Distance and Bearing from A/C position and the designated reference waypoint,
. Time, Distance and Bearing from ETP and the designated reference waypoint,
. ETP location,
. Time and Distance from A/C position and ETP.
(6) Speed limit
The speed limit is defined by a speed constraint and an associated altitude. There can not be more than
one speed limit in CLB and one in DES. The speed value must not be exceeded below the associated
altitude. In climb, cruise and descent flight phases, the speed limit is said to be exceeded when the A/C
speed exceeds the speed limit by a tolerance of 10 kts when the A/C is below the speed limit altitude 150
ft. It remains exceeded until it stands above the speed limit + 5 kts.
(7) Speed change indication
A speed change indication is displayed on the ND to precise the start of the speed change. The speed
change for speed limit can be displayed whatever the clearance altitude is (altitude defined at the FCU).
NOTE : The Speed limit cannot be cleared in the temporary F-PLN.

(8) Steps climb and steps descent
This function is applicable to all primary F-PLNs, in the Cruise flight phase only. A step in the F-PLN is
where the vertical profile changes from one cruise altitude to another. It can be either to a higher (step
climb) or lower (step descent) cruise altitude. The pilot can enter up to four geographical step points.
There are two types of steps:
. step at PPOS through new FCU altitude selection,
. pre-planned step at geographical waypoint. or at optimal point.
Pre-planned geographical step points can originate from database or ACARS transmitted flight plans or can
be entered by the pilot at specified flight plan waypoints. They are usually obtained from flight operation
centers for determining an optimum profile based on assumed or forecasted data.
In flight, the FM evaluates alternative step initiation points and provides the capability to select the optimal
point (according to current CI) to the altitude based on the first geographical step altitude or entered
altitude if no geographical step is defined. The optimum step function is accessible through the STEP
ALTS page.
Steps are defined in one of three ways:
. entry of flight plan waypoints and/or altitudes on the STEP ALTS page,
. entry of a step altitude constraint on a fixed flight plan waypoint via the F-PLN page,
. through flight planning operations where steps are obtained from company routes.
(9) Optimum altitude
The optimum altitude is the altitude where the cost function is minimized. The value of the computed
optimum altitude is accessible on the PROG page and computed while satisfying the following
requirements:
. minimum altitude of computation is FL100,
. minimum optimum cruise duration is 5 minutes,
. optimum altitude value is frozen for the 5 last minutes of cruise phase.
Otherwise the field remains dashed.
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(10) Cost Index (CI)
Each airline defines its own flight strategy regarding fuel consumption and flight time. This is one of FMS
parameters to compute optimum speeds. It is defined as the ratio between the cost per flight time unit and
the cost per fuel weight unit. A CI equal to 0 corresponds to the minimum fuel strategy, a CI equal to 999
corresponds to the minimum time strategy. CI can be entered via MCDU on INIT A page, or on PERF
pages or automatically after insertion of a CO RTE. When alternate flight plan is activated, the CI shall be
forced to zero for the active flight plan predictions in order to be consistent with alternate flight plan
prediction.
(11) Wind modelling
This model is defined by the vendor.
Cruise wind entries or modifications are only allowed on the CRZ ACTIVE (or SEC) F-PLN waypoints.
Wind data (Pilot or uplink) is entered through the CLB, CRZ and DES wind pages.
On INIT B page a TRIP WIND field allows the entry of a mean effective wind component for the trip from
the primary origin to the primary destination, which becomes invalidated if a wind is entered along the
climb, cruise or descent profiles.
Wind input data, after the global wind insertion, is used by the wind model to compute the forecast winds.
Forecast winds are blended with actual wind for computation of the predicted winds that are displayed on
the F-PLN B page. Winds are entered in direction/magnitude format, where the wind direction is the
bearing that the wind is coming from.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(12) Temperature modeling
Temperature modeling is based on the computation of an International Standard Atmosphere temperature
deviation (ISA DEV) profile, based on the difference between an entered or measured Static Air
Temperature (SAT) and a reference temperature profile at a given altitude. The reference temperature
profile is either the ISA temperature profile or a pilot defined standard atmosphere temperature profile if a
tropopause altitude has been entered by the pilot. The pilot defined standard atmosphere temperature
profile is the ISA temperature profile affected by the pilot entered tropopause altitude.
Forecast ISA DEV profiles are constructed for three distinct segments:
. the climb segment, defined from the origin to the initial Top of Climb (T/C), using current A/C SAT
and CRZ TEMP entered on the INIT A or FUEL PRED page,
. the cruise segment, defined from the initial T/C to the Top of Descent (T/D), using current A/C SAT
. the descent segment, defined from the T/D to the destination, using the destination temperature
entered on the APPR PERF page.
(13) Predicted winds and temperatures
This blending method is defined by the vendor.
FM predictions blend current A/C (or measured) wind and ISA DEV into the forecast wind and
temperature model for use in the computation of parameters such as fuel burn, altitude at waypoints, time
at waypoints, etc. Predicted winds and temperature are used for predictions.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(14) Temperature modeling
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Temperature modeling is based on the computation of an International Standard Atmosphere temperature
deviation (ISA DEV) profile, based on the difference between an entered or measured Static Air
Temperature (SAT) and a reference temperature profile at a given altitude. The reference temperature
profile is either the ISA temperature profile or a pilot defined standard atmosphere temperature profile if a
tropopause altitude has been entered by the pilot. The pilot defined standard atmosphere temperature
profile is the ISA temperature profile affected by the pilot entered tropopause altitude.
Forecast ISA DEV profiles are constructed for three distinct segments:
. the climb segment, defined from the origin to the initial Top of Climb (T/C), using current A/C SAT,
GND TEMP entered on the INIT A page and CRZ TEMP entered on the INIT A or FUEL PRED page,
. the cruise segment, defined from the initial T/C to the Top of Descent (T/D), using current A/C SAT
. the descent segment, defined from the T/D to the destination, using the destination temperature
entered on the APPR PERF page.
(15) Predicted winds and temperatures
This blending method is defined by the vendor.
FM predictions blend current A/C (or measured) wind and ISA DEV into the forecast wind and
temperature model for use in the computation of parameters such as fuel burn, altitude at waypoints, time
at waypoints, etc. Predicted winds and temperature are used for predictions.
** On A/C ALL
(16) GRID MORA (Minimum Off Route Altitude)
The GRID MORA function (OPC software option), consists in determining only one value corresponding to
the highest of the Minimum Off Route Altitudes as stored within the Grid MORA record of the Nav Data
Base, which are applicable within a circular area centered on present A/C position and bounded by 40 NM
of radius limit.
The list of all coded MORA whose GRID region is intercepting this above defined circle constitutes a
candidate list for this computation which is updated at time interval of about 30 s.
The highest MORA value resulting from this above shall be transmitted to EFIS with the following display
conditions:
. MORA is valid (i.e. A/C position is valid and all Moras considering for the canditate list are specified
on the NDB),
. On EFIS:
* control panel waypoint constraints option is selected,
* mode display is ARC, ROSE NAV or PLAN,
* range > 40 NM.
The limiting factor for the remaining time to react concerns the pilot attention (currently, there is no
warning generated by the system if A/C alti < MORA).
U. Vertical Function - Speed Generation
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(1) FM computed speed - Take-off
Characteristic take-off speeds as, F, S and Green Dot take-off are computed in preflight and take-off phases
using the performance model (V1, V2 and VR are entered by the pilot). They are computed with the Take-
Off Weight (TOW) if it is available, else they are not computed.
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** On A/C
POST SB 22-1362 FOR A/C 001-004
(2) FM computed speed - Take-off
Characteristic take-off speeds as, F, S and Green Dot take-off are computed in preflight and take-off phases
using the performance model (V1, V2 and VR are entered by the pilot, the FM only checks their
consistency: V1 less than or equal Vr less than or equal V2 if activated by Take-off securing OPC option).
They are computed with the Take-Off Weight (TOW) if it is available, else they are not computed.
** On A/C ALL
(3) FM computed speed - Take-off logic
Take-off speed check logic warn the pilot of a change of the existing runway; at the first runway insertion,
the take-off speed check logic is not applied.
(4) FM computed speeds - Approach and Go-Around
While not in approach flight phase, the approach speeds (VLS, default VAPP, Green Dot, S, and F) and
the go-around reference speeds (F, S and Green Dot) are computed using the performance model with the
predicted Landing Weight (LW) if available, with the current Gross Weight (GW) if not. At transition to
approach phase, these speeds are computed with the current GW and current Center of Gravity (CG).
Takeoff, approach and go around speeds are displayed on the corresponding PERF pages.
(5) Take-off speed - General information
NOTE : The minimum value that can be entered in Take-off speed fields (V1, V2, VR) is decreased from
100 kts to 80 kts.
(6) FM computed speed - Economy (ECON)
The ECON speeds are the optimum speeds for the given cost index which satisfy a time constraint (if one
exists) and/or speed constraints (if they exist) and the speed envelope. If there is no time or speed
constraint, the ECON speeds are the optimum speeds computed in the previous paragraph. They are
displayed on the PERF page under the ECON prompt.
(7) FM computed speed - Optimum ECON
All speeds defined in this paragraph are computed inside the speed envelope of the managed speed mode.
Climb, cruise and descent optimum speeds are optimized on the basis of these values:
. Gross Weight (GW),
. Cost Index (CI),
. Cruise Flight Level (CRZ FL),
. Wind and temperature models,
. current Center of Gravity (CG).
Once computed, using the performance data base, they are limited by the optimum speed envelope.
CAS/MACH couples are always computed for the CLB, CRZ, Step and DES optimum speeds. However the
individual Calibrated Air Speed (CAS) and Mach speeds can not always be targeted by the FG. The
targeting of the CAS and/or Mach optimum speeds will be determined by the guidance function.
In Preflight phase, these speeds are computed using the TOW and the predicted weights at the various
points of the F-PLN. If no TOW is available, no speed is computed. After transition to take-off phase, they
are computed using the A/C GW and the predicted weights at the various points of the F-PLN. If no A/C
GW is available, no speed is computed. If there is no CRZ FL or no CI, they default to Green Dot.
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(8) FM computed speed - Performance
In case a time constraint is inserted in the F-PLN, the FM computes performance speeds within the speed
envelope so as to try to satisfy the constraint, taking into account all applicable speed limits and
constraints. These speeds are used until the time constrained waypoint. FM computed performance speeds
are computed as optimum speeds for a pseudo cost index value which satisfies the time constraint and the
current flight conditions. In Descent or Approach flight phase, the performance speed adjustment process
based on the performance cost index optimization is performed while current A/C altitude is above Max
(DES SPD LIM altitude; FL100).
(9) FM computed speed - Expedite
Expedite climb speed is defined as the maximum speed between VMAN and VLS. Expedite descent speeds
is the maximum speed: EXP SPD = MIN(VMAX OPFAC; VMO - Delta V; MMO - Delta M).
(10) FM computed speed - Holding pattern (HM)
The holding pattern size is computed taking into account the speed at which the aircraft is supposed to fly
the Hold (holding pattern speed in managed speed mode or selected speed in manual speed mode). The
segment necessary to decelerate from current speed (ECON, AUTO or MAN) to the holding speed is
limited to a maximal length of 20 NM. The holding speed which must be used in the ECON speed profile
computation within a HM is defined as the minimum of:
. ICAO limits,
. max endurance speed given by PERF model,
. NDB holding pattern speed constraint (if one exists),
. any flight plan speed constraints or limits that apply to the hold.
For an HM belonging to approach phase, the holding speed is the approach speed target.
If an altitude constraint was defined at the revise point, then this constraint is applied to both the hold
entry fix and the hold exit fix to prevent A/C from descending below the Alt constraint.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(11) Descent auto speed
The descent auto speed is a particular speed target, unlike the optimum DES speed which can be
preselected by the pilot on the PERF descent page before transition to descent phase. The pilot can select
a CAS or a Mach or both to replace the optimum descent speed. The descent auto speed is submitted to
speed limitations within the descent phase.
(12) Manual speed (selected speed mode)
Pilot can preselect a manual speed through:
. the MCDU for future flight phase (Climb or Cruise) by entering a speed, either a CAS or a Mach, on
the PERF page of this future phase. The selected speed is only limited by the flight envelope. This
speed will be automatically used at transition to this phase as manual speed.
. the FCU.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(13) Descent auto speed
The descent auto speed is a particular speed target, unlike the optimum DES speed which can be
preselected by the pilot on the PERF descent page as long as it can be accessed. The pilot can select a
CAS or a Mach or both to replace the optimum descent speed. The descent auto speed is submitted to
speed limitations within the descent phase.
(14) Manual speed (selected speed mode)
Pilot can preselect a manual speed through:
. the MCDU for future flight phase (Climb or Cruise) by entering a speed, either a CAS or a Mach, on
the PERF page of this future phase. The selected speed is only limited by the flight envelope. This
speed will be automatically used at transition to this phase as manual speed.
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. the FCU.
** On A/C ALL
(15) Constant Mach
** On A/C
POST SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-33700-C - CONSTANT MACH Page)
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-33700-A - CONSTANT MACH Page)
This function allows the crew to define a constant Mach Speed along a specified segment by entering a
desired Mach value, a starting waypoint and an ending waypoint. These parameters are selectable manually
in the Constant Mach page through the VERT REV page.
** On A/C ALL
V. Vertical Function - Engine Out (EO)
(1) Activation
The system detects automatically an engine out situation from various signals received from the FADECs.
When Engine Out mode is active, then the MCDU display reverts either to temporary F-PLN page in order
to enable or erase the EOSID procedure (if the A/C is before the diversion point) or to present flight phase
PERF page (if the A/C is after the diversion point). Any preselected speed on the MCDU PERF pages, any
time constraint and any pre-planned step inserted in F-PLN are deleted and none can be inserted. When the
Engine Out mode is active, the Engine Out maximum altitude is computed (EO MAX ALT) and displayed
on the Progress page (in place of REC MAX ALT).
(2) De-activation
The first way to exit the ENGINE OUT mode is a manual selection of the EO CLR prompt on the active
PERF page. The other way is an automatic one at full engine recovery detection.
(3) Take-Off or Go-Around phase
(a) Predictions
F-PLN predictions are not computed. The predictions of speed, alt, time, fuel and wind at each WPT
are dashed on F-PLN pages.
(b) Guidance
Guidance is provided by FG.
(4) CLIMB or CRZ phase (and A/C below EO Max Alt)
(a) Predictions
All the F-PLN predictions are computed at each waypoint and down to the primary Destination
assuming CRZ phase will be performed at min. (CRZ alt., LRC EO Max alt).
(b) Guidance
The MCT message is displayed on PFD by the FG.
If A/C is in speed Management Control mode, the speed target is as follows:
. A/C in ALT or ALT ACQ mode:
It is equal to EO CRZ SPD computed with the altitude of the level segment limited to EO MAX
ALT. But if at engine out detection the A/C speed is above EO CRZ speed, the speed target is
ramped down from current speed to EO CRZ speed at - 1 kt/sec ; this is to avoid a too hard
thrust reduction.
. A/C not in (ALT or ALT ACQ mode):
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It is equal to GREENDOT limited to speed envelope. But if at engine out detection, A/C speed is
above GREENDOT, the speed target is ramped down to GREENDOT with a rate equal to (Delta
V/Delta t) = (- 1 kt/s).
If CLIMB mode is active, the submode is SPD/THR; the thrust is then managed by FG (FM is
demanding MCT).
In level off, the mode is basically ALT/SPD (under FG responsibility).
(5) CLB or CRZ phase (and A/C above LRC EO Max alt)
(a) Predictions
All the F-PLN predictions are computed till the primary destination, assuming CRZ alt is immediately
reset down to LRC EO Max alt and a Drift Down Descent is performed to reach this new CRZ alt.
The Drift Down descent is performed with following conditions:
. MCT thrust target,
. Greendot speed target.
In order to provide the crew with an obstacle avoidance strategy, the drift down ceiling is displayed on
the Cruise PERF page.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-34100-B - PERF CRZ Page in EO Condition)
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(Ref. Fig. 22-70-00-34100-A - PERF CRZ Page in EO Condition)
(b) Guidance
The MCT message is displayed on PFD by the FG.
If CLB or DES was the currently engaged mode at EO detection, the FG is automatically reverting to
V/S mode using current A/C V/S as target.
In Speed Management mode the speed target is as follows:
. A/C in ALT ACQ or ALT mode (above LRC EO Max Alt):
The current speed target at EO detection is kept unmodified (actually the A/C speed is going to
decrease due to engine performance).
. A/C is descending or climbing in any current guidance mode (Vert Man Control):
It is equal to GREENDOT speed after having been ramped if necessary.
The message SET GREEN DOT SPEED can be displayed in CLIMB phase.
** On A/C ALL
(6) Descent or Approach phase
(a) Predictions
Predictions are computed with the same assumptions as for all-engine operations, except for alternate
predictions which are invalid. When an Engine Out occurs, predictions are recomputed using the
applicable cost index for engine out condition.
(b) Guidance
It is the same as in all engine case except that MCT is immediately requested on PFD by the FG.
The DES mode is using any relevant submode to follow the descent path as in all engine case.
W. Vertical Function - F-PLN management (predictions/vertical guidance)
The vertical F-PLN management provided by the FM mainly consists of these two tasks:
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. Computations of predictions: F-PLN predictions attempt to predict the A/C performance from the primary
origin (or A/C position) to the primary destination. The current A/C state is propagated along the lateral
and vertical flight plan, on the basis of various assumptions concerning how a particular flight phase will be
flown in given modes and sub-modes. The goal is to provide predictions of time, speed, altitude, distance,
fuel on board and true wind for display at downpath waypoints and pseudo waypoints on the F-PLN A and
B pages. It also provides the summary data of time, distance, and EFOB at the destination for display on
the F-PLN, PERF, and FUEL PRED pages. Predictions can start as soon as a GW, a CRZ FL, a CI and a
lateral flight plan are defined (pilot entries or FM computations).
. Vertical guidance: it provides mode and sub-mode requests and altitude, speed, and, in VPATH modes,
thrust and pitch targets to the FG based on the current A/C state, the immediate vertical profile, the
current flight phase, and the selected mode.
(1) Lateral, Vertical and Speed Auto Control (normal default mode) - Take-off
(Ref. Fig. 22-70-00-34200-A - Take-off Profile)
(a) Predictions
Below Thrust Reduction Altitude (TRA), F-PLN predictions are based upon take-off allowances
provided by the performance data base. Altitude/distance, EFOB and time predictions at waypoints
occurring before reaching TRA are linearly interpolated between the rotation point and the TRA.
Predicted speed profile is fixed at V2+10 kts.
Upon reaching the TRA, the LVR CLB message is displayed on the FMA (on the PFD) to warn the
pilot that he has to set the throttle to the CLB position, which corresponds to the climb. Above TRA,
assuming that SPD/THR submode is active until the acceleration altitude, predictions are computed
with A/C motion equations using the engine and aerodynamic model part of the performance data
base. Predicted speed remains fixed at V2+10 kts.
Assuming ACC ALT > TRA, if an altitude constraint is below these 2 values then TRA and ACC ALT
are automatically reassigned to the constrained altitude.
(b) Guidance
As there is no optimization on the whole take-off phase, the active SPD/THR mode is not under FM
responsibility.
(2) Lateral, Vertical and Speed Auto Control (normal default mode) - Climb
(a) Predictions
From the acceleration altitude, predictions assume an acceleration to the initial ECON climb speed.
The assumed climb sub-mode is SPD/THR. The trajectory considered optimum of the A/C is the one
created from ECON speed control on the elevator and climb thrust. Predictions are computed taking
all climb altitude and speed constraints into account. Above greendot until approach, predictions
assume clean configuration.
The ECON climb speed at a specific point is defined as the minimum of:
. the optimum climb speed and the downpath climb speed constraints and climb speed limits,
. the maximum of (climb speed limit, greendot speed) below the climb speed limit altitude (if
defined).
Upon reaching the waypoint associated with the restrictive speed constraint (or limit), predictions
assume an acceleration to the next restrictive speed constraint or limit or to the optimum speed.
Predictions of altitudes are based on a climbing altitude profile determined from the acceleration
altitude until the interception of the first CRZ FL or the theoretical descent profile. If the optimum
trajectory is above an AT or BELOW constraint, an altitude hold is assumed until the constraint is
passed. If this optimum trajectory is below such constraints, they are ignored.
No DES segment is authorised during climb phase.
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(b) Guidance
If the climb mode is active, the FM LVL/CHG AUTO CONTROL SUBMODE REQUEST is set as
follows:
----------------------------------------------------
! Elevator target ! SPD Guidance Speed Auto Target !
!-----------------!--------------------------------!
! Thrust target ! THR Climb Thrust !
----------------------------------------------------
If ALT ACQ or ALT mode is active, the speed target remains the ECON climb guidance speed target.
(3) Lateral, Vertical and Speed Auto Control (normal default mode) - Cruise
(a) Predictions
At interception of the CRZ FL, predictions assume a transition to cruise phase. ALT mode is assumed
in cruise. The trajectory considered optimum by the A/C is the one created from CRZ FL hold on the
elevator and ECON CRZ MACH (or SPD) hold with thrust. If steps exist in the F-PLN, they are taken
into account in the cruise predictions. If a UTC constrained waypoint is in the cruise segment,
predictions assume a speed change from the performance speed to the normal ECON cruise speed
following the constrained waypoint. If the CRZ FL is at or below the CLB SPD LIM, the speed
predictions hold the constant CAS speed limit until the associated altitude is passed.
(b) Guidance
ALT mode is the normal guidance mode. In case a step climb or a step descent is predicted, CLB or
DES mode are respectively armed. When the predicted level change mode is active, the FM requests its
associated submode:
--------------------------------------------------------------
! Level ! Step-climb ! Step-descent !
! segments ! (pre-planned or not) ! (pre-planned or not) !
!------------------------------------------------------------!
! ALT ACQ or ! CLB Mode ! DES Mode !
! ALT Mode ! ! !
------------!--------------!----------------------!----------------------!
! Elevator ! ALT CRZ FL ! SPD guidance speed ! V/S -1000 ft/min !
! target ! ! auto target ! !
!-----------!--------------!----------------------!----------------------!
! Thrust ! SPD guidance ! THR Max thrust ! SPD guidance speed !
! target ! speed auto ! ! auto target !
! ! target ! ! !
--------------------------------------------------------------------------
The guidance speed auto target is: MAX (VMAN FE, display speed auto target).
(c) MCDU and/or PFD messages
The DECELERATE message is displayed on the PFD and MCDU when:
. the A/C is in climb or cruise phase,
and
. the A/C is beyond the T/D,
and
. the A/C is in automatic speed management control.
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** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(4) Lateral, Vertical and Speed Auto Control (normal default mode) - Descent
(a) Theoretical descent profile
Predictions and guidance for descent phase are based on a computed theoretical descent profile. It is
defined by a series of geometric altitude and speed targets which are functions of the distance to the
destination. It is computed backwards from the DECEL point up to the last cruise flight level.
The theoretical descent profile is composed of:

. A geometric path constructed backward from the DECEL point (treated as an AT constraint) to
the Geometric Path Point (GPP: last descent altitude constrained point). It is built with several
straight line segments between constraining altitude constraints.
** On A/C ALL
(Ref. Fig. 22-70-00-34900-A - Geometric Path (Altitude Profile))
The building of the geometric path assumes that: ascending segment must never be encountered,
priority is given to the highest AT or AT OR ABOVE altitude constraints, priority is given to
altitude constraint if a FPA constraint applies at the same waypoint and number of vertical
manoeuvres is minimized.
Knowing the geometric altitude path, the following method of integration applies in order to
determine the type of the different segments (between the constraining altitudes) and to compute
the deceleration parts of the theoretical descent speed profile of the geometric path.
The determination of the type of a segment (either normal, airbrake or too steep) is based on a
Flight Path Angle (FPA) comparison method. Its principle is to compute, for each segment, two
reference FPA: gamma LIM CLEAN (maximum authorized descent path angle with clean A/C
configuration) and gamma LIM A/B (maximum authorized descent path angle with half airbrakes
extended).
(Ref. Fig. 22-70-00-35000-A - Geometric Path (Altitude Profile with Specified FPA) & TOO
STEEP PATH Segment)
If the segment FPA < gamma LIM CLEAN, the segment is normal. It can be normally flown with
clean A/C configuration and slope control on elevators. SPD target is controlled by A/THR.
If gamma LIM CLEAN < FPA < gamma LIM A/B, the segment is airbrake. It can be performed
with half airbrakes extended and slope control on elevators. SPD target is controlled by A/THR.
If FPA > gamma LIM A/B, the segment is a too steep path. The path is constructed between the
lower point and the upper point of the too steep path based on normal descent path construction
rules ignoring the upper altitude constraint. The speed is the minimum of the optimum descent
speed and the speed constraints applying at the waypoint.
STEEP PATH Segment)
. The second part of the theoretical descent profile is a path from the GPP:
Up to the last cruise flight level as long as the A/C is not in DES flight phase,
or
For recomputation cases in DES flight phase:
* until A/C position (laterally) when A/C is not in HM,
or
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* until exit fix position (laterally) when A/C is in HM.
It can also include a repressurization segment. The path is based on the theoretical speed/thrust
profiles Vth/THRth as follows:
* THRth: IDLE+delta when not in a deceleration segment, IDLE when in a deceleration segment,
* Vth: descent auto speed.
A deceleration segment can be added to the idle path, at cruise altitude, to ensure a smooth
transition from cruise to descent speed profile.
A repressurization segment can be added to the idle path in order to increase the descent time; the
cabin pressure variation rate is then reduced for passengers comfort. The maximum descent cabin
rate is defined by the pilot on the PERF CRZ page (the default value is 350 ft/mn SL). If the
cabin rate defined without any repressurization segment exceeds the maximum cabin rate and the
CRZ altitude at last T/D is greater or equal to FL210 a repressurization segment is added to the
idle path.
A HM is not taken into account in the theoretical descent path until the A/C sequences the
deceleration point or the entry fix of the HM. Once the HM is taken into account, the theoretical
descent path is computed from the destination up to and including the HM exit fix; the HM itself
is not included in the path.
(b) Predictions
Predictions assume the A/C will fly the theoretical profile. If the A/C is off the theoretical descent
profile in altitude and/or speed, predictions suppose an immediate return to the theoretical descent
profile from A/C present position to interception of the profile in altitude and speed.
From this point:
. speed/alt predictions are from the theoretical descent profile,
. other predictions (Time, EFOB, wind) are given using the speed/altitude of the theoretical descent
profile and the current A/C weight and time propagated downpath using A/C equation of motion
and the Perf Database.
(c) Guidance
. Guidance with descent mode
If DES mode is active, the guidance submodes and their reversion logic depend on the position of
the A/C versus the theoretical descent profile.
. When A/C in level flight
When the A/C is in level flight (ALT submode is engaged), the FM speed target sent to the FG is
Min (Optimum descent speed; Speed constraints which apply at A/C present position). A Baro
setting change must not disengaged ALT mode until the constraint point is passed.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(5) Lateral, Vertical and Speed Auto Control (normal default mode) - Approach
The approach profile nominally starts at the deceleration point and ends at runway threshold point (for
precision approach) or at Missed Approach Point (MAP point at which the A/C is expected to start its
deceleration toward the approach speed when the approach profile is flown). As for the descent, the
approach profile is a set of altitude, speed and thrust profile computed backwards from approach profile
start point up to the DECEL point.
All the parameters necessary for approach profile construction come from the data base unless explicitly
specified.
The approach profile start point depends on the arrival procedure:
** On A/C ALL
(Ref. Fig. 22-70-00-35100-A - Approach Profiles)
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. If the arrival path ends at the runway: the approach profile start point corresponds to the runway
threshold (threshold displacement is taken into account) at runway threshold elevation + 50 ft (case of
ILS, runway only, or some GPS, VOR, IGS, LDA, LOC only, Radio NAV, SDF or NDB approaches).
. If the arrival path ends at the MAP (case of some GPS, VOR, IGS, LDA, SDF or
* the approach profile start point is the MAP at MAP coded altitude if MAP is located before the
runway threshold,
* if the MAP is located beyond the runway threshold, the approach profile start point is the
intersection between the altitude coded at the MAP and the straight line drawn between runway
Threshold at Runway Threshold Elevation + 50 ft (threshold displacement is taken into account) and
the first approach waypoint after the MAP which has an altitude constraint at or above MAP altitude,
at this altitude.
. If no arrival procedure exists, the approach profile starts at the destination airport location with an
altitude equal to the airport Elevation + 50 ft.
In the approach profile construction, all the level changes are constructed at constant speed except on the
final approach and constraint FPA segments.
The final approach is built with consecutive straight lines which observe altitudes and FPA constraints
backwards from the start point up to the final capture altitude which is defined as follows:
When the selected approach is:
. a precision approach, the final capture altitude is the glide slope capture altitude.
. a non-precision approach:
* for default approaches, it defaults to 1500 ft AGL,
* otherwise, it is the final capture altitude of the selected approach stored in the NDB and determined
from the glide slope intersection point.
This point is the FAF when the FAF speed constraint is lower than VAPP, else it is the glide slope
intersection at 1550 ft above runway elevation.
A speed of VAPP is held from the start point along the altitude profile up to 1000 ft AGL with the A/C.
Then from 1000 ft AGL up to the final capture altitude, the A/C accelerates backwards up along the
altitude profile with idle thrust and configuration are changed with the previously described assumptions.
The final approach is defined (backwards) from the start point up to the final capture altitude. The speed
reached at that point is called VINTERCEPT. The intermediate approach starts at the final capture
altitude.
At that altitude, the A/C levels off with idle thrust and changes configuration until reaching the smallest
descent ECON speed above GREEN DOT.
(a) Predictions
Most of assumptions for predictions in descent phase are common to the approach phase predictions.
Note that when final DES mode is engaged, the path cannot be rebuilt upon pilot entry. Thus,
predictions continue to reflect the old values based on the active path.
. When the A/C is on the approach profile, predictions follow the constructed approach profile
(altitude and speed) from the decel point (or A/C position) to the runway threshold.
. When the A/C is above the approach profile, a return to the altitude profile is predicted using the
same SPD/THR mode assumptions as for above path descent predictions. The assumed speed
target can permit a predicted deceleration (if necessary) during the attempt to intercept the
altitude profile.
(b) Guidance
When in APPR flight phase, two different FM managed vertical guidance modes can be engaged:
. DES mode: this mode is used until final DES mode engages under pilot request.
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. Final DES mode: this mode is armed when the pilot presses the APPR push button on the FCU.
When the final approach ends, moving towards the destination, at the MAP altitude and a level
segment has been built at the MAP altitude because the MAP is beyond the runway threshold,
guidance does not attempt to capture this level.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(6) Lateral, Vertical and Speed Auto Control (normal default mode) - Descent
(a) Theoretical descent profile
Predictions and guidance for descent phase are based on a computed theoretical descent profile. It is
defined by a series of geometric altitude and speed targets which are functions of the distance to the
destination. It is computed backwards from the DECEL point up to the last cruise flight level.
The theoretical descent profile is composed of:

. A geometric path constructed backward from the DECEL point (treated as an AT constraint) to
the Geometric Path Point (GPP: last descent altitude constrained point). It is built with several
straight line segments between constraining altitude constraints.
** On A/C ALL
(Ref. Fig. 22-70-00-34900-A - Geometric Path (Altitude Profile))
The building of the geometric path assumes that: ascending segment must never be encountered,
priority is given to the highest AT or AT OR ABOVE altitude constraints, priority is given to
altitude constraint if a FPA constraint applies at the same waypoint and number of vertical
manoeuvres is minimized.
Knowing the geometric altitude path, the following method of integration applies in order to
determine the type of the different segments (between the constraining altitudes) and to compute
the deceleration parts of the theoretical descent speed profile of the geometric path.
The determination of the type of a segment (either normal, airbrake or too steep) is based on a
Flight Path Angle (FPA) comparison method. Its principle is to compute, for each segment, two
reference FPA: gamma LIM CLEAN (maximum authorized descent path angle with clean A/C
configuration) and gamma LIM A/B (maximum authorized descent path angle with half airbrakes
extended).
STEEP PATH Segment)
If the segment FPA < gamma LIM CLEAN, the segment is normal. It can be normally flown with
clean A/C configuration and slope control on elevators. SPD target is controlled by A/THR.
If gamma LIM CLEAN < FPA < gamma LIM A/B, the segment is airbrake. It can be performed
with half airbrakes extended and slope control on elevators. SPD target is controlled by A/THR.
If FPA > gamma LIM A/B, the segment is a too steep path. The path is constructed between the
lower point and the upper point of the too steep path based on normal descent path construction
rules ignoring the upper altitude constraint. The speed is the minimum of the optimum descent
speed and the speed constraints applying at the waypoint.
STEEP PATH Segment)
. The second part of the theoretical descent profile is a path from the GPP:
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Up to the last cruise flight level as long as the A/C is not in DES flight phase,
or
For recomputation cases in DES flight phase:
* until A/C position (laterally) when A/C is not in HM,
or
* until exit fix position (laterally) when A/C is in HM.
As an exception to the previous rule, in DES flight phase, when active segment is a geometric
segment, if any of the following events occurs:
* Modification of Cost Index (even if the new entered value is the same as before)
* Entry or modification of one or both members of the DES auto MACH/SPD target on PERF
DES page (including clear or entry of the same value as before)
* A DIR TO (normal, ABEAM, RADIAL IN or RADIAL OUT) any waypoint including TO
waypoint (waypoint can be in the flight plan or not) is selected.
*An altitude constraint is entered or modified (including clear or entry of the same value as before)
on the active segment (including the end of the active segment).
Then the GPP shall be recomputed as if A/C was currently on an idle path.
Then an idle path shall be built from the GPP up to the current A/C position.
However, if a FPA is coded on the active segment in database, this recomputation shall only be
possible by selecting a DIR TO or by inserting/modifying/clearing an altitude constraint on the
active segment (modifying the CI or the DES auto MACH/SPD shall not compute an idle path).
It can also include a repressurization segment. The path is based on the theoretical speed/thrust
profiles Vth/THRth as follows:
* THRth: IDLE+delta when not in a deceleration segment, IDLE when in a deceleration segment,
* Vth: descent auto speed.
A deceleration segment can be added to the idle path, at cruise altitude, to ensure a smooth
transition from cruise to descent speed profile.
A repressurization segment can be added to the idle path in order to increase the descent time; the
cabin pressure variation rate is then reduced for passengers comfort. The maximum descent cabin
rate is defined by the pilot on the PERF CRZ page (the default value is 350 ft/mn SL). If the
cabin rate defined without any repressurization segment exceeds the maximum cabin rate and the
CRZ altitude at last T/D is greater or equal to FL210 a repressurization segment is added to the
idle path.
A HM is not taken into account in the theoretical descent path until the A/C sequences the
deceleration point or the entry fix of the HM. Once the HM is taken into account, the theoretical
descent path is computed from the destination up to and including the HM exit fix; the HM itself
is not included in the path.
(b) Predictions
Predictions assume the A/C will fly the theoretical profile. If the A/C is off the theoretical descent
profile in altitude and/or speed, predictions suppose an immediate return to the theoretical descent
profile from A/C present position to interception of the profile in altitude and speed.
From this point:
. speed/alt predictions are from the theoretical descent profile,
. other predictions (Time, EFOB, wind) are given using the speed/altitude of the theoretical descent
profile and the current A/C weight and time propagated downpath using A/C equation of motion
and the Perf Database.
(c) Guidance
. Guidance with descent mode
If DES mode is active, the guidance submodes and their reversion logic depend on the position of
the A/C versus the theoretical descent profile.
. When A/C in level flight
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When the A/C is in level flight (ALT submode is engaged), the FM speed target sent to the FG is
Min (Optimum descent speed; Speed constraints which apply at A/C present position). A Baro
setting change must not disengaged ALT mode until the constraint point is passed.
** On A/C
POST SB 22-1362 FOR A/C 001-004
(7) Lateral, Vertical and Speed Auto Control (normal default mode) - Approach
The approach profile nominally starts at the deceleration point and ends at runway threshold point (for
precision approach) or at Missed Approach Point (MAP point at which the A/C is expected to start its
deceleration toward the approach speed when the approach profile is flown). As for the descent, the
approach profile is a set of altitude (based on the QNH reference. QFE reference is also allowed if the Full
QFE/QNH capability OPC option activated) , speed and thrust profile computed backwards from approach
profile start point up to the DECEL point.
All the parameters necessary for approach profile construction come from the data base unless explicitly
specified.
The approach profile start point depends on the arrival procedure:
** On A/C ALL
(Ref. Fig. 22-70-00-35100-A - Approach Profiles)
. If the arrival path ends at the runway: the approach profile start point corresponds to the runway
threshold (threshold displacement is taken into account) at runway threshold elevation + 50 ft (case of
ILS ,MLS, GLS, runway only, or some GPS, VOR, IGS, LDA, LOC only, LOC BB, Radio NAV, SDF or
NDB approaches).
. If the arrival path ends at the MAP (case of some LOC only, LOC BB, GPS, VOR, RNAV, IGS, LDA,
SDF or
* the approach profile start point is the MAP at MAP coded altitude if MAP is located before the
runway threshold,
* if the MAP is located beyond the runway threshold, the approach profile start point is the
intersection between the altitude coded at the MAP and the straight line drawn between runway
Threshold at Runway Threshold Elevation + 50 ft (threshold displacement is taken into account) and
the first approach waypoint after the MAP which has an altitude constraint at or above MAP altitude,
at this altitude.
. If no arrival procedure exists, the approach profile starts at the destination airport location with an
altitude equal to the airport Elevation + 50 ft.
In the approach profile construction, all the level changes are constructed at constant speed except on the
final approach and constraint FPA segments.
The final approach is built with consecutive straight lines which observe altitudes and FPA constraints
backwards from the start point up to the final capture altitude which is defined as follows:
When the selected approach is:
. a precision approach, the final capture altitude is the glide slope capture altitude.
. a non-precision approach:
* for default approaches, it defaults to 1500 ft AGL,
* otherwise, it is the final capture altitude of the selected approach stored in the NDB and determined
from the glide slope intersection point.
This point is the FAF when the FAF speed constraint is lower than VAPP, else it is the glide slope
intersection at 1550 ft above runway elevation.
A speed of VAPP is held from the start point along the altitude profile up to 1000 ft AGL with the A/C.
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Then from 1000 ft AGL up to the final capture altitude, the A/C accelerates backwards up along the
altitude profile with idle thrust and configuration are changed with the previously described assumptions.
The final approach is defined (backwards) from the start point up to the final capture altitude. The speed
reached at that point is called VINTERCEPT. The intermediate approach starts at the final capture
altitude.
At that altitude, the A/C levels off with idle thrust and changes configuration until reaching the smallest
descent ECON speed above GREEN DOT.
If the No AP/FD Disconnection below MDA/MDH OPC option is activated, the above approach FM profile
will generally be valid throughout the approach profile below MDA/MDH, essentially almost all the way to
ground (maximum to the arrival end point), and will not be invalidated based on any aircraft altitude
considerations. It will be pilot’s responsibility to decide when to take control of the aircraft.
. FLS and Mix LOC/VNAV functionalities:
FLS: The Final part of Non-Precision Approaches (NDB, VOR, GPS, RNAV) can be flown using an ILS
look-like concept, if the FLS function is activated by OPC option.
Mix LOC/VNAV: A virtual glide can be flown for Loc only, Loc Back-Beam or ILS with a deselected
Glideslope approaches if both FLS and Mix LOC/VNAV functions are activated by OPC option.
There is no interaction between the FLS / Mix LOC/VNAV vertical path and the FMS vertical path
construction described here above. The FMS vertical approach path is still used for predictions whereas
the FLS / Mix LOC/VNAV approach path is used for guidance purpose (similar to the use of a G/S for
an ILS).
For both FLS and Mix LOC/VNAV approaches, the aircraft will be guided (by the FG) along a virtual
landing beam called FLS beam which is built by FM independently from the flight plan and is composed
of:
* An anchor point (defined by its lat/long and its elevation).
* A FLS beam course (not used in Mix LOC/VNAV mode).
* A FLS beam slope.
In case no FLS beam can be computed as a result of missing NDB data or the geometry of the
approach, the FLS is invalidated within FMS and the NO FLS FOR THIS APPR MCDU scratchpad
message is issued for crew awareness.
(a) Predictions
Most of assumptions for predictions in descent phase are common to the approach phase predictions.
Note that when final DES mode is engaged, the path cannot be rebuilt upon pilot entry. Thus,
predictions continue to reflect the old values based on the active path.
. When the A/C is on the approach profile, predictions follow the constructed approach profile
(altitude and speed) from the decel point (or A/C position) to the runway threshold.
. When the A/C is above the approach profile, a return to the altitude profile is predicted using the
same SPD/THR mode assumptions as for above path descent predictions. The assumed speed
target can permit a predicted deceleration (if necessary) during the attempt to intercept the
altitude profile.
. There is no impact of the FLS and Mix LOC/VNAV functions on the prediction computation.
(b) Guidance
When in APPR flight phase, two different FM managed vertical guidance modes can be engaged, DES
and Final DES:
. DES mode: this mode is used until final DES mode engages under pilot request.
Where COND is TRUE: a path is defined and DES mode becomes engaged, or, a path becomes
defined and DES mode was already engaged.
. Final DES mode: this mode is armed when the pilot presses the APPR push button on the FCU.
When F.DES mode is engaged, the submode is VPATH/SPD and is latched as such as long as
F.DES mode remains engaged.
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When the final approach ends, moving towards the destination, at the MAP altitude and a level
segment has been built at the MAP altitude because the MAP is beyond the runway threshold,
guidance does not attempt to capture this level.
. When the FLS OPC option is activated, the F.DES mode is replaced by the FLS mode and
guidance on the FLS beam is under FG responsibility:
FLS mode (F-G/S + F-LOC modes): This mode is armed instead of F.DES when the pilot presses
the APPR push button on the FCU if the FLS OPC option is activated. When the FLS mode is
engaged, the aircraft is laterally and vertically guided on the FLS beam by the FG.
. When the FLS and Mix LOC/VNAV OPC options are activated and for LOC only, LOC back-beam
and ILS with G/S deselected, the lateral guidance becomes based on the LOC beam and the
vertical guidance based on the FLS beam (FG responsibility):
Mix LOC/VNAV (F-G/S + LOC modes): This mode is armed for LOC only, LOC backbeam or
ILS with glideslope deselected when the pilot presses the APPR push button on the FCU if both
FLS and Mix LOC/VNAV OPC options are activated. When the Mix LOC/VNAV mode is
engaged, the aircraft is laterally guided on the LOC beam and vertically guided on the FLS beam
by the FG.
When FLS or Mix LOC/VNAV function is activated, the FMS computes a specific baro-temp
corrected A/C altitude based on the FCU barometric reference and the temperature at destination.
This temperature correction is only required for destination temperatures below the standard
temperature at destination. This prevents an important inverted correction (in the sense of
lowering the aircraft real altitude).
** On A/C ALL
(8) Lateral, Vertical and Speed Auto Control (normal default mode) - Go-Around
(a) Predictions
Predictions (EFOB, time, route reserve, final and extra at primary and alternate destination) are
available only if the go-around phase is active. However, waypoint predictions are not provided and are
dashed on the F-PLN page. Predictions are computed from A/C position to the primary destination.
(b) Guidance
The FM does not control the guidance during the whole Go Around phase. The guidance speed auto
target is set as follows on transition to Go Around: MAX (VMANFE; display speed auto target).
Transition to OPEN CLIMB mode at acceleration altitude during Go Around phase is ensured by the
FG part.
(9) Lateral Auto Control and Vertical Auto Control and Speed Manual Mode
Only differences with the lateral, vertical and speed auto control case are described.
The speed manual mode can be engaged either manually by pulling the FCU SPD knob, or automatically if
the pilot has preselected a manual speed for the climb and/or cruise phase on the related MCDU Perf page.
The SPD manual mode is disengaged if pilot pushes the FCU SPD knob, it cannot be disengaged
automatically, if expedite mode is engaged.
(a) Climb
1 Predictions
If the A/C is in preflight or take off with a preselected manual climb speed or the A/C is in climb
and in manual speed selection mode, F-PLN predictions will suppose that the pilot will return to
the automatic speed management mode at the next climb speed limit or climb speed constraint
where ECON climb speed target becomes greater than the manual selected speed.
If there are no speed limit or speed constraint points, predictions suppose that the pilot will return
to automatic speed management mode at the T/C. From the deselection point, predictions
assume an acceleration to the ECON climb speed.
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Predictions assume a switch from CAS to the complementary MACH at the FM computed
crossover altitude if this altitude is below the first CRZ FL.
2 Guidance
The guidance is identical to that specified in lateral, vertical and speed auto control chapter,
except that the target speed is the manually selected speed.
(b) Cruise
1 Predictions
If the A/C is in preflight, take-off, or climb phase with a preselected manual cruise speed or the
A/C is in cruise and in manual speed selection mode, F-PLN predictions will assume the following:
. For constant altitude portion, predictions assume that the (pre)selected speed, MACH or CAS
will be maintained until T/D.
. For a (pre)selected CAS, predictions assume a switch from CAS to the complementary MACH
at the FM-computed CAS croos-over altitude only during a step climb. For a step descent
that passes through the CAS cross-over altitude, predictions will maintain a constant CAS.
. For a (pre)selected MACH, predictions assume a switch from MACH to the complementary
CAS at the FM-computed MACH cross-over altitude only during a step descent. For a step
climb that passes through the MACH cross-over altitude, predictions will maintain a constant
MACH.
2 Guidance
The guidance is identical to that specified in lateral, vertical and speed auto control chapter,
except that the target speed is the manually selected speed and under FG responsibility.
(c) Descent
The theoretical descent profile is always computed versus the ECON (or AUTO) descent speed profile.
1 Predictions
Predictions only consider manual speed selection when descent phase is active.
F-PLN predictions suppose that the pilot will return to the automatic speed management mode at
start of deceleration to the next restrictive descent speed limit or descent speed constraint such
that the restrictive speed (including ICAO limits) is just satisfied upon crossing the associated
point.
From the deselection point, predictions assume an deceleration to the ECON descent speed.
Prediction assumptions for above and below path are identical, except that manual speed is
assumed until the deselection point.
2 Guidance
If A/C is below profile, the same logic as in speed auto control is used but the speed controlled is
FCU speed.
If A/C is on or above profile, the DES mode is VPATH/SPD except if the A/C is overspeed (in
this case it is SPD/THR), else the same logic as in speed auto control is used.
(d) Approach
1 Predictions
Predictions assume immediate deselection of manual SPD selection mode and return to auto
speed management mode if the selected speed is greater than the approach display speed auto
target:
. at the start of the approach segment, when not in the approach,
. or at the A/C position, when in the approach.
The theoretical profile is not modified.
2 Guidance
The guidance is identical to that stated in descent.
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** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
(10) Lateral Auto Control and V/S (or FPA) Mode
This mode allows to climb above (resp. to descent below) the FCU altitude by selecting a V/S > 0 (resp.
V/S < 0) and pulling V/S knob with the A/C already at or above (resp. at or below) the FCU altitude.
V/S is a vertical manual mode: altitude constraints are ignored in guidance but FCU ALT is taken into
account.
(a) Climb, cruise, descent and approach
1 Predictions
Predictions on F-PLN page always suppose the immediate deselection of the mode and immediate
recovery in level change auto control with speed auto control assumption if speed auto is currently
engaged, or with speed manual control assumption if speed manual is currently engaged.
Predictions assume a return to the current phase with current assumptions.
2 Guidance
The guidance mode logic is made by FG.
(11) Lateral Auto Control and Expedite Mode
Expedite mode is engaged by a pilot action (by depressing EXPED P/B on FCU) to perform a rapid (MAX
CLB thrust in EXP CLB, IDLE thrust in EXP DES) climb or descent.
In Climb, cruise descent and approach: same assumptions as for V/S are made for predictions
computations. FM expedite speeds are also used for PRED TO ALT computation on CLB/DES PERF
pages.
(12) Lateral Auto Control and Open Profile Modes
Open profiles are vertical manual mode basically selected by pulling the altitude FCU knob. Constraints
(altitude, speed) are ignored in guidance, but FCU ALT is taken into account. Predictions assume
deselection of open profile and immediate return to vertical auto control.
Control law is speed on elevators/thrust (MAX CLB in climb, IDLE in des).
. In speed auto control, target speeds are like ones defined in V/S (FPA) mode.
. In climb phase with open des, the target speed is climb econ speed.
. In cruise phase, guidance is the same as vertical auto control or speed auto control or speed manual
control.
. In descent or approach phase, when in open climb, the speed target in speed auto control follows the
descent econ speed profile.
(13) Lateral manual control
In LAT MAN control there is no vertical auto control but speed auto control can be provided. The logic for
mode engagement is made in FG in accordance with FCU selections.
Predictions assume an immediate return to the lateral F-PLN including a return to lateral F-PLN with 45
deg. intercept turn and a recovery to vertical auto control.
The guidance speed target is MAX (VMANFE; above display speed target or VAPP in approach phase).
** On A/C
POST SB 22-1362 FOR A/C 001-004
(14) Lateral Auto Control and V/S (or FPA) Mode
This mode allows to climb above (resp. to descent below) the FCU altitude by selecting a V/S > 0 (resp.
V/S < 0) and pulling V/S knob with the A/C already at or above (resp. at or below) the FCU altitude.
V/S is a vertical manual mode: altitude constraints are ignored in guidance but FCU ALT is taken into
account.
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(a) Climb, cruise, descent and approach
1 Predictions
Predictions on F-PLN page always suppose the immediate deselection of the mode and immediate
recovery in level change auto control with speed auto control assumption if speed auto is currently
engaged, or with speed manual control assumption if speed manual is currently engaged.
Predictions assume a return to the current phase with current assumptions.
2 Guidance
The guidance mode logic is made by FG.
(15) Lateral Auto Control and Expedite Mode
Expedite mode is engaged by a pilot action (by depressing EXPED P/B on FCU) to perform a rapid (MAX
CLB thrust in EXP CLB, IDLE thrust in EXP DES) climb or descent.
In Climb, cruise descent and approach: same assumptions as for V/S are made for predictions
computations. FM expedite speeds are also used for PRED TO ALT computation on DES PERF pages.
(16) Lateral Auto Control and Open Profile Modes
Open profiles are vertical manual mode basically selected by pulling the altitude FCU knob. Constraints
(altitude, speed) are ignored in guidance, but FCU ALT is taken into account. Predictions assume
deselection of open profile and immediate return to vertical auto control.
Control law is speed on elevators/thrust (MAX CLB in climb, IDLE in des).
. In speed auto control, target speeds are like ones defined in V/S (FPA) mode.
. In climb phase with open des, the target speed is climb econ speed.
. In cruise phase, guidance is the same as vertical auto control or speed auto control or speed manual
control.
. In descent or approach phase, when in open climb, the speed target in speed auto control follows the
descent econ speed profile.
(17) Lateral manual control
In LAT MAN control there is no vertical auto control but speed auto control can be provided. The logic for
mode engagement is made in FG in accordance with FCU selections.
Predictions assume an immediate return to the lateral F-PLN including a return to lateral F-PLN with 45
deg. intercept turn and a recovery to vertical auto control.
The guidance speed target is MAX (VMANFE; above display speed target or VAPP in approach phase).
** On A/C ALL
X. PRINTER Functions
The Printer function allows various FMS reports to be printed, either automatically or on manual action. Several
types of reports can be printed:
. flight plan initialization data,
. take-off data,
. wind data,
. flight report data.
Flight plan data, take-off data and wind data can be either data uplinked via ATSU/ACARS-MU or actual
system data. Flight report data are available as pre-flight, in-flight and post-flight information, composed of
predicted data, actual data or a combination of the two. The PRINTER function is enabled or disabled through
the OPC file according to the printer installed software option value.
This function is completely independent of the Aircraft Operational Control (AOC) function and is available (as
an option) even if AOC function is not enabled. Additionally, several features of the PRINT function are
optionally programmable either through the AMI file or through manual selection on the MCDU.
(1) MCDU Mechanization: PRINT FUNCTION page
The PRINT function is selected either through the DATA INDEX A page or the AOC FUNCTION page.
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The PRINT FUNCTION pages display the PRINT functions enabled and disabled for the FMS AOC PRINT
configuration and allow selection of whether or not an automatic report of an AOC uplink message is
printed upon reception, allow selection of whether or not an automatic flight report is printed upon
triggering the report and allow manual printing of F-PLN initialization, take-off data, wind data and flight
reports.
(2) Report printing
(a) Flight plan initialization report
A flight plan initialization report is printed automatically upon reception of a flight plan initialization or
a performance initialization uplink message if the AOC flight plan initialization function is enabled, the
auto-print of AOC uplinks and auto-print of flight plan uplink features are enabled within the AMI file,
and the auto-print option has not been manually disabled via the PRINT FUNCTION page.
Active flight plan reports, consisting of active flight plan and performance data, are printed upon
manual selection from the PRINT FUNCTION page and contains data associated to the different
waypoints of the active flight plan or to data related to the active flight plan.
(b) Take-off data
A take-off data initialization report is printed automatically upon reception of a take off data
initialization uplink message if the AOC take-off data initialization function is enabled and the auto-
print of AOC uplinks and auto-print of take-off data uplink features are enabled within the AMI file
and the auto-print option has not been manually disabled via the PRINT FUNCTION page.
The active take-off data can also be printed upon selection of the manual prompt on the PRINT
FUNCTION page.
(c) Wind data
A wind data initialization report is printed automatically upon reception of a wind data initialization
uplink message if the AOC wind data function is enabled and the auto-print of AOC uplinks and auto-
print of wind uplink features are enabled within the AMI file and the auto-print option has not been
manually disabled via the PRINT FUNCTION page. The active wind data can also be printed upon
selection of the manual print prompt on the PRINT FUNCTION page.
(d) Flight summary print reports
The flight report for active FM flight plan can be either a pre-flight, in-flight or post-flight report,
depending on current active FM flight phase. All these reports are exclusive of one another.The flight
report for secondary flight plan, whatever the flight phase, can be either created as a pre-flight or in-
flight report depending on current secondary state. This state is defined by the way the secondary
flight plan is created and format of the print is in accordance.
Inthe PREFLIGHT phase, the pre-flight report gives:

. the A/C and engine types on which the F-PLN optimizations and predictions are based,
. Navigation database identifier and Navigation database cycle,
. flight plan data that the crew has inserted during the initialization process as well as miscellaneous
data needed for performance calculations,
. predicted data along the flight plan,
. the results of the fuel planning computation,
. each loadable element identifier.
After transition to TAKE-OFF and prior to DONE, the in-flight report is available and gives:
. the same general data as the pre-flight report,
. flight plan data consisting of a mixture of history values for sequenced waypoints and of predicted
values for the remaining part of the F-PLN.
In the DONE phase, the post-flight report gives a complete overview of the flight:
. the same general data as the Inflight report,
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. flight plan data consisting of history data relative to the flight plan,
. a fuel and time summary,
. IRS data.
Active flight report can be printed either manually or automatically. Secondary flight report can only
be printed manually. A flight report is manually printed by pressing the PRINT prompt, followed by a
selection star, of the flight report line on the PRINT FUNCTION page and/or on the SEC INDEX
page. The pre-flight, in-flight and post-flight reports for active flight plan are printed automatically if
the auto-print of flight reports option has been enabled within the AMI file and the auto-print trigger
for the respective report has not been manually disabled. The triggering events for automatic printing
are:
. Engine Start for the pre-flight report,
. Transition to take-off for the in-flight report,
. Engine Shut Down for the post-flight report.
Y. AOC function
AOC functions can be installed with various options that can be enabled or disabled via the AOC policy values
of the AMI.
Through AOC functions, the FMS is able to send information or requests to the ground and to receive, from the
ground, information or requests for information in turn. The AOC functions are divided into different categories:
. uplink messages: reception of data or requests sent by the ground station,
. downlink messages: sending of reports or requests to the ground station.
The different AOC functions are:

. F-PLN initialization data:
An uplink message answering a manual request, or automatically sent by the ground. The crew can send a
request for flight plan data to the ground indicating the flight number and/or the company route. In
response to this request, or automatically, the ground sends a flight plan and associated performance data to
the A/C.
. TAKE-OFF data:
request for take-off data to the ground relative to up to 2 runways indicating the take-off conditions on
these runways (configuration, wind, contamination). In response to this request, or automatically, the
ground sends the take-off speeds associated with up to 4 runways and the take-off conditions which have
been taken into account to elaborate these take-off speeds.
. WIND data:
request for wind data to the ground. In response to this request, or automatically, the ground sends climb,
cruise, descent and alternate wind data to the A/C.
. FLIGHT reports:
An automatic or manual downlink message. A position or a progress report gives information on the A/C’s
actual position or progress and can be sent manually or automatically upon ground request or preselected
trigger conditions. A flight plan or performance data report gives active route information and can be sent
manually or automatically upon ground request.
. Broadcast data:
A set of data permanently transmitted by the FMS to the ACARS MU/ATSU giving information on A/C
actual attitude and situation relative to the flight plan.
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All the uplink data messages may be automatically printed based on the customer programming of the AMI file.
AA. ACARS/AOC Functions - Flight Plan Initialization
The flight plan initialization function allows the request and reception of lateral and vertical flight plan data as
well as related performance data from a ground based station. The crew can manually send a request for flight
plan initialization data to a ground station indicating a company route or a flight number. In response to this
request, the ground station can send a flight plan and associated performance data to the A/C. Additionally, the
ground station can send a flight plan and performance data automatically to the A/C without a previous
solicitation. Flight plan initialization uplinks are most commonly performed when A/C is on the ground.
When the uplinked flight plan message is received, the AOC XXX F-PLN UPLINK scratchpad message is
displayed.
If a valid uplinked performance data message is associated to the uplinked flight plan message, the INIT DATA
UPLINK scratchpad message is displayed. If the uplinked performance data message is not valid, the INVALID
INIT UPLINK scratchpad message is displayed.
For a manually initiated flight plan initialization request, designated messages are downlinked to the ground
station requesting flight plan information and performance data. In response, the ground station uplinks the
appropriate flight plan information and performance data messages to the A/C. Upon reception and validation
of the uplinked messages, the flight plan information and performance data are extracted from the messages and
used by the FMS.
When flight plan initialization data is uplinked, it is inserted, either automatically or after manual approval, into
either the active or secondary flight plan routes. It is not possible to directly preview the data prior to insertion.
Active INIT A page allows a request to be sent to the ground for flight plan data and performance data if no
active flight plan exists (without any waypoint other than a PPOS or T-P) and prior to first engine start.
Secondary INIT A page allows a request to be sent to the ground for flight plan data and performance data
during any phase. AOC FUNCTION page allows a request to be sent to the ground for flight plan data and
performance data during any phase. A flight plan initialization request is not allowed if an uplink message is
pending. Only one request can be initiated at a time. During the time from the transmission of the request until
a response is received, the button pushes and modifications of any F-PLN element (INIT, F-PLN, LAT REV,
VERT REV PERF pages) or weight data are allowed. If it is empty, the flight plan information uplink message is
immediately processed and inserted into either the active (before engine starts) or secondary flight plan route.
Uplinked active flight plan is re-directed to secondary flight plan:
. before engine start, if active flight plan is not empty,
. after engines start in any phase.
After engines start, the flight plan information (active and secondary) uplink message is not automatically
inserted into the secondary flight plan route to avoid overwriting data when existing. The crew can accept or
reject the flight plan information message with appropriate prompts.
Before engine start when flight plan exists in active and secondary, a flight plan initialization uplink message is
automatically inserted on SEC INIT A page and SEC INDEX page, overwriting existing data.
AB. ACARS/AOC Functions - Take-off Data
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
The take-off data function allows the request of load information data for up to 2 runways and the reception of
load information data generated by the airline ground based station for up to 4 runways.
The crew can manually send a request for take-off data to a ground station indicating the departure airport and
runway idents, take-off center of gravity, gross weight and environmental conditions (baro setting, runway wind
and contamination and temperature). In response, the ground sends take-off velocities (V1, VR, V2) for up to 4
runways. This data can be applied to runways different from the ones for which the request was performed.
Uplinked take-off data can be inserted in the system only for the runway defined in the active flight plan.
Additionally, the ground can send these velocities and related data automatically without a previous solicitation.
For each uplinked runway, take-off velocities are computed for max take-off, flex take-off or optionally derated
take-off conditions (when the derated take-off option is selected).
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This function needs the implementation of two different take-off pages:
. UPLINK TO DATA REQ page which allows the crew to send a request to the ground.
. UPLINK XXX TO DATA page which displays take-off velocities and parameters received from the ground.
There are two sets of AOC TAKE-OFF pages: one for MAX take-off (XXX=MAX), and one for FLEX take-
off (XXX=FLX) or for DERATED take-off (XXX=DRT) when the option is activated.
** On A/C
POST SB 22-1362 FOR A/C 001-004
The take-off data function allows the request of load information data for up to 2 runways and the reception of
load information data generated by the airline ground based station for up to 4 runways.
The crew can manually send a request for take-off data to a ground station indicating the departure airport and
runway idents, take-off center of gravity, gross weight and environmental conditions (baro setting, runway wind
and contamination and temperature). In response, the ground sends take-off velocities (V1, VR, V2) for up to 4
runways. This data can be applied to runways different from the ones for which the request was performed.
Uplinked take-off data can be inserted in the system only for the runway defined in the active flight plan and if
all mandatory items were uplinked for that runway. Additionally, the ground can send these velocities and
related data automatically without a previous solicitation. For each uplinked runway, take-off velocities are
computed for max take-off, flex take-off or optionally derated take-off conditions (when the derated take-off
option is selected).
This function needs the implementation of two different take-off pages:
. UPLINK TO DATA REQ page which allows the crew to send a request to the ground.
. UPLINK XXX TO DATA page which displays take-off velocities and parameters received from the ground.
There are two sets of AOC TAKE-OFF pages: one for MAX take-off (XXX=MAX), and one for FLEX take-
off (XXX=FLX) or for DERATED take-off (XXX=DRT) when the option is activated.
For take-off purposes, the runway wind insertion is forbidden in the CLB WIND page as a GRND WIND when a
runway wind is defined on the UPLINK XXX TO DATA pages (entered by the pilot or following an uplink ).
On the UPLINK TO DATA REQ page, no default value is defined for the temperature and wind fields; and the
pilot has the possibility to define a temperature on this page.
** On A/C ALL
AC. ACARS/AOC Functions - Wind Data
The wind data function allows the uplink of forecasted climb, cruise, descent, and alternate atmospheric data.
This message is received in response to a crew manual request or automatically without any solicitation. A
manual request is initiated from the AOC FUNCTION page or from any available WIND page.
The WIND pages can be accessed on ground from the INIT A page and on ground or in flight from the DATA
B or the VERT REV pages. When winds are manually requested, a downlink message is sent and is composed of
one or more of the following request depending on flight phase: climb winds, cruise winds, descent winds,
alternate wind. The subsequent uplink message can contain one or more of the following: climb winds, cruise
winds, descent winds, alternate wind.
The uplinked winds are directly displayed on the WIND pages; one WIND page exists per flight phase (CLIMB,
CRUISE, and DESCENT, with the alternate wind displayed on the DESCENT WIND page). When inserted,
valid uplink wind data overwrites all the previously defined wind data for the corresponding flight phase.
Winds are sent either by altitude only or by an altitude/waypoint combination depending on the flight phase:
. in climb and descent, winds are sent by altitude only,
. in cruise, winds are sent with the associated F-PLN waypoints and are linked to various flight levels.
Uplinked cruise winds are sent with the associated waypoints and are linked to cruise flight levels (cruise and
step flight levels) defined in the flight plan.
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A manual wind request from a WIND page can be initiated from either the active or secondary flight plan. The
subsequent uplink is then associated to the flight plan from which the request was initiated. Otherwise, when a
wind uplink is received which does not correspond to a pending request, the wind uplink is associated with active
flight plan, when defined.
When wind data are uplinked, whether automatically or in response to a manual request, the pilot has the
opportunity to view the winds prior to insertion in the receiving flight plan. However, if the A/C is on the
ground prior to engine start and data have not yet been entered or inserted on any WIND page of the receiving
flight plan, then wind data are directly inserted into that flight plan without passing through a review state.
The WIND REQUEST prompt is added to the existing WIND pages. It provides a means to send to the ground
a downlink request for wind data. It is displayed on each accessible WIND page, depending on the current flight
phase.
Pressing the WIND REQUEST prompt from any WIND page initiates a wind request for one or more of the
following sets of atmospheric data: climb, cruise, descent, and alternate. The WIND REQUEST prompt is
displayed on active and secondary WIND pages. However, since only one downlink wind request can be pending
at a time, selection of the prompt is invalidated on both flight plans when a request is pending from either flight
plan.
The wind bearing reference in the AOC messages (uplink and downlink) is always in true reference.
AD. ACARS/AOC Functions - Flight Reports
The Flight reports uplink and downlink messages are processed only if AOC function is enabled.
Flight Reports provide real time information to the ground concerning the A/C current situation and position.
Several types of flight reports are available and consist of:
. Position report: provides current A/C position information to the ground,
. Progress report: provides data relative to the destination,
. Flight plan report: provides the active lateral flight plan route to the ground,
. Performance data report: provides the active performance data currently used by the FMS.
These reports can generally be manually initiated via a MCDU prompt or sent automatically in response to a
ground request or upon satisfying predetermined conditions, though not all reports have the same activation
mechanism.
(1) Position (POS) report
The POS downlink message allows the transmission of a position report to the ground. This message is sent
in response to a ground request for position report or automatically upon crossing a designated position
reporting fix. Position reporting fixes are designated only by the ground in a POS uplink message. The POS
downlink message can also be sent manually via a prompt on the MCDU. The manual sending of a POS
message can be inhibited via the AMI file relative to the active flight plan.
The manual POS downlink prompt is located on the REPORT page (SEND*). This prompt, when pressed,
results in the transmission of the POS downlink message to the ground.
(2) POS report (overhead parameter)
The overhead parameter (FROM waypoint) will be furnished in the POS downlinked message.
(3) Progress (PRG) report
The PRG downlink message allows the transmission of a progress report to the ground. Generally, a
progress report contains data relative to the A/C arrival time and EFOB at the destination. This message is
sent in response to a ground request for progress report or automatically upon crossing a designated trigger.
Specific trigger values can be customized by the airline in the AMI file. The PRG downlink message cannot
be sent manually in a direct manner (via a dedicated prompt). However, the message can result from a
pilot action (changing the destination). Progress reports are only sent relative to the active flight plan.
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(4) Flight plan report
The flight plan report downlink message allows the transmission of flight plan data from the active route to
the ground. This message is sent either via a manual selection of a prompt on the MCDU or automatically
in response to a ground request for the flight plan report. The flight plan report uplink and downlink
messages are processed only if AOC function is enabled. Additionally, manual sending of the flight plan
report is allowed only if the flight plan report option is inhibited within the AMI file.
(5) Flight plan report (MCDU prompt)

A MCDU prompt located on the AOC FUNCTION page permits the manual sending of a flight plan report
to the ground. This prompt, when pressed, results in the transmission of the flight plan report downlink
message to the ground.
(6) Performance data report
The performance data report downlink message allows the transmission of performance data from the active
route to the ground. This message is sent automatically in response to a ground request for the
performance data report. The performance data report uplink and downlink messages are processed only if
AOC function is enabled.
AE. ACARS/AOC Functions - Broadcast Data
This is a set of data which is automatically broadcast by the FMS on the output ACARS bus to the ACARS
MU/ATSU if AOC option is activated or, if mini ACARS option is activated. This set of data is not printed by
any FMS function. Nevertheless, some data can be part of printed reports or uplink printouts.
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** On A/C ALL
8. Bite Description
The FMS BITE function basically:

. detects failures (from internal or external LRU) which affect the functioning of the FM part,
. performs internal hardware and software tests at long or short term power-up, at self test and during steady
state operations,
. transmits failure reports to the FIDS for maintenance activity,
. acquires failure reports from the MCDU and transmit them to the FIDS for maintenance activity,
. performs the following enhanced functions:
* tracking of multiple faults over at least 32 flight legs,
* tracing back and data recording of the MCDU key strokes to restore scenario,
* data recording: either automatically or on pilot request,
* easy and fast data collecting and analysis: possibility to download on a floppy disk, the history data without
the removal of the LRU.
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** On A/C ALL
9. MCDU Backup Navigation
A. General
The MCDU (MCDU1 and MCDU2) contains a Backup Navigation function that provides a simple point to
point, GPIRS or GPS (if GPS fitted in Autonomous configuratgion) IRS based navigation. It is used after FM1
and FM2 loss (starting with the last known simplified active primary flight plan).
The MCDU F-PLN may contain a maximum of 150 legs with only TF, DF or IF legs. Only point to point F-PLN
is available (for example radial, holding pattern, heading leg cannot be part of the MCDU F-PLN) and the
downloaded leg information includes waypoint position, waypoint identifier, leg type, discontinuity, overfly and
turn direction information.
The main functions are:

. Limited lateral Flight planning (no secondary or temporary flight plan)
. Distance, TTG and Crosstrack computations
. Auto-sequencing (no guidance management)
. Transmission of the Backup Navigation F-PLN to the ND.
The MCDU is also able to provide the polar Backup navigation.
B. Backup Navigation selection / deselection
The Select NAV B/UP prompt on the MCDU MENU page is the only way to activate the Backup Navigation
function.
Backup navigation is available on MCDU 1 and MCDU 2 if with their J1 and J2 connectors are wired. When
available Backup navigation is always selectable, except in the following case: onside FM is Healtly and offside
FM is failed.
If active, Backup Navigation is deactivated upon one of the following events:
. The Deselect NAV B/UP prompt is pushed on the MCDU MENU page
. The following condition becomes true: onside FM is Healtly and offside FM is failed
. The FM subsystem is selected via its menu text prompt on the MENU page.
(Ref. Fig. 22-70-00-42800-A - MCDU MENU page)
When Backup navigation is not available, no Select NAV B/UP nor Deselect NAV B/UP prompt is displayed.
The field is blank.
Upon Backup Nav deactivation, the Backup Nav functions are disabled and the FM is given back control of the
Nav Display.
C. MCDU Backup Navigation Pages
Six pages are available when Backup Navigation is active.
These are as follows:
. B/UP F-PLN
. B/UP F-PLN for Direct-To functions refered to as B/UP DIRECT-TO
. B/UP PROGRESS
. B/UP IRSn for the onside IRS (n = 1 or 2)
. B/UP IRSn for the offside IRS (n = 3)
. B/UP GPS for the GPS used by the Backup Navigation function when the GPS is fitted.
(Ref. Fig. 22-70-00-42900-A - MCDU B/UP F-PLN Page)
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** On A/C ALL
10. Equipment Characteristics and Installation
A. Overview of Dual Operation
The DUAL philosophy must be consistent with cockpit concept: two cockpit sides working independently, each
one using onside inputs sensors and managing output peripheral systems. In the basic configuration, the A/C is
equipped with two FMGCs and two primary MCDU. Each FMGC is able to communicate with each MCDU and
vice-versa. Additionally, an intersystem bus between the FMs allow the FMs to exchange information and
synchronize themselves.
With this configuration, three modes of FM operation are available:

. DUAL mode: the DUAL mode is the normal mode of operation when both FMs are healthy and operating
properly. It is based on a Master/Slave concept and is totally independent of the FM Source Select switch.
. INDEPENDENT mode: this mode exists when both FMs are healthy but conditions exist to prevent
communication with each other or the FMs are in disagreement on a certain set of parameters.
. SINGLE mode: this mode exists when one of the FMs has failed. This mode supersedes both the DUAL and
INDEPENDENT modes.
B. Databases and Configuration Files - Load and Cross-load
This function allows to bring up to date operational software and data bases by loading or cross-loading from a
specific FMS onto the opposite side all these loadable elements.
(1) Conditions for cross-load function availability
This function allows a specified FM to load elements into the opposite side FM. The mechanization for the
loadable element cross-load function is performed via the P/N STATUS pages. It allows to save time during
maintenance activities (retrofit, NDB update,...) compared to use of dataloader.
Cross-load function is available if all the following conditions are met:

. no data-load operation is in progress or armed on the FMS,
. the FMS source select switch is set to NORMAL if the aircraft is fitted with this switch,
. current flight phase is PREFLIGHT or DONE,
. aircraft is on the ground,
. P/N discrepancy exists,
On either side, the START XLOAD prompt is displayed, for each loadable element, on the MCDU P/N
STATUS pages if and only if the following conditions are true:
. cross-load operation is available,
. all mandatory elements are completely loaded on this side,
. compatibility rules are satisfied,
. aircraft/engine configuration is compatible with the Performance Data Base.
All cross-load operations are possible one by one.
(2) Arming and activating CROSSLOAD
The side on which a START XLOAD prompt is chosen determines the transmitting FMS (opposite FMS is
the receiving FMS). Upon selection, the START XLOAD prompt is removed from the transmitting side.
The START XLOAD prompt is also removed from the receiving side if previously displayed. On both sides,
A/C STATUS, NEXT PAGE and PREV PAGE prompts are not displayed until the cross-load operation
terminates. Any subsequent MCDU key press relative to the FMS subsystem is ignored while the two FMS
establish cross-load communication and attempt to arm for cross-load.
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(3) Transmitting the loadable elements
Selecting the CONFIRM prompt on the P/N XLOAD page causes the receiving FMS to display the P/N
STATUS page of each loadable element. P/N STATUS pages are displayed in increasing order and when a
crossload of one element is finished. The CROSSLOAD COMPLETE message is displayed in the scratchpad
of both MCDU at the end of the full crossload.
Selecting the CONFIRM prompt on the P/N STATUS causes each FMS to display the P/N STATUS page
with the XLOAD IN PROCESS message. The loadable element stored in the transmitting FMS
automatically begins to overwrite the receiving FMS loadable element memory. The transfer includes pilot
defined elements when the NDB is involved.
During the processing, both FMS are effectively suspended and any MCDU FM mode key selection on
either side is ignored and results in the display of the NOT ALLOWED scratchpad message.
The P/N STATUS page or P/N XLOAD page with the XLOAD IN PROCESS message on the transmitting
side displays the expected remaining time to complete the transfer.
Upon successful completion of any cross-load, both sides remain on the P/N STATUS or P/N XLOAD
page with all the prompts displayed in accordance with their display rules. CROSSLOAD COMPLETE
message is displayed in the scratchpad of both sides.
(4) Mandatory/Optional loadable elements
The following list gives the loadable elements that are necessary for normal FM operation.
On either side, the FMS displays only the P/N STATUS pages and any MCDU mode key button push
relative to the FMS is ignored as long as all the following loadable elements have not been correctly loaded:
. FMS software: this software will be common to all Airbus aircraft family. Aircraft specificities (such as
aircraft type or engine type identification) are indicated to the FMS via hardware program pins wired
on the FMGC box,
. Navigation Data Base file: it contains only navigation data, formatted according to Arinc 424
specifications,
. OPC file: this database contains the software pin programs used to activate software options,
. Performance Data Base file: this database is no longer considered as part of the operational software in
the objective of independent update and certification. Performance tables comply with a predefined
format, compatible with the software. As long as this format is respected, a Performance Database
update consists in data update only and can be compared to a Navigation Database update (currently
done every month via data loading),
. Magnetic Variation Data Base file: this database contains one magnetic variation model only.
The following loadable elements are not mandatory:

. AMI file (Default loadable elements is included in the operational software): this database is a
customization file. This database allows the airline to accommodate some specific FMS functions to its
particular policy,
. Flight Test file (No default loadable element is included in the operational software): dedicated to
development and flight tests means.
(5) Cross-loadable elements
The FMS allows the cross-load on the P/N STATUS pages to the following loadable elements:
(Ref. Fig. 22-70-00-44800-B - P/N STATUS Pages)
. FMS software,
. NDB file,
. OPC file,
. AMI file,
. Perf DB file,
. Magnetic Variation DB file,
. Flight test file.
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(6) Compatibility checks
(a) Power-up operations
Prior data-load operations, have assured that any loadable elements existing in the onside FMS at
power-up satisfy the following compatibility conditions:
. FM software is compatible with host hardware,
. OPC file is compatible with FM software,
. AMI file is compatible with FM software,
. NDB file is compatible with FM software,
. Performance Data Base file is compatible with FM software,
. Flight test file is compatible with FM software,
. Magnetic Variation DB file is compatible with FM software.
At power up, the following actions are performed:
. check whether FM software is compatible with FG software,
. determine which mandatory elements have not been loaded.
If any mandatory elements need to be loaded:
. the P/N STATUS page related to the relevant loadable element is displayed on the onside MCDU,
. selection of any MCDU FM mode key on the onside MCDU is ignored and results in the display of
the NOT ALLOWED scratchpad message as long as mandatory elements need to be loaded or the
FM software is not compatible with the FG soft.
(b) Data-load compatibility checks
Due to the important data-loading time, compatibility checks of the loadable element are performed at
the beginning of the data-load operation. This early check prevents any loss of time due to a complete
data-load of any non-compatible version of loadable elements.
(c) Cross-load compatibility checks
At power-up, if a mismatch of loadable elements is detected between the two FMS, both sides revert
to the relevant P/N STATUS page. These are mismatches when an element differs from one side to
the other side or when one side is not loaded with all the elements.
Mismatch checks of the loadable elements with the elements of the opposite side are performed at the
beginning of the cross-load operation. Cross-load of data files elements cannot be initiated until the
FM software of the two FM matches. When a cross-load problem is raised, the XLOAD PROBLEM
INFO is displayed with information about the problem.
(7) Loading procedure
The loading procedure is as follows:
. Open the FMGC x circuit breaker in the cockpit (x = 1 or 2 depending on the side you want to load
information).
. Select the FMGC 1 or 2 to be loaded (with MDDU selector if installed or through the connection of a
portable data loader (PDL) to the dedicated FMGC plug).
. Insert the first disk of the loadable element into the data loader,
. Close the FMGC x circuit breaker.
. Wait for transfer and change the disk when required by the data loader.
. When finished, the FMGC displays again the P/N STATUS of the loaded element if the loaded element
is a database. The FMGC does not start again, reset it by opening and closing FMGC circuit breaker to
guarantee a good safety level after loading.
. De-select the FMGC that has been loaded (MDDU selector back to neutral if installed or through the
disconnection of the PDL from the dedicated FMGC plug).
KNA Page 60
22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A
1CA2 1CA1
82
VU 81VU
84
VU 83VU
86
VU 85VU
88VU 87VU
N_MM_227000_0_FAA0_01_00

Component Location 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
2ND’s−2PFD’s
DMC 1 DMC 3 DMC 2
FCU
FMGC 1 FMGC 2
FLIGHT
FG CONTROLS FG
FMS FMS
MCDU 1 MCDU 2
DLS/DLRB
MDDU
(UP LOADING/DOWN LOADING)
ACARS MU
OR ATSU
(IF FITTED)
PRINTER
N_MM_227000_0_FAD0_01_00

FMS General Architecture 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
INPUTS OUTPUTS
DME
CLOCK
VOR
DME
ILS
VOR
MLS
ILS
GPS
MLS
ADF
GPS
ADIRS (IRS)
CFDIU/MAINTENANCE
MCDU
ADIRS ADC/IRS
DMC
FQIC
FM OPP
F
RMP
M
FG
MCDU
ACARS OR ATSU
FCU AFS EIS
CPCS
FM OPP
PRINTER
FG
DATA LOADER OUT
FAC
GPWS
ACARS OR ATSU
CFDIU/MAINTENANCE
PRINTER
RMP
DATA LOADER IN
FWC
FADEC
FAC
N_MM_227000_0_FEA0_01_00

FM Inputs/Outputs 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
IDP FMP
LATERAL GUIDANCE FLIGHT PLANNING

VERTICAL GUIDANCE NAVIGATION
MCDU INTERFACE TRAJECTORY COMPUTATION
EFIS INTERFACE PERFORMANCE
AOC/ATC DATA LINK COMPUTATION
SHARED
DUAL MEMORY AERO/ENGINE MODEL
INPUT/OUTPUT DUAL
BITE IO/BITE
PRINTER DIAGNOSTICS
SIMSOFT
N_MM_227000_0_TAA9_01_00

General FMF Architecture 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
KALMAN FILTER
INERTIAL
FM
+ OPTIMIZATION POSITION
DME/DME
RADIO
VOR/DME
GPS
N_MM_227000_0_FAF0_01_00

FMS Position 22-70-00 PB001 Nov 01/11
Revision n˚: 12
KNA
IRS NO NO
POSITION
NAV
EXISTS
** On A/C ALL
YES
A/C
APPROACH IN EN ROUTE EN ROUTE−TERMINAL
OR TERMINAL
OTHER ILS,MLS AREA
APPR TYPE ?
GPS YES
AVAILABLE AND
REASONABLE
NO GPS YES YES GPS NO

AVAILABLE AND AVAILABLE AND
REASONABLE REASONABLE NO
Navigation Mode Selection Logic

YES AVAILABLE / /
NO LOC DATA YES NO NO
FIGURE 22-70-00-19700-B SHEET 1

AND AVAILABLE AVAILABLE
AVAILABLE AND AND
REASONABLE AND
REASONABLE REASONABLE
REASONABLE
NO / YES
/
YES AVAILABLE NO NO AVAILABLE
REASONABLE AND
AND
ERROR =IRS
/ REASONABLE
LOC DATA ERROR
AVAILABLE NO NO
AVAILABLE AND
REASONABLE
YES
YES YES
/
LOC DATA YES LOC DATA NO NO
ESTIMATED
AVAILABLE AND AVAILABLE AND
ERROR =IRS
REASONABLE REASONABLE
ERROR
@A318/A319/A320/A321
NO YES YES
VOR/DME GPS DME/DME VOR/DME LOC VOR/DME GPS

INERTIAL INERTIAL INERTIAL INERTIAL INERTIAL INERTIAL INERTIAL
22-70-00 PB001
DME/DME INERTIAL GPS/LOC DME/LOC VOR/LOC INERTIAL DME/DME
INERTIAL ONLY INERTIAL INERTIAL INERTIAL ONLY INERTIAL
N_MM_227000_0_TAD0_01_00
Page 66
Revision n˚: 12
Nov 01/11
@A318/A319/A320/A321
** On A/C ALL
1L FMG C 1 1R
2L FMG C 2 2R
3L 3R
4L 4R
5L 5R
6L 6R
N_MM_227000_0_FAE0_01_00

POSITION MONITOR Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
DESCENT AF 5 6 1 2
CR Z OP T REC MA X
1L − − − − − FL 3 5 0 FL 3 9 0 1R
2L REPORT VDE V = + 390FT 2R

U PDA T E AT
3L [ ] 3R
B RG / D I ST
4L − − − ° / − − − − . − TO [ ] 4R
PRED I CT I VE
5L GPS GPS PR I M A RY 5R
R E QU I R E D A CC U R ES T I M AT ED
6L 1 . 0 NM H I GH 0 . 1 6NM 6R
N_MM_227000_0_FAK0_01_00

PROGRESS Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
RAD I O NAV
V OR 1 / F R E Q F R E Q / V OR 2
1L STU / 1 2 8 . 5 0 1 1 7 . 50 / [ ] 1R
CR S CR S
2L 075 [ ] 2R
I LS / F R EQ CH AN / ML S
3L I RES / 1 1 0 . 5 0 [ ] / [ ] 3R
CR S S L OP E CR S
4L B 1 45T − . − [ ] 4R
AD F 1 / F R EQ F R EQ / AD F 2
5L TOE / 4 1 5 . 0 [ . ] / [ ] 5R
6L ADF 1 BFO 6R
N_MM_227000_0_FAM0_01_00

RADIO NAV Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
RAD I O NAV
V OR 1 / F R E Q F R E Q / V OR 2
1L STU / 1 2 8 . 5 0 1 1 7 . 50 / [ ] 1R
CR S CR S
2L 075 [ ] 2R
LS / F R EQ G/ S DE S E L E C T ED
3L I RES / 1 1 0 . 5 0 SE L ECT 3R
CR S S L OP E
4L B 1 45T − . − 4R
AD F 1 / F R EQ F R EQ / AD F 2
5L TOE / 4 1 5 . 0 [ . ] / [ ] 5R
6L ADF 1 BFO 6R
N_MM_227000_0_FAM1_01_00

RADIO NAV Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
SELECTED NAVA I DS
V OR / DM E AU TO DE S E L ECT
1L GEN 1 1 5 . 20 TOU 1R
V OR / DM E
2L NIZ 1 1 5 . 1 0 [ ] 2R
V OR / D M E
3L TO P 1 1 5 . 40 3R
I L S / DM E
4L NA 1 1 0 . 70 4R
DE S E L ECT
5L GPS 5R
6L RETURN 6R
N_MM_227000_0_FAQ0_01_00

SELECTED NAVAIDS Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
SELECTED NAVA I DS
V OR / DM E AU TO DE S E L ECT
1L GEN 1 1 5 . 20 TOU 1R
V OR / DM E
2L NIZ 1 1 5 . 1 0 [ ] 2R
V OR / D M E
3L TO P 1 1 5 . 40 3R
I L S / DM E
4L NA 1 1 0 . 70 4R
R A D I ON A V DE S E L ECT ED
5L SE L ECT 5R
GP S S E L ECT ED
6L DESE L ECT RETURN 6R
N_MM_227000_0_FAQ1_01_00

SELECTED NAVAIDS Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
GPS MON I TOR

GP S 1 POS I T I O N
1L 4 3 °4 0 . 4N / 00 0 °1 7 . 6E 1R
T T RK U TC GS
2L 3 42 . 3 1 0 : 3 7 : 42 310 2R
ME R I T MOD E / S A T
3L 1 00M NAV / 6 3R
GP S 2 POS I T I O N
4L 4 3 °4 0 . 4N / 00 0 °1 7 . 6E 4R
T T RK U TC GS
5L 3 42 . 3 1 0 : 3 7 : 42 310 5R
ME R I T GP S AL T MOD E / S A T
6L 1 00M 3 2 00 0 NAV / 6 6R
N_MM_227000_0_FAR0_01_00

GPS MONITOR Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
.
6L 6R
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
N_MM_227000_0_FAT0_01_00

IRS MONITOR and IRSn Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRED I C T I VE GPS
DES T ETA
1L EDDF P R I MA R Y 1 450 1R
− 1 5 − 1 0 − 5 ETA+ 5 + 1 0 + 1 5
2L Y Y Y Y Y Y Y 2R
WP T ETA
3L AGN P R I MA R Y 1 330 3R
− 1 5 − 1 0 − 5 ETA+ 5 + 1 0 + 1 5
4L Y Y N N N N N 4R
DE S E L ECT ED SATE L L I TES
5L 6 21 5R
6L [ ] 6R
N_MM_227000_0_FAV0_01_00

PREDICTIVE GPS Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
I RS INIT
1L A L I G N I RS 1R
LAT LO N G
2L 4 5 1 2 . ON 007 2 7 . 2E 2R
3L 3R
4L 4R
5L 5R
6L RETURN 6R
N_MM_227000_0_TAF2_01_00

IRS INIT Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
I RS INIT
LAT RE F E RE NCE L ON G
1L 4 3 °3 8 . 1N L F BO 0 0 1 °2 2 . 1E 1R
LAT GP S P O S I T I ON L ON G
2L 4 3 °3 7 . 3N 0 01 °23 . 3E 2R
I R S1 A L I G N I NG ON GP S
3L 4 3 °3 7 . 3N / 0 0 1 °2 3 . 3 E 3R
I RS2 A L I G N I NG ON GP S
4L 4 3 °3 7. 3 N / 0 0 1 °2 3 . 3 E 4R
I RS3 A L I G N I NG ON G P S
5L 4 3 °3 7 . 3N / 0 0 1 °2 3 . 3 E 5R
6L RETURN AL I GN ON REF 6R
N_MM_227000_0_TAF3_01_00
KNA FIGURE 22-70-00-22300-D SHEET 1 Page 77

IRS INIT Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
INIT
CO R T E F R OM / T O
1L L S GG L G A T 0 1 LSGG /LG AT 1R
A L T N / CO RTE
2L LG TS 2R
FLT NBR
3L I T56 1 2 I RS INI T 3R
4L 4R
CO S T I ND E X
5L 540 WIND 5R
CR Z F L / T EM P T RO P O
6L FL 2 9 0 / − 42 ° 36090 6R
N_MM_227000_0_TAH2_01_00

INIT A Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
INIT
CO RTE F R OM / T O
1L / 1R
A L T N / CO RTE
2L −−−− / −−−−−−−−−− 2R
FLT NBR
3L I RS INI T 3R
4L W I ND 4R
COS T I ND E X T RO P O
5L −−− 36090 5R
CR Z F L / T E MP GN D T E MP
6L −−−−− / −−− ° −−− ° 6R
N_MM_227000_0_TAH3_01_00

INIT A Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
I NI T
TAX I Z FW / Z FWCG
1L 0 . 4 . / . 1R
T R I P / T I ME B L OC K
2L −−− . −/−−−− . 2R
RTE RSV / %
3L − − . − /5 . 0 3R
A L T N / T I ME TOW / LW
4L −−− . −/−−−− − − − . − /− − − . − 4R
F I N A L / T I ME M I N DES T F OB
5L 2. 0/ − − − − −−− . − 5R
E X T R A / T I ME TR I P W I ND
6L −−− . −/−−−− HD 0 0 0 6R
I NI T
TAX I Z FW / Z FWCG
1L 0 . 4 1 1 0 . 0 / 33 . 4 1R
2L −−− . −/−−−− . 2R
RTE RSV / % FUE L
3L − − . − /5 . 0 PLANN I NG 3R
4L −−− . −/−−−− − − − . − /− − − . − 4R
F I N A L / T I ME M I N DES T F OB
5L 2. 0/ − − − − −−− . − 5R
E X T R A / T I ME TR I P W I ND
6L −−− . −/−−−− HD 0 0 0 6R
I N I T FUEL PLANN I NG I N I T FUEL PREDICTION

TAX I Z FW / Z FWCG TAX I Z FW / Z FWCG
1L 0 . 4 1 1 0 . 0 / 33 . 4 1R 1L 0 . 4 1 1 0 . 0 / 33 . 4 1R
TR I P / T IME B L OC K TR I P / T IME B L OC K
2L 60 . 0 / 1 307 85 . 4 2R 2L 60 . 0 / 1 307 90 . 0 2R
RTE RSV / % B L OC K RTE RSV / %
3L 3 . 0 /5 . 0 CONF I RM 3R 3L 3 . 0 /5 . 0 3R
A L T N / T I ME TOW / LW A L T N / T I ME TOW / LW
4L 20 . 0 / 0422 1 95 . 0 /1 35 . 0 4R 4L 20 . 0 / 0422 1 99 . 6 /1 39 . 6 4R
F I NA L / T I M E M I N DES T F OB F I NA L / T I M E M I N DES T F OB
5L 2. 0/ 0050 22 . 0 5R 5L 2.0/ 0050 22 . 0 5R
EX TRA / T I M E TR I P W I ND EX T RA / T I M E TR I P W I ND
6L 0 . 0 / 0000 HD 0 0 0 6R 6L 4 . 6 / 0202 T L 035 6R
N_MM_227000_0_TAK2_01_00

INIT B Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
I NI T
T AX I Z FW / Z FWCG
1L 0 . 4 . / . 1R
2L − − − . − /− − − − . 2R
RTE RSV /%
3L − − . − /5 . 0 3R
4L − − − . − /− − − − − − − . − /− − − . − 4R
F I N A L / T I ME TR I P W I ND
5L 2.0/− − − − HD 0 0 0 5R
MIN DEST F OB E X T RA / T I ME
6L −−− . − − − − . − /− − − − 6R
I NI T
T AX I Z FW / Z FWCG
1L 0 . 4 1 1 0 . 0 / 33 . 4 1R
2L − − − . − /− − − − . 2R
RTE RSV /% FUE L
3L − − . − /5 . 0 PLANN I NG 3R
A L T N / T I ME T OW / LW
4L − − − . − /− − − − − − − . − /− − − . − 4R
F I N A L / T I ME TR I P W I ND
5L 2.0/− − − − HD 0 0 0 5R
MIN DEST F OB E X T RA / T I ME
6L −−− . − − − − . − /− − − − 6R
I N I T FUEL PLANN I NG I N I T FUEL PREDICTION

T AX I Z FW / Z FWCG T AX I Z FW / Z FWCG
1L 0 . 4 1 1 0 . 0 / 33 . 4 1R 1L 0 . 4 1 1 0 . 0 / 33 . 4 1R
T R I P / T I ME B L OC K TR I P / T IME B L OC K
2L 60 . 0 / 1 307 85 . 4 2R 2L 60 . 0 / 1 307 90 . 0 2R
RTE RSV /% B L OC K RTE RSV /%
3L 3 . 0 /5 . 0 CONF I RM 3R 3L 3 . 0 /5 . 0 3R
A L T N / T I ME TOW / LW A L T N / T I ME TOW / LW
4L 20 . 0 / 0422 1 95 . 0 / 1 35 . 0 4R 4L 20 . 0 / 0422 1 99 . 6 / 1 39 . 6 4R
F I NA L / T I M E TR I P W I ND F I NAL / T I M E TR I P W I ND
5L 2.0 / 0050 HD 0 0 0 5R 5L 2.0 / 0050 T L 035 5R
M I N DEST F OB E X T RA / T I ME M I N DEST F OB E X T RA / T I ME
6L 22 . 0 0 . 0 / 0000 6R 6L 22 . 0 4 . 6 / 0202 6R
N_MM_227000_0_TAK3_01_00

INIT B Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
LAT REV PAGE ORIGIN
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
LAT REV PAGE AT PPOS

1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
LAT REV PAGE AT A WAYPOINT
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
LAT REV PAGE AT DESTINATION
N_MM_227000_0_TAM2_01_00

LAT REV Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
D I R TO
WA Y P O I N T UTC D I ST
1L [ ] − − − − − − − 1R
F − PLN WP T S
2L TOP D I RECT TO 2R
W I TH
3L GEN ABEAM P T S 3R
RAD I A L I N
4L BEROK [ ] ° 4R
RAD I A L OU T
5L F RZ [ ] ° 5R
6L 6R
(AFTER INITIAL SELECTION)
D I R TO
WA Y P O I N T UTC D I ST
1L BEROK 1 057 20 1R
F − PLN WP T S
2L TOP D I RECT TO 2R
W I TH
3L GEN ABEAM P T S 3R
RAD I A L I N
4L BEROK 1 1 6 ° 4R
RAD I A L OU T
5L F RZ [ ] ° 5R
D I R TO D I R TO
6L ERASE I NSERT 6R
(AFTER ENTRY OF AN EXISTING F−PLN WAYPOINT,

THE DIRECT TO OPTION BEING SELECTED)
N_MM_227000_0_TAM0_01_00

DIRECT TO Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
FIRST POINT OF ENROUTE

IN REFERENCE F−PLN SEARCH DOWNSTREAM
RUNWAY
RUNWAY SID SID ENROUTE TRANS ENROUTE

TRANS
N_MM_227000_0_FAZ0_01_00

Departure Procedure Stringing 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
LAST POINT OF ENROUTE

SEARCH UPSTREAM
IN REFERENCE F−PLN
SEARCH UPSTREAM
RUNWAY
SEARCH DOWNSTREAM
APPROACH TRANS (VIA)
ENROUTE STAR STAR APPROACH

ENROUTE TRANS
N_MM_227000_0_FBB0_01_00

Arrival Procedure Stringing (without STAR RWY TRANS) 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
LEGEND:
DELETED ELEMENTS OF THE REFERENCE FLIGHT PLAN
DELETED ELEMENTS OF THE NEW ARRIVAL PROCEDURE
CASE 1: NO MATCHING WAYPOINT FOR THE VALID TO FIX IS FOUND IN THE

NEW APPROACH PROCEDURE.
REFERENCE FLIGHT PLAN
TO WPT
NEW ARRIVAL PROCEDURE 1
VALID
TO FIX
CASE 2: A MATCHING WAYPOINT FOR THE VALID TO FIX IS FOUND IN THE

NEW APPROACH PROCEDURE.
ALTITUDE AND SPEED CONSTRAINTS OF THE MATCHING WAYPOINT ARE
TRANSFERRED TO THE VALID TO FIX WHETHER THEY ARE PILOT OR DATABASE.
REFERENCE FLIGHT PLAN
TO WPT
VALID
TO FIX
NEW ARRIVAL PROCEDURE 2
N_MM_227000_0_FBD0_01_00

Arrival Procedure Stringing (when A/C is Located in Arrival 22-70-00 PB001 Nov 01/11
Procedure) Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
DATABASE HOLD AT KOR

I NB CR S
1L 1 00 ° COMPU TED 1R
T URN
2L L DA T ABAS E 2R
T I ME / D I S T
3L 1 .0/4 . O 3R
4L LAST EX I T 4R
GM T FUE L
5L − − − − − − − . − 5R
T MP Y
6L F − PLN 6R
HOLD PAGE (UNCHANGED NAV DB PARAMETERS)

HOLD AT KOR
I NB CR S
1L 1 5 0 °T COMPU TED 1R
T URN
2L R DATABASE 2R
T I ME / D I S T
3L 1 .0/4 . O 3R
4L LAS T EXI T 4R
UTC FUE L
5L − − − − − − − . − 5R
T MP Y
6L F − PLN 6R
HOLD PAGE (CHANGED NAV DB PARAMETERS)

COMPUTED HOLD AT FRZ
I NB CR S
T URN
2L R DATABASE 2R
T I ME / D I S T
3L 1 . 5 / 1 2 . 0 3R
4L LAST EXI T 4R
UTC FUE L
5L − − − − − − − . − 5R
TMP Y
6L F − PLN 6R
HOLD : COMPUTED PARAMETERS (UNCHANGED)

HOLD AT KOR
I NB CR S
T URN
2L L DATABASE 2R
T I ME / D I S T
3L 1 .0/4 . O 3R
4L L AS T EXI T 4R
UTC FUE L
5L 1 205 8.8 5R
6L RETURN 6R
AN HOLD BELONGS TO THE F−PLN

N_MM_227000_0_TBD0_01_00

HOLD Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
DATABASE HOLD AT KOR

I NB CR S
T URN
2L L 2R
T I ME / D I S T
3L 1 . 0 /4 . O 3R
4L LAST EX I T 4R
GM T FUE L
5L − − − − − − − . − 5R
T MP Y
6L F − PLN 6R
HOLD PAGE (UNCHANGED NAV DB PARAMETERS)

HOLD AT KOR
I NB CR S
1L 1 5 0 °T COMPU TED 1R
T URN
2L R 2R
T I ME / D I S T
3L 1 . 0 /4 . O 3R
4L L AS T EXI T 4R
UTC FUE L
5L − − − − − − − . − 5R
T MP Y
6L F − PLN 6R
HOLD PAGE (CHANGED NAV DB PARAMETERS)

COMPUTED HOLD AT FRZ
I NB CR S
T URN
2L R 2R
T I ME / D I S T
3L 1 . 5 / 1 2 . 0 3R
4L L AS T EXI T 4R
UTC FUE L
5L − − − − − − − . − 5R
T MP Y
6L F − PLN 6R
HOLD : COMPUTED PARAMETERS (UNCHANGED)

HOLD AT KOR
I NB CR S
T URN
2L L 2R
T I ME / D I S T
3L 1 . 0 /4 . O 3R
4L L AS T EXI T 4R
UTC FUE L
5L 1 205 8.8 5R
6L RETURN 6R
AN HOLD BELONGS TO THE F−PLN
N_MM_227000_0_TBD1_01_00

HOLD Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A/C TRACK 2
3
DIR TO DIR TO
INTERCEPT FROM INTERCEPT
RADIAL
REF FIX
(RADIAL
OUTBOUND)
(RADIAL INBOUND)
DIR TO
1
WITH ABEAM
REF FIX
AGN
ABAGN
RADIAL
REF FIX
N_MM_227000_0_FBF0_01_00

Direct TO with Abeam, Radial IN and Radial OUT Cases 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
SEARCH DOWNSTREAM
E
3000 A D
B
RUNWAY
EOSID C
DIVERSION POINT
EOSIDA
EOSIDB
EOSIDC
EOSIDD
N_MM_227000_0_FBH0_01_00

Engine Out SID 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PARENT PATH
C D
E
B
START−BACK CAPTURE OF PARENT PATH AT

OFFSET PATH POINT THE END OF OFFSET
A
= DEFAULT INTERCEPT ANGLE
N_MM_227000_0_FBJ0_01_00

Immediate OFFSET 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
R AD I A L F IX I NFO 1 / 2
REF F I X
1L AG N 1R
R AD I A L U TC D TG ALT
2L [ ] ° − − − − − − − − − − − − − 2R
3L 3R
4L 4R
A B E AM
5L − − − ° − − − − − − − − − − − − − 5R
6L R E T URN 6R
COMPUTATION OF ABEAM POINT.
REF F I X
1L AG N 1R
2L 240 ° − − − − − − − − − − − − − 2R
3L [ ] ° − − − − − − − − − − − − − 3R
4L 4R
A B E AM
5L 1 95 ° 1 023 1 2 FL 3 50 5R
6L R E T URN 6R
COMPUTATION OF RADIAL INTERCEPT

(ABEAM POINT IS COMPUTED).
REF F I X
1L AG N 1R
2L 240 ° 1 0 20 10 FL 3 50 2R
3L [ ] ° − − − − − − − − − − − − − 3R
4L 4R
A B E AM
5L 1 95 ° 1 023 1 2 FL 3 50 5R
T MP Y
6L F − PLN 6R
ABEAM AND RADIAL INTERCEPT

POINTS ARE COMPUTED.
N_MM_227000_0_TAP2_01_00

Computation of Abeam and Radial Intercept Points 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
F IX I N FO 1 / 4
REF F I X
1L AG N 1R
R AD I A L U TC D I ST ALT
2L 240 ° − − − − − − − − − − − − − 2R
3L [ ] ° − − − − − − − − − − − − − 3R
R AD I US
4L 1 0 0 NM − − − − − − − − − − − − − 4R
A B E AM
5L 1 95 ° 1 023 1 2 FL 3 50 5R
6L R E T URN 6R
N_MM_227000_0_TAP3_01_00
KNA FIGURE 22-70-00-27400-E SHEET 1 Page 93

Computation of Abeam and Radial Intercept Points 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
LAT REV F ROM LSGG

4 5 ° 1 2 . ON / 0 0 7 ° 2 7 . 2 E
1L DEPARTURE 1R
LL X I N G / I N C R / NO
2L OF FSET [ 4 5N ] ° / [ 1 ] ° / [ 5 ] 2R
NEXT WP T
3L [ ] 3R
N EW DES T
4L [ ] 4R
5L RAD I AL FIX I NFO 5R
6L TMPY F − P LN 6R
N_MM_227000_0_TAQ2_01_00

Example of LAT/LONG Crossing Points Entry 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
LAT REV F ROM LSGG

4 5 ° 1 2 . ON / 0 0 7 ° 2 7 . 2 E
1L DEPARTURE FIX I NFO 1R
LL X I N G / I N C R / NO
2L OF FSET [ 4 5N ] ° / [ 1 ] ° / [ 5 ] 2R
NEXT WP T
3L [ ] 3R
N EW DES T
4L [ ] 4R
5L 5R
6L RE TURN 6R
N_MM_227000_0_TAC3_01_00
KNA FIGURE 22-70-00-27600-E SHEET 1 Page 95

Example of LAT/LONG Crossing Points Entry 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
LMG
PD01
DIST
PD02
PD01 IS ENTERED AS LMG/−DIST

WHILE
PD02 IS ENTERED AS LMG/DIST
N_MM_227000_0_FBL0_01_00

Along Track Offset (ATO) Waypoints 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
C LOS E S T A I R PO R T S
B RG D I ST T I ME
1L LGT S 325 ° 161 1040 1R
2L L G KR 298 ° 1 97 1046 2R
3L L GR P 1 13° 230 1052 3R
4L LGTR 305 ° 257 1059 4R
5L L I RF 315° 320 1 1 18 5R
6L FREEZE E FO B /W I N D 6R
C LOS E S T A I R PO R T S
E F OB EFF W I ND
1L LGT S 13 . 0 [ K T S ] HD 0 1 7 1R
2L LG KR 12 . 9 HD0 4 5 2R
3L LG R P 12 . 9 HD0 4 5 3R
4L LGTR 12 . 8 TL025 4R
5L L I RF 12 . 7 TL025 5R
L I ST F RO Z E N
6L RE T URN 6R
N_MM_227000_0_FBM0_01_00

CLOSEST AIRPORTS Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
AC TRUE TRACK
XTK 0
TKE 0
ACTIVE SEGMENT
P DESIRED TRACK
AC TRUE
TRACK
DESIRED TRACK
TKE 0 ACTIVE SEGMENT
TURN RADIUS
TURN CENTER
XTK 0
P DESIRED TRACK
ITP
FTP
TURN CENTER
XTK 0
N_MM_227000_0_FBP0_01_00

XTK and TKE Computation 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
TO WAYPOINT M M
SEQUENCING ON FROM WAYPOINT
THE MASTER
SIDE
12 sec
FINAL
UPDATE
M REQUEST FINAL UPDATE
S AND
XTK SEQUENCING
REQUEST ON THE
SLAVE SIDE
S
XTK
NO MORE
DISPLAYED
S
XTK
N_MM_227000_0_FBR0_01_00

Master Ahead the Slave 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
S XTK S XTK
S
XTK = 0 SEQUENCING
ACTIVE DIST = 0 ON SLAVE SIDE
XTK
M
TO WAYPOINT TO WAYPOINT
S
M
12 sec
FROM
12 sec
NO SEQUENCING WAYPOINT
SEQUENCING ON MASTER
SIDE
FINAL
UPDATE M FINAL
ON SLAVE UPDATE ON
S SIDE MASTER
SIDE
M
NO MORE
DISPLAYED
N_MM_227000_0_FBS0_01_00

Slave Ahead the Master 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
ACCEL
THR RED
APPROACH GO AROUND
CONSTRAINTS
DECELERATE
FINAL
SPD LIMIT
SPD
ALT
DESCENT
T/D
STEP CLIMB
WPT
END
CRUISE
START
WPT
T/C
CLIMB
SPD LIMIT
CONSTRAINTS
ACCEL
TAKEOFF
SPD
ALT
THR RED
ORIGIN
N_MM_227000_0_FDA0_01_00

F-PLN Definition 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
AT AT OR BELOW AT OR ABOVE WINDOW
T/C T/D
25000
15000 15000
ORIGINAL
VERTICAL F.PLN
PROFILE
1000 1000
ORIGIN A B C D DEST
ENTRY OF AN AT OR BELOW
ALTITUDE CONSTRAINT OF 17000 AT WAYPOINT C
T/C T/D
25000
17000
15000 15000
VERTICAL REVISED
PROFILE F.PLN
1000 1000
ORIGIN A B C D DEST
THE CDU PRESENTS THE CLB OR DES PROMPT,

CLB IS CHOSEN
N_MM_227000_0_FDC0_01_00

Altitude Constraint - CLB/DES Type 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
RTA RTA
AT WP T A T WP T D I ST RT A
1L [ ] 1R 1L LMG 420 [ ] 1R
MA N AGE D MA N AGE D ETA
2L 250 / 0 . 8 2 2R 2L 250 / . 8 2 1 1 : 07 : 05 2R
AC T MOD E AC T MOD E
3L MAN AGED 3R 3L MAN AGED 3R
4L 4R 4L 4R
5L 5R 5L 5R
ETT ETT
6L RETURN [ ] 6R 6L RETURN [ ] 6R
PREFLIGHT−DEFAULT RTA PAGE. PREFLIGHT−DEFAULT RTA PAGE WITH THE

DEFAULT REVISED WAYPOINT IN 1L.
RTA RTA
AT WP T D I ST RT A AT WP T D I ST RT A
1L PEM AR 62 0 [ ] 1R 1L PEM AR 620 − 1 1 : 45 : 00 1R
MA N AGE D ETA MA N AGE D ETA
2L 250 / . 8 2 1 1 : 48 : 1 2 2R 2L 320 / . 8 3 1 1 : 48 : 1 2 2R
AC T MOD E AC T MOD E RTA E R RO R
3L MAN AGED 3R 3L MAN AGED +03 : 1 2 3R
4L 4R 4L 4R
5L 5R 5L 5R
ETT ETT
6L RETURN [ ] 6R 6L RETURN 1 0 : 1 5 : 00 6R
PREFLIGHT−RTA PAGE AFTER PREFLIGHT−RTA PAGE IN

PILOT WAYPOINT INSERTION. MANAGED SPEED MODE.
RTA
AT WP T D I ST RT A
1L PEM AR 620 − 1 1 : 45 : 00 1R
MA N AGE D ETA
2L 230 1 1 : 45 : 1 0 2R
AC T MOD E
3L S EL E CT ED /3 2 0 3R
4L 4R
5L 5R
U TC
6L RETURN 1 0 : 1 5 : 30 6R
RTA PAGE IN SELECTED SPEED MODE.
N_MM_227000_0_TDE2_01_00

RTA Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
RT A RTA
AT WP T A T WP T D I ST RT A
1L [ ] 1R 1L L MG 42 0 [ ] 1R
MA N AGE D MA N AGE D ETA
2L 250 / 0 . 8 2 2R 2L 250 / . 8 2 1 1 : 07 : 05 2R
AC T MOD E AC T MOD E
3L MAN AGED 3R 3L MAN AGED 3R
4L 4R 4L 4R
5L ETT 5R 5L ETT 5R
[ ] [ ]
6L RETURN 6R 6L RETURN 6R
PREFLIGHT−DEFAULT RTA PAGE. PREFLIGHT−DEFAULT RTA PAGE WITH THE

DEFAULT REVISED WAYPOINT IN 1L.
RT A RTA
AT WP T D I ST RT A AT WP T D I ST RT A
1L PEM AR 62 0 [ ] 1R 1L PEM AR 62 0 − 1 1 : 45 : 00 1R
MA N AGE D ETA MA N AGE D ETA
2L 250 / . 8 2 1 1 : 48 : 1 2 2R 2L 320 / . 8 3 1 1 : 48 : 1 2 2R
AC T MOD E AC T MOD E RTA E R RO R
3L MAN AGED 3R 3L MAN AGED +03 : 1 2 3R
4L 4R 4L 4R
5L ETT 5R 5L ETT 5R
[ ] 1 0 : 1 5 : 00
6L RETURN 6R 6L RETURN 6R
PREFLIGHT−RTA PAGE AFTER PREFLIGHT−RTA PAGE IN

PILOT WAYPOINT INSERTION. MANAGED SPEED MODE.
RTA
AT WP T D I ST RT A
1L PEM AR 62 0 − 1 1 : 45 : 00 1R
M A N AGE D ETA
2L 230 1 1 : 45 : 1 0 2R
AC T MOD E
3L S EL E CT ED /3 2 0 3R
4L 4R
5L U TC 5R
1 0 : 1 5 : 3 0
6L RETURN 6R
RTA PAGE IN SELECTED SPEED MODE.
N_MM_227000_0_TDE3_01_00

RTA Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
T1
TIME TOLERANCE(S)
90 T2
60
RATE=
60s/1000NM
30
1000 2000 3000 DISTANCE (NM)
N_MM_227000_0_FDE0_01_00

Time Tolerance Versus Distance 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
EQU I − T I ME PO I NT
A /C TO B RG D I ST U TC
1L GANDER 251 ° 1 262 1 1 1 2 1R
T RU W I ND ETP TO GA N D E R
2L 250 °/ 020 26 1 ° 3 80 1 1 1 2 2R
3L LGAT 0 73 ° 674 09 33 3R
T RU W I ND ETP TO L GA T
4L 0 1 0 °/ 040 08 1 ° 1 056 1 1 1 2 4R
ETP L O C A T I ON
5L N5 2W0 2 5 / − 25 . 2 5R
A /C TO D I ST UTC
6L ( ETP ) 3 8 2 0 9 08 6R
N_MM_227000_0_TDA2_01_00

ETP Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
CONST ANT MACH CONST ANT MACH

MA C H MA C H
1L [ ] 1R 1L [ ] 1R
S T AR T WP T END WP T S T AR T WP T END WP T
2L A L COA B E ROK 2R 2L P PO S B E ROK 2R
S E L EC T AB L E F − P LN WP T S S E L EC T AB L E F − P LN WP T S
3L ALCOA ALCOA 3R 3L ALCOA ALCOA 3R
4L AM I L L AM I L L 4R 4L AM I L L AM I L L 4R
5L ABDEN ABDEN 5R 5L ABDEN ABDEN 5R

T MP Y
6L RETURN 6R 6L F − PL N 6R
CONSTANT MACH PAGE ACCESSED THROUGH CONSTANT MACH PAGE ACCESSED THROUGH
ALCOA VERT REV PAGE. (NO CMS DEFINES VERT REV PAGE AT PPOS. (NO CMS DEFINES
AND NO TMPY F−PLN EXISTS). BUT A TMPY F−PLN EXISTS).

MA C H MA C H
1L 0. 81 1R 1L 0 . 78 1R
2L ALCO A ABDEN 2R 2L ROCCA M I KE 2R
3L ALCOA ALCOA 3R 3L TO P TO P 3R
4L AM I L L AM I L L 4R 4L N 45W00 3 N45W00 3 4R

T MP Y C MS T MP Y C MS
6L F − PL N DE LE T E 6R 6L F − PL N DE LE T E 6R
VERT REV PAGE AT PPOS. WITH MACH, VERT REV PAGE AT TOP. CMS HAD
START WPT AND WPT ENTERED. BEEN DEFINED TO START FROM ROCCA.
N_MM_227000_0_TDB2_01_00

CONSTANT MACH Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004

MAC H MA C H
1L [ ] 1R 1L [ ] 1R
2L A L COA B E ROK 2R 2L P PO S B E ROK 2R
3L ALCOA ALCOA 3R 3L ALCOA ALCOA 3R
4L AM I L L AM I L L 4R 4L AM I L L AM I L L 4R

T MP Y
6L RETURN 6R 6L F − PL N 6R
ALCOA VERT REV PAGE. (NO CMS DEFINES VERT REV PAGE AT PPOS. (NO CMS DEFINES
AND NO TMPY F−PLN EXISTS). BUT A TMPY F−PLN EXISTS).

MAC H MA C H
1L 0. 81 1R 1L 0 . 78 1R
2L ALCO A ABDEN 2R 2L ROCCA M I KE 2R
3L ALCOA ALCOA 3R 3L TO P TO P 3R
4L AM I L L AM I L L 4R 4L N 45W00 3 N45W00 3 4R

T MP Y T MP Y T MP Y T MP Y
6L F − PL N I NSERT 6R 6L F − PL N I NSERT 6R
VERT REV PAGE AT PPOS. WITH MACH, VERT REV PAGE AT TOP. CMS HAD
START WPT AND WPT ENTERED. BEEN DEFINED TO START FROM ROCCA.
N_MM_227000_0_TDB3_01_00

CONSTANT MACH Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
CRZ
ACT MOD E U TC DE S T EO
1L SELECTED 1 1 14 CLR 1R
C I DR I F T D OWN
2L EO L RC TO FL 2 5 0 2R
MA N A G E D UTC D I ST
3L − 82 1 1 00 1 50 3R
DE S CAB I N R ATE
4L − 3 5 0 F T / MN 4R
5L 5R
A CT I V A T E N E XT
6L APPR PHASE PHASE 6R
N_MM_227000_0_FDF0_01_00

PERF CRZ Page in EO Condition 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C
POST SB 22-1362 FOR A/C 001-004
CRZ
ACT MOD E U TC DE S T EO
1L SELECTED 1 1 14 CLR 1R
C I DR I F T D OWN
2L EO L RC TO FL 2 5 0 2R
MA N A G E D UTC D I ST
3L − 82 1 1 00 1 50 3R
S E L E CT ED
4L . 78 4R
DE S CAB I N R ATE
5L − 3 5 0 F T / MN 5R
A CT I V A T E N E XT
6L APPR PHASE PHASE 6R
N_MM_227000_0_FDF1_01_00

PERF CRZ Page in EO Condition 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
ACCELERATE TO CLIMB SPEED

GREEN DOT
//
0
CLIMB THRUST
CLIMB
SF
ACCEL ALT
HOLD V2 + 10KT
CLIMB THRUST
TAKEOFF
TAKEOFF ALLOWANCES
HOLD V2 + 10KT
THR RED ALT
ROTATION POINT
RWY THR
N_MM_227000_0_FDH0_01_00

Take-off Profile 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
AT ALTITUDE CONSTRAINT
IDLE PATH
AT OR BELOW ALTITUDE CONSTRAINT
IDLE PATH WOULD
CAUSE A LEVEL−OFF
AT OR ABOVE ALTITUDE CONSTRAINT
NOT CONSTRAINING
GPP I, H, F, D, C ARE CONSTRAINING CONSTRAINTS
A, B, E ARE NON CONSTRAINING CONSTRAINTS
G IS AN IGNORED CONSTRAINT
I
IDLE PATH CANNOT

SATISFY CONSTRAINT AT I
PRIORITY TO
HIGHEST CONSTRAINT
H
E
A
DECEL
N_MM_227000_0_FDK0_01_00

Geometric Path (Altitude Profile) 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
IDLE PATH
GPP
THIS GEOMETRIC
SEGMENT MINIMIZES
VERTICAL MANOEUVRES
SPECIFIED FPA
B DECEL
A
GEOMETRIC PATH (ALTITUDE PROFILE WITH SPECIFIED FPA)
VERTICAL
DISCONTINUITY
TOO STEEP PATH
TOO STEEP PATH SEGMENT
N_MM_227000_0_FDM0_01_00

Geometric Path (Altitude Profile with Specified FPA) & 22-70-00 PB001 Nov 01/11
TOO STEEP PATH Segment Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
GLIDESLOPE CAPTURE
ALTITUDE
GLIDESLOPE CROSSING ALTITUDE
AT THE OUTER MARKER
RUNWAY THRESHOLD
IDLE SEGMENT ELEVATION + 50ft
= GLIDESLOPE ANGLE
INITIAL FIX OUTER MARKER RUNWAY
TYPE A ILS APPROACH
RUNWAY THRESHOLD
ELEVATION + 50ft
= RUNWAY FPA
LAST APPROACH WAYPOINT BEFORE THE

RUNWAY
RUNWAY WHICH HAS AN ALTITUDE CONSTRAINT
NON−PRECISION APPROACH WHICH ENDS AT THE RUNWAY
N_MM_227000_0_FED0_01_00

Approach Profiles 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
MAP ALTITUDE
RUNWAY THRESHOLD
ELEVATION + 50ft
= MAP FPA
LAST APPROACH WAYPOINT BEFORE THE MAP

WHICH HAS AN ALTITUDE CONSTRAINT MAP
RUNWAY
NON−PRECISION APPROACH WHICH ENDS AT THE MAP LOCATED BEFORE THE RUNWAY
MAP ALTITUDE
RUNWAY THRESHOLD
ELEVATION + 50ft
H
= ARCTAN ( H/D)
MAP
LAST APPROACH WAYPOINT BEFORE THE MAP
WHICH HAS AN ALTITUDE CONSTRAINT
RUNWAY
NON−PRECISION APPROACH WHICH ENDS AT THE MAP LOCATED BEYOND THE RUNWAY
N_MM_227000_0_FED0_02_00

Approach Profiles 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
MCDU MENU
SE L E C T
1L FM 1 N AV B / U P 1R
2L 2R
3L ACMS ( RE Q ) 3R
4L C MS 4R
5L S AT 5R
6L ATSU RE T U RN 6R
SEL ECT DES I R ED SYSTEM
N_MM_227000_0_GAA0_01_00

MCDU MENU page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
B / U P F PL N
FROM T TG D I ST
1L TOU 4 3 4 0 . 8 N / 0 0 1 1 8 . 7E 1R
350 ° 0003 2 2N M
2L AGN 4 3 5 3 . 3 N / 0 0 0 5 2 . 4E 2R
3 4 8 °T 00 1 9 1 1 6N M
3L LMG 4 5 4 9 . 0 N / 0 0 1 0 1 . 6E 3R
3 2 1 °T 0033 9 7N M
4L AMB 4 7 2 5 . 1 N / 0 0 1 0 2 . 5E 4R
3 2 2 °T 0038 4 0N M
5L N48E0 0 1 4 8 0 3 . 5 N / 0 0 1 2 3 . 3E 5R
DES T T TG D I ST
6L L FPO 0 1 0 1 4 4 3N M 6R
N_MM_227000_0_GAB0_01_00

MCDU B/UP F-PLN Page 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
N_MM_227000_0_TEA0_01_00

P/N STATUS Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
N_MM_227000_0_TEA0_02_00

P/N STATUS Pages 22-70-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
FLIGHT MANAGEMENT SYSTEM (FMS) - SERVICING

** On A/C ALL
Task 22-70-00-610-006-C
Downloading of the FM Data
FIN 1CA1, 1CA2
To download the FM Data with the Multipurpose Disk Drive Unit (MDDU).

F1420060 1 FM BITE DOWNLOAD TOOL
F1420061 1 FM BITE DOWNLOAD TOOL

3. Job Set-up
Subtask 22-70-00-861-060-A
A-01) or (Ref. TASK 24-41-00-861-002-A-02).
Subtask 22-70-00-860-078-A
B. Aircraft Maintenance Configuration
(1) Make sure that the aircraft is in the ground configuration.
Subtask 22-70-00-865-088-A

49VU AUTO FLT/MCDU/1 11CA1 B01
KNA Page 1
22-70-00 PB301 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321

121VU DATA/LOADER/SPLY 3TD J16
121VU DLS&/DLRB/SPLY 5TD J15
121VU AUTO FLT/MCDU/2 11CA2 N20
4. Procedure
Subtask 22-70-00-610-062-C
A. Downloading of the FM BITE Data
NOTE : There are two disks, one for each FMGC.

ACTION RESULT
1.Open the circuit breakers 10CA1 and 10CA2.
2.On the overhead panel, on the Data Loading Selector: On the display of the Data Loading Selector:
. Set the ON/OFF switch to ON. . DB/N:
PUSH NEXT/PREV
indication is shown.
On the multipurpose disk drive unit:
. The < < MDDU READY > > indication is shown.
. Push the PREV or NEXT key until you get the . FMGC1
indication of the FMGC1 that you can download, NOT SELECTED
indication is shown,
. Push the SEL CTL key. . FMGC1
SELECTED
On the MCDU, the DATA LOAD page is displayed.
4.On the multipurpose disk drive unit: On the multipurpose disk drive unit:
. Put the FM BITE DOWNLOAD TOOL (F1420060) . The WAIT RESPONSE indication is shown
into the disk drive.
5.Close the circuit breaker 10CA1. . The power-up test of the FMGC1 starts.
. At the end of this test, the triple click aural warning
sounds.
. The TRANSF IN PROG indication is shown
. The BUS n :xxxxxxx indication is shown.
NOTE : ”n” is the number of the bus (1 to 8) in transfer.

”xxxxxxx” is the number of bytes (0 to xxxxxxx).
. Then, the WAIT RESPONSE indication is
shown when the transfer is completed. On the
MCDU,
. The DATA LOAD page is shown with loading
files indication
. When the download is completed, the
DOWNLOAD COMPLETE message is shown.
6.On the multipurpose disk drive unit:
. Eject the floppy disk.
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ACTION RESULT
7.Open the circuit breaker 10CA1.
8.On the Data Loading Selector: On the display of the Data Loading Selector:
NOT SELECTED
. Push the PREV or NEXT key until you get the . FMGC2
indication of the FMGC2 that you can download, NOT SELECTED
SELECTED
9.On the multipurpose disk drive unit: On the multipurpose disk drive unit:
. Put the FM BITE DOWNLOAD TOOL (F1420061) . The < < WAIT RESPONSE > > indication is shown
into the disk drive.
10.Close the circuit breaker 10CA2. . The power-up test of the FMGC2 starts.
. At the end of this test, the triple click aural warning
sounds.
. The < < TRANS IN PROG > > indication is shown
. The BUS n :xxxxxxx indication is shown.

”xxxxxxx” is the number of bytes (0 to xxxxxxx).
. Then, the < < WAIT RESPONSE > >
indication is shown when the transfer is
completed. On the MCDU,
. The DATA LOAD page is shown with loading
files indication
. When the download is completed, the
DOWNLOAD COMPLETE message is shown.
11.On the multipurpose disk drive unit:
. Eject the FMGC2 floppy disk.
12.On the Data Loading Selector:
. Set the ON/OFF switch to OFF.
13.Open the circuit breaker 10CA2 (wait for more than 5
seconds).
14.Close the circuit breakers 10CA1 and 10CA2.
5. Close-up
Subtask 22-70-00-860-081-A
Subtask 22-70-00-862-065-A
A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-70-00-610-008-C
Uploading of the FM Data
FIN 1CA1, 1CA2
To upload the FM Data with the Multipurpose Disk Drive Unit (MDDU).


3. Job Set-up
Subtask 22-70-00-941-050-A
A. If the MDDU is not available, you can upload the FM data with the Portable Data Loader (PDL) (Ref. TASK
22-70-00-610-008-C-01).
Subtask 22-70-00-861-071-A
B. Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-
A-01) or (Ref. TASK 24-41-00-861-002-A-02).
Subtask 22-70-00-860-109-A
C. Make sure that the aircraft is in the ground configuration.
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Subtask 22-70-00-865-116-A
D. Make sure that this(these) circuit breaker(s) is(are) closed:

121VU DATA/LOADER/SPLY 3TD J16
121VU DLS&/DLRB/SPLY 5TD J15
Subtask 22-70-00-865-117-A
E. Open, safety and tag this(these) circuit breaker(s):
** On A/C
POST SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-280-068-C
F. Check of the P/N reference of the element(s) (pre-loaded in the related FMGC) on the applicable P/N
STATUS page(s) on the MCDU (use the line select key to the NEXT PAGE or PREV PAGE indication).
NOTE : You must do this check because if the elements that you can load are not correct, the FMGC will not
accept the loading.
On the applicable P/N STATUS page, make sure that these elements are in the FMGC:
. The FM operational software with the FMS Operational Program Disk (1CAMD3)
(Page 2: FMS SOFTWARE)
NOTE : If the FMS software is not compatible with the FG software, the INCOMPATIBLE message is
displayed on the MCDU screen.
. The Navigation Data Base with the Active Nav Data Base disk (Navigation Data Base will change every
28 days cycle)
(Page 3: NAV DATA BASE)
. The AMI file with the applicable disk
(Page 4: FM AIRLINE CONFIG (AMI))
. The OPC file with the FMS Option Configuration Disk (1CAMD1)
(Page 5: FM OPTIONS CONFIG (OPC))
. The Performance Data Base with the FMS Performance Data Base Disk (1CAMD2)
(Page 6: PERF DATA BASE).
. The Magnetic Variation Data Base with the applicable disk (1CAMD4)
(Page 7: MAG VAR DATA BASE).
NOTE : When the FM operational software is loaded, these databases are erased:
. the Navigation Data Base
. the AMI file
. the OPC file
. the Performance Data Base
. the Magnetic Variation Data Base.
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If you push the MCDU FM mode key, the MCDU scratchpad will show the NOT ALLOWED message:
. until the elements are reloaded, or
. if the FM software is not compatible with the FG software.
NOTE : You can do the crossloading of all the elements (FM1 TO FM2 on MCDU1 or FM2 TO FM1 on
MCDU2), on the related P/N STATUS page
** On A/C ALL
(Ref. TASK 22-70-00-610-009-A).
(1) Do the check of the reference of the elements.
ACTION RESULT
1.On the MCDU:
. Adjust the display brightness with the BRT control
. Push the DATA mode key.
. Push the line key adjacent to the A/C STATUS . The A/C STATUS page comes into view.
indication.
3.On the A/C STATUS page: On the MCDU:
. Push the line key adjacent to the SOFTWARE . The P/N STATUS page comes into view.
STATUS/XLOAD indication.
4.Before you do the uploading procedure, on the P/N
STATUS page:
. Read the P/N reference of the element that you can
load
. Make sure that this P/N reference is not the same as
the P/N reference on the disk.
Otherwise the uploading is not necessary.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-280-068-D
F. Check of the P/N reference of the element(s) (pre-loaded in the related FMGC) on the applicable P/N
accept the loading.
28 days cycle)
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. the AMI file
. the OPC file
** On A/C ALL
(Ref. TASK 22-70-00-610-009-A).
ACTION RESULT
1.On the MCDU:
indication.
STATUS page:
load
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4. Procedure
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-970-068-G
A. Uploading of the FMGC
NOTE : When the uploading of the FMGC is completed, you can use the XLOAD function to load the other
FMGC
** On A/C ALL
(Ref. TASK 22-70-00-610-009-A).
NOTE : The uploading time for one full disk is ten minutes approximately.
NOTE : After the uploading operations, you must do a check of the reference of the data loaded in the FMGC,
on the MCDU.
NOTE : The uploading procedure that follows is for the FMGC1. For the FMGC2 procedure which is the same,
refer to the data in parentheses.
ACTION RESULT
. Set the ON/OFF switch to ON. . DB/N
PUSH NEXT/PREV
On the MDDU:
2.On the overhead panel:
. Open the circuit breakers 10CA1 and 10CA2.
. Push the PREV or NEXT key until you get the . FMGC1(2)
indication of the FMGC that you can load NOT SELECTED
indication is shown
. Push the SEL CTL key. . FMGC1(2)
SELECTED
4.Use the applicable disk(s) from the disk storage box.
5.On the MDDU: On the MDDU:
. Put the disk into the disk drive. . The READY indication comes into view
. Then, the WAIT RESPONSE indication comes into
view.
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ACTION RESULT
6.On the overhead panel: On the MDDU:
. Close the circuit breaker 10CA1 (10CA2). . The READY indication comes into view
view and, immediately after, the TRANSF IN PROG
indication comes into view
. the BUS n :xxxxxxx indication is shown after the FMGC
safety test.

”xxxxxx” is the number of remaining bytes.
The uploading is completed only when TRANSF
COMPLETE indication is shown.
NOTE : If more than one disk is necessary for the

uploading, the EJECT DISK and INSERT NEXT
DISK indications show one after the other. They
tell the operator to put a new disk into the
MDDU.
. When all the disks are loaded in the FMGC,
the TRANSF COMPLETE indication comes
into view.
. Eject the disk from the disk drive. . The < < MDDU READY > > indication comes into
view.
NOT SELECTED
10.Open (for more than 15 seconds) the circuit breaker
10CA1 (10CA2).
11.On the MCDU1(2):
. Push the MCDU MENU key.
12.Close the circuit breakers 10CA1 and 10CA2, and wait
for FMGC safety test.
** On A/C
POST SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-970-068-H
A. Uploading of the FMGC
FMGC.
To do the crossloading procedure, ignore the crossload prompt on the P/N STATUS page on the
MCDU2(1). It is necessary to wait until the FMGC1(2) crossload prompt comes into view on the P/N
STATUS page on the MCDU1(2).
This FMGC1(2) prompt is shown only if all the mandatory elements (FMS SOFTWARE, NAV DATA
BASE, OPC, PERF DATA BASE, MAG VAR DATA BASE) are uploaded.
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For crossload procedure, refer to
** On A/C ALL
(Ref. TASK 22-70-00-610-009-A).
NOTE : The uploading time for one full disk is ten minutes approximately.
on the MCDU.
ACTION RESULT
. Set the ON/OFF switch to ON. . DB/N
PUSH NEXT/PREV
On the MDDU:
. Open the circuit breakers 10CA1 and 10CA2.
. Push the PREV or NEXT key until you get the . FMGC1(2)
indication of the FMGC that you can load NOT SELECTED
indication is shown
SELECTED
. Put the disk into the disk drive. . The READY indication comes into view
view.
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ACTION RESULT
6.On the overhead panel: On the MDDU:
. Close the circuit breaker 10CA1 (10CA2). . The READY indication comes into view
indication comes into view
. the BUS n :xxxxxxx indication is shown after the FMGC
safety test.

”xxxxxx” is the number of remaining bytes.
The uploading is completed only when TRANSF
COMPLETE indication is shown.
NOTE : If more than one disk is necessary for the

uploading, the EJECT DISK and INSERT NEXT
DISK indications show one after the other. They
tell the operator to put a new disk into the
MDDU.
. When all the disks are loaded in the FMGC,
the TRANSF COMPLETE indication comes
into view.
. Eject the disk from the disk drive. . The < < MDDU READY > > indication comes into
view.
NOT SELECTED
10.Open (for more than 15 seconds) the circuit breaker
10CA1 (10CA2).
11.On the MCDU1(2):
. Push the MCDU MENU key.
12.Close the circuit breakers 10CA1 and 10CA2, and wait
for FMGC safety test.
** On A/C ALL
Subtask 22-70-00-865-118-A
B. Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):
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** On A/C
POST SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-280-069-C
C. Do a check of the reference of the software loaded in the FMGC, on the MCDU:
(1) Make sure that the P/N XLOAD 1/7 page is shown on the MCDU:
ACTION RESULT
1.On the MCDU MENU page: The A/C STATUS page comes into view.
. Push the LSK adjacent to the FMGC indication.
2.On the A/C STATUS page: The P/N STATUS page comes into view.
. Push the LSK adjacent to the SOFTWARE
3.On the P/N STATUS page: On the MCDU:
. Get the page related to the loaded element (use the . Make sure that the reference (P/N) shown is the same
line select key adjacent to the NEXT PAGE or PREV as the reference on the disk(s).
PAGE indication).
4.Do the AFS test (Ref. TASK 22-96-00-710-001-A), only
after a FMS SOFTWARE uploading.
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-280-069-D
C. Do a check of the reference of the software loaded in the FMGC, on the MCDU:
ACTION RESULT
2.On the A/C STATUS page: The P/N STATUS page comes into view.
PAGE indication).
4.Do the AFS test (Ref. TASK 22-96-00-710-001-A), only
after a FMS SOFTWARE uploading.
5. Close-up
** On A/C ALL
Subtask 22-70-00-860-110-B
(1) On the MCDU, push the MCDU MENU key to get the MCDU MENU page.
Put the disk back into the cockpit disk storage-box.
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Subtask 22-70-00-862-079-A
A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-70-00-610-008-C-01
Uploading of the FM Data
FIN 1CA1, 1CA2
To upload the FM DATA with the Portable Data Loader (PDL) (SFIM or equivalent).

YV68A110 1 PORTABLE DATA LOADER

31-38-22-000-001-A Removal of the MDDU
31-38-22-400-001-A Installation of the MDDU
3. Job Set-up
Subtask 22-70-00-941-051-A
A. If the MDDU is available, you can upload the FM data with the Multipurpose Disk Drive Unit (MDDU) (Ref.
TASK 22-70-00-610-008-C) or (Ref. TASK 22-70-00-610-008-C-01).
Subtask 22-70-00-861-075-A
24-41-00-861-002-A-02).
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Subtask 22-70-00-865-128-A

Subtask 22-70-00-865-130-A
D. Open, safety and tag this(these) circuit breaker(s):
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-280-074-C
E. Check of the P/N reference of the element(s) (pre-loaded in the related FMGC) on the applicable P/N
accept the loading.
28 days cycle)
. the AMI file
. the OPC file
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** On A/C ALL
(Ref. TASK 22-70-00-610-009-A).
ACTION RESULT
1.On the MCDU:
indication.
STATUS page:
load
** On A/C
POST SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-280-074-D
E. Check of the P/N reference of the element(s) (pre-loaded in the related FMGC) on the applicable P/N
accept the loading.
28 days cycle)
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. the AMI file
. the OPC file
** On A/C ALL
(Ref. TASK 22-70-00-610-009-A).
ACTION RESULT
1.On the MCDU:
indication.
STATUS page:
load
4. Procedure
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-970-072-C
A. Uploading of the FM Data
FMGC
** On A/C ALL
(Ref. TASK 22-70-00-610-009-A).
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NOTE : The uploading time for one full disk is twelve minutes approximately.
on the MCDU.
ACTION RESULT
1.On the center pedestal, on the MCDU1(2):
. Adjust the brightness with the BRT control.
2.Open the circuits breakers 10CA1, 10CA2, 11CA1 and The displays of the MCDU1 and 2 go blank.
11CA2.
3.On the PORTABLE DATA LOADER (YV68A110):
. Set the ON/OFF switch to OFF
. Connect the connecting cable to the loader connector.
. Remove the MDDU (Ref. TASK 31-38-22-000-001-A).
. Connect the connecting cable to the connector.
. Close the circuit breaker 11CA1 (11CA2).
6.On the Portable Data Loader:
. Set the ON/OFF switch to ON.
8.On the Portable Data Loader: On the Portable Data Loader:
. Put the disk into the disk drive. . The READY indication comes into view.
view.
9.On the overhead panel: On the Portable Data Loader:
. Close the circuit breaker 10CA1 (10CA2). . The READY indication comes into view.
indication comes into view.
. When all the disks are loaded in the FMGC, the
TRANSF COMPLETE indication comes into view.
. Eject the disk from the disk drive.
11.Open the circuits breakers 10CA1 (10CA2) and 11CA1
(11CA2).
. Disconnect the portable data loader connecting cable.
. Install the MDDU (Ref. TASK 31-38-22-400-001-A).
. Disconnect the connecting cable connector.
14.Close the circuits breakers 10CA1, 10CA2, 11CA1 and
11CA2, and wait for FMGC safety test.
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** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-280-075-C
B. Do a check of the reference of the software loaded in the FMGC, on the MCDU:
ACTION RESULT
2.On the A/C STATUS page: The P/N STATUS page comes into view
STATUS/XLOAD
PAGE indication).
4.Do the operational test of the AFS (Ref. TASK
22-96-00-710-001-A), only after a FMS SOFTWARE
uploading.
** On A/C
POST SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-970-072-D
A. Uploading of the FM Data
FMGC.
To do the crossloading procedure, ignore the crossload prompt on the P/N STATUS page on the
MCDU2(1). It is necessary to wait until the FMGC1(2) crossload prompt comes into view on the P/N
STATUS page on the MCDU1(2).
This FMGC1(2) prompt is shown only if all the mandatory elements (FMS SOFTWARE, NAV DATA
BASE, OPC, PERF DATA BASE, MAG VAR DATA BASE) are uploaded.
For crossload procedure, refer to
** On A/C ALL
(Ref. TASK 22-70-00-610-009-A).
NOTE : The uploading time for one full disk is twelve minutes approximately.
on the MCDU.
ACTION RESULT
. Adjust the brightness with the BRT control.
2.Open the circuits breakers 10CA1, 10CA2, 11CA1 and The displays of the MCDU1 and 2 go blank.
11CA2.
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ACTION RESULT
3.On the PORTABLE DATA LOADER (YV68A110):
. Set the ON/OFF switch to OFF
. Connect the connecting cable to the loader connector.
. Remove the MDDU (Ref. TASK 31-38-22-000-001-A).
. Connect the connecting cable to the connector.

. Close the circuit breaker 11CA1 (11CA2).
. Set the ON/OFF switch to ON.
8.On the Portable Data Loader: On the Portable Data Loader:
. Put the disk into the disk drive. . The READY indication comes into view.
view.
9.On the overhead panel: On the Portable Data Loader:
. Close the circuit breaker 10CA1 (10CA2). . The READY indication comes into view.
indication comes into view.
. When all the disks are loaded in the FMGC, the
TRANSF COMPLETE indication comes into view.
. Eject the disk from the disk drive.
11.Open the circuits breakers 10CA1 (10CA2) and 11CA1
(11CA2).
. Disconnect the portable data loader connecting cable.
. Install the MDDU (Ref. TASK 31-38-22-400-001-A).
. Disconnect the connecting cable connector.
14.Close the circuits breakers 10CA1, 10CA2, 11CA1 and
11CA2, and wait for FMGC safety test.
** On A/C
POST SB 22-1362 FOR A/C 001-004
Subtask 22-70-00-280-075-D
ACTION RESULT
STATUS/XLOAD
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ACTION RESULT
PAGE indication).
4.Do the operational test of the AFS (Ref. TASK
22-96-00-710-001-A), only after a FMS SOFTWARE
uploading.
5. Close-up
** On A/C ALL
Subtask 22-70-00-865-129-A
Subtask 22-70-00-860-121-B
Put the disk back into the cockpit disk storage-box.
Subtask 22-70-00-862-083-A
C. De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-
A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-70-00-610-009-A
Crossloading of the FM Data
FIN 1CA1, 1CA2
To crossload the FM Data of one FMGC into the other one.
3. Job Set-up
Subtask 22-70-00-860-115-B
24-41-00-861-002-A-02).
(3) On the MCDUs 1 and 2, set the BRT knob to the middle position.
4. Procedure
Subtask 22-70-00-970-071-C
A. Procedure of the Crossloading of the FMGC Data Base
NOTE : When you do the crossloading procedure:

. Of one element that you can load (e.g. Navigation Data Base), use the related P/N STATUS
page (e.g. page No.3 for the crossloading of the Navigation Data Base) on the MCDU1 to load
the FM2, or on the MCDU2 to load the FM1.
. Of the total elements that you can load, use the P/N XLOAD page No. 1 on the MCDU1 to load
the FM2 (FMS2 UPDATE indication), or on the MCDU2 to load the FM1 (FM1 UPDATE
indication). Only the different elements are crossloaded.
NOTE : On the MCDU 1 and 2, the INDEPENDENT OPERATION indications are shown in the scratchpad.
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Use the MCDU related to the side from which you will do the crossloading.
ACTION RESULT
1.On this MCDU: On this MCDU:
. Make sure that the FMS1 and the FMS2 have
different P/Ns
. Push the line key adjacent to the START XLOAD . The ACCEPTING XLOAD indication comes into view
indication
. Push the line key adjacent to the CONFIRM . The XLOAD IN PROCESS indication and the
indication. REMAINING time indication come into view together.
2.When the loading is completed, for both FMGC:
. Open the circuit breaker 10CA1 and 10CA2, for more
than 15 seconds.
3.Close the applicable circuit breaker 10CA1 and 10CA2.
4.When the safety test of this FMGC is completed, on the
MCDU 1 and 2, make sure that:
. The INDEPENDENT OPERATION indications are not
shown in the scratchpad.
Subtask 22-70-00-280-073-C
ACTION RESULT
STATUS/XLOAD
PAGE indication).
5. Close-up
Subtask 22-70-00-860-116-C
(2) Put the disk back into the cockpit disk storage-box.
24-41-00-862-002-A-02).
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FLIGHT MANAGEMENT SYSTEM (FMS) - ADJUSTMENT/TEST

** On A/C ALL
Task 22-70-00-710-001-A
Operational Test of the Multipurpose Control and Display Unit (MCDU)
To make sure that the MCDU operates correctly.
3. Job Set-up
Subtask 22-70-00-860-054-A
24-41-00-861-002-A-02).
Subtask 22-70-00-865-052-A

KNA Page 1
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4. Procedure
Subtask 22-70-00-710-051-B
A. Operational Test of the Multipurpose Control and Display Unit (MCDU)
ACTION RESULT
1.On the center pedestal, on the MCDU1 (2): Make sure that the RDY top annunciator is on.
. Push the BRT key to make the light more. Make sure that the screen becomes brighter.
. Push the DIM key to make the less bright. Make sure that the screen becomes less bright.
. Make sure that the MCDU MENU page is in view (If
not, push the MCDU MENU mode key).
. Maintain the DIM key pushed. The MCDU SWITCHING OFF (RELEASE DIM KEY)
indication is displayed on the screen.
. Release the DIM key.
. Push the BRT key to switch on and adjust the
brightness.
2.On the overhead panel 25VU, set the ANN LT switch to On the center pedestal, on the MCDU1 (2), the MCDU
TEST. MENU, FM and FAIL side annunciators and FM1, IND,
RDY, FM2 and spare top annunciators come on.
3.Set the ANN LT switch to BRT. The annunciators go off.
4.On the center pedestal, on the MCDU1 (2):
. Push the line key adjacent to the FMGC indication. The A/C STATUS page comes into view.
5. Close-up
Subtask 22-70-00-862-051-A
A-02).
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** On A/C ALL
Task 22-70-00-710-002-A
Operational Test of the Initialization of the Flight Plan
To make sure that the entry of the flight plan, the alignment of the IRS, and the display of the flight plan on the
NDs are correct.
3. Job Set-up
Subtask 22-70-00-860-055-A
24-41-00-861-002-A-02).
Subtask 22-70-00-865-053-A

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4. Procedure
Subtask 22-70-00-710-053-B
A. Operational Test of the Initialization of the Flight Plan
ACTION RESULT
. Set the brightness selector to make the light more or
less bright.
2.On the overhead panel, on the ADIRS CDU:
. Set the three OFF/NAV/ATT selector switches to On the ADIRS CDU:
NAV.
. The ON BAT indicator light comes on for 5 seconds.
. The ALIGN legends come on.
On the PFDs, the ATT flag goes out of view after 30
seconds.
On the upper ECAM DU, on the MEMO zone, the IRS IN
ALIGN > 7 MN indication comes into view.
3.On the MCDU1 (2): On the MCDU1 (2):
If company routes are prestored in your navigation data
base:
. Push the INIT mode key. . The INIT A page comes into view.
. Enter a company route. . The number of the company route comes into view on
the bottom line of the screen.
. Push the key adjacent to the CO RTE indication. . The company route number is shown below the CO
RTE indication,
. The origin / destination airports are shown below the
FROM/TO indication,
. Push the key adjacent to the IRS INIT indication . The IRS INIT page comes into view
. The latitude and the longitude of the aircraft position
are shown below the LAT and LONG indications.
. When the ALIGN IRS indication comes into view, . The ALIGN IRS indication goes out of view.
immediately push the selection key of the related line.
4.On the MCDU1 (2): On the MCDU1 (2):
If no company routes are prestored in your navigation data
base:
. Enter an origin / destination airports. . The origin / destination airports comes into view on the
bottom line of the screen.
. Push the key adjacent to the FROM/TO indication. . A FROM/TO page (corresponding to the airports origin
/ destination entered) comes into view.
. Push the key adjacent to the RETURN indication. . The INIT page comes into view,
. The company route number is shown below the CO
RTE indication,
. The origin / destination airports are shown below the
FROM/TO indication,
. Push the key adjacent to the IRS INIT indication . The IRS INIT page comes into view
. The latitude and the longitude of the aircraft position
are shown below the LAT and LONG indications.
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ACTION RESULT
. When the ALIGN IRS indication comes into view, . On the MCDU1 (2), the ALIGN IRS indication goes out
immediately push the selection key of the related line. of view.
5.On the overhead panel, on the ADIRS CDU: On the ADIRS CDU, make sure that the coordinates are the
. Set the DATA DISPLAY selector switch to P-POS, same as those on the MCDU1 (2).
. Set the SYS DISPLAY selector switch to the 1, 2 and
3 position (one after the other).
After 5 minutes approx., on the NDs:
. The HDG flag goes out of view.
. The compass rose is available.
After 10 minutes approx., on the ADIRS CDU, the three
ALIGN indicator lights go off.
On the upper ECAM DU, the IRS IN ALIGN indication goes
out of view.
6.On the center pedestal, on the MCDU1 (2), push the On the MCDU1 (2), the F.PLN page comes into view.
F.PLN mode key.
7.On the glareshield, on the Captain (First Officer) FCU: On the ND1 (2):
. Set the PLAN mode and a range of 320 NM. . The PLAN mode comes into view and shows the flight
plan you set.
8.On the center pedestal, on the MCDU1 (2), use the On the ND1 (2), the flight plan moves up and down.
vertical arrows to move the flight plan, up and down. The waypoint in the center of the screen is the point which
is shown on the second line of the MCDU.
5. Close-up
Subtask 22-70-00-860-056-A
(1) On the ADIRS CDU, set the three OFF/NAV/ATT selector switches to OFF.
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-70-00-710-003-A
Operational Test of the Automatic Switching of the MCDUs
To make sure that the automatic switching of the MCDUs occurs correctly when one FMGC does not operate.
3. Job Set-up
Subtask 22-70-00-860-057-A
24-41-00-861-002-A-02).
Subtask 22-70-00-865-055-A

4. Procedure
Subtask 22-70-00-710-055-B
A. Operational Test of the Automatic Switching of the MCDUs
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ACTION RESULT
1.On the center pedestal, on the MCDU1 and the
MCDU2,
. Adjust the display brightness with the BRT and DIM
keys.
. On the MCDU1 and the MCDU2, push the MCDU The MCDU MENU page comes into view.
MENU mode key.
. On the MCDU1 and the MCDU2, push the line key On the two MCDUs, a FM page comes into view.
adjacent to the FMGC indication.
. On the MCDU1(2), push the INIT mode key. On the MCDU1(2), the INIT page comes into view.
. On the MCDU2(1), push the DATA mode key. On the MCDU2(1), the DATA INDEX page comes into
view.
. On the MCDU2(1), push the line key adjacent to the On the MCDU2(1), the A/C STATUS page comes into
A/C STATUS indication. view.
2.Open the circuit breaker 10CA1(2). On the MCDU1(2), the SUBSYSTEM page comes into view
(with the FMGC TIME OUT and PRESS MCDU MENU
KEY indications in view).
3.On the center pedestal, on the MCDU1(2)
. Push the MCDU MENU mode key. The MCDU MENU page comes into view.
. Push the line key adjacent to the FMGC indication. On the MCDU1(2), the INIT page comes into view (with
the OPP FMGC IN PROCESS indication in view).
. Push the CLR function key. On the MCDU1(2), the OPP FMGC IN PROCESS
indication goes out of view.
4.Close the circuit breaker 10CA1(2). On the MCDU1(2), the SUBSYSTEM page comes into view
after some minutes (with the FMGC TIME OUT and
PRESS MCDU MENU KEY indications in view).
5.On the center pedestal, on the MCDU1(2), push the On the two MCDUs, the A/C STATUS pages come into
MCDU MENU mode key. view.
The PLEASE WAIT indications come into view.
After the resynchronization time, the PLEASE WAIT
indications go out of view.
5. Close-up
Subtask 22-70-00-862-053-A
A-02).
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** On A/C ALL
Task 22-70-00-710-004-A
Operational Test of the BACK-UP NAV Function
Self explanatory
22-70-00-710-002-A Operational Test of the Initialization of the Flight Plan
3. Job Set-up
Subtask 22-70-00-860-122-A
(1) Do the procedure of the flight plan entry (Ref. TASK 22-70-00-710-002-A).
(2) Do the EIS start procedure (EWD DU, SD DU only) (Ref. TASK 31-60-00-860-001-A).
(3) On the FCU, on the CAPTAIN and F/O EFIS control panels:
. Set the mode selector switches to ROSE NAV.
(4) On the overhead panel, on the ADIRS MSU:
. Set the three OFF/NAV/ATT selector switches to the NAV position.
4. Procedure
Subtask 22-70-00-710-065-A
A. Operation Test of the BACK-UP NAV Function
This test is for the system 1. For the other system(s), use the indications between the parentheses.
ACTION RESULT
1.On the MCDU 1 (2): On the MCDU 1 (2):
. push the MCDU MENU mode key. . the MCDU MENU page comes into view.
. push the line key adjacent to the SELECT NAV B/UP . the B/UP F.PLN page comes into view.
indication. On the ND 1 (2):
. the lateral flight plan of the back-up navigation function
is shown by a dotted line . It comes into view with the
BACK UP NAV indication.
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ACTION RESULT
. push the MCDU MENU mode key. . the MCDU MENU page comes into view.
. push the line key adjacent to the DESELECT NAV . The MCDU menu stays into views
B/UP indication. . The DESELECT NAV B/UP prompt is changed into
SELECT NAV B/UP.
On the ND 1 (2):
. the BACK-UP NAV indication goes out of view and the
active flight plan comes into view.
5. Close-up
Subtask 22-70-00-860-123-A
(2) On the ADIRS MSU, set the OFF/NAV/ATT selector switches to OFF.
24-41-00-862-002-A-02).
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FLIGHT PLAN/DATA BASE - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
For the Flight Plan/Data Base, refer to 22-70-00 P. Block 001.
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NAVIGATION/LATERAL FUNCTIONS - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
For the Navigation/Lateral functions, refer to 22-70-00 P. Block 001.
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PERFORMANCE/VERTICAL FUNCTIONS - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
For the Performance/Vertical functions, refer to 22-70-00 P. Block 001.
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OPERATIONAL USE - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
For the Operatioanl Use, refer to 22-70-00 P. Block 001.
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EIS DISPLAYS - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
For the EIS Displays, refer to 22-70-00 P. Block 001 and 31-60-00 P. Block 001.
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DATA LINK AND PRINTER FUNCTIONS - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
For the Data Link and Printer functions, refer to 22-70-00 P. Block 001.
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FLIGHT CONTROL UNIT (FCU) - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
(Ref. Fig. 22-81-00-12400-B - Flight Control Unit (FCU))
The Flight Control Unit (FCU) comprises the auto flight control section and the EFIS control sections. It is located
on the glareshield.
The FCU consists of two identical computers totally independent.
(Ref. Fig. 22-81-00-12600-B - FCU - Internal Arrangement)
The computers (SIDE 1 and SIDE 2) have separate power supplies.
Each side is associated with the controls on the front panel of the unit.
The display is common to both sides, whereas the signals are routed via separate paths.
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** On A/C ALL
(Ref. Fig. 22-81-00-12500-A - FCU - Component Location)

DOOR
2CA FCU 13VU 210 22-81-12
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A. Face of FCU
The FCU comprises three panels:
. one center panel (auto flight control section) which features the controls and the displays associated with
the AFS
. two symmetrical panels (EFIS control sections) located on the left side and on the right side of the center
panel. These panels include the controls and the displays associated respectively with the Captain and the
First Officer EFIS display units.
B. Architecture
(Ref. Fig. 22-81-00-14300-B - FCU - Architecture)
Each part (or computer) of the FCU can manage the controls and the displays located on the front panel of the
unit.
Architecture is configured to provide physical separation between the two channels and segregate electrical
routing.
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** On A/C ALL
A. Changeover
NOTE : After you open the two FCU circuit breakers (during the FCU removal procedure), you will continue to
see the FCU displays for some time. This is because of the residual polarization of the liquid crystals.
B.System Functions
(Ref. Fig. 22-81-00-17700-B - Control of the FCU in Normal Operation)
The FCU ensures the interface between the crew and the three following systems:
. AFS (Ref. NOTE)
. EIS LEFT
. EIS RIGHT
In normal operating conditions each computation channel performs a specific function as follow:
. channel B : EIS LEFT and AFS
. channel C : EIS RIGHT
In the event of a failure of one channel, there is reconfiguration on the remaining channel.
The reconfiguration logic is defined in the following table:
-----------------------------------------------------------------------------
! FAILED ! FUNCTIONS !
! CHANNEL -----------------------------------------------------------
! ! EIS LEFT and AFS ! EIS RIGHT !
!---------------------------------------------------------------------------!
! NONE ! B ! C !
!-----------------!--------------------------------------!------------------!
! B ! C ! C !
!-----------------!--------------------------------------!------------------!
! C ! B ! B !
-----------------------------------------------------------------------------
This logic enables the maximum availability of FCU functions.
Each channel receives all data required to ensure the three functions.
Reconfiguration for the activated channel therefore consists in connection of that channel to output interfaces
via ARINC bus to the related control panel.
C. Operational Interface
(1) Input signals
(a) Connections with the FMGCs
Channels B and C receive from each FMGC :
. FMGC OWN A bus
. hardwired discretes: confirmation of AP, FD and A/THR engagements
. a hardwired discrete: FCU validity detected by the FMGC
(b) ARINC feedbacks
For synchronization (Ref. para. C) and internal monitoring (Ref. para. D) purposes, the AFS, EIS CP-L
and EIS CP-R output buses are looped back to the two channels.
(2) Output signals
(a) Discrete signals
The FCU delivers control data for AP1, AP2 and A/THR engagement to each FMGC in the form of
hard-wired discretes.
Those data are issued directly from the engagement pushbutton switches without software processing.
Each pushbutton switch contains two contacts in order to duplicate the output signals.
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(b) ARINC 429 bus
A bus is associated with each function performed by the FCU.
For segregation reasons transmission of data to the engines has required the creation of four identical
outputs for the AFS.
The FCU therefore delivers a total of four ARINC buses.
Those are :
AFS-1A *
AFS-1B *
AFS-2A *
AFS-2B *
(* :Identical content)
D. Synchronization
In order to avoid display modifications during reconfigurations, the channel non-active on a given function
synchronize on the values computed by the channel active on this function.
This is accomplished through wrap-around buses.
The passive channel permanently acquires, on this bus, the data computed by the active channel.
If the active channel is faulty, the activated channel is initialized with the data just acquired on the bus
associated with the related function.
There is also synchronization, with aircraft in flight, after long power cuts.
In this case, the data used are those stored in the RAM (Random Access Memory) prior to power cutoff. The
displays are thus maintained.
E. System Monitoring
(Ref. Fig. 22-81-00-17600-A - Monitoring of FCU by FMGC)
The FCU is monitored by :
. a watchdog which checks the correct operation of the program of each computation channel
. the active FMGC which compares, for the channel active on the AFS function, the data received from the
FCU with its transmitted data.
In the event of a fault, the faulty channel disconnects itself (FCU HLTY/B or C discrete signal). As the
remaining channels are prompted on its validity status, the reconfiguration process is engaged and a failure
message is sent to the FWS.
F. Power Up Test
The FCU power up tests are initiated automatically on the channels concerned (B/PS 1, C/PS 2) when the
following conditions are met:
. aircraft on ground (configuration confirmed by two data)
. restoration of electrical power after power cutoff longer than 5 s.
These tests consist of:
. safety tests
. verification of ARINC EEPROMs (Electrically-Erasable Read-Only Memory)
. validity check of external and internal pin programming functions.
The result of these tests is stored in memory and taken into account by the monitoring function of each
computation channel.
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KNA
** On A/C ALL
S10 S12 S42 S40
S2 DS1 S9 S11 S13 DS2 S21 S17 S26 S19 S43 S41 S39 DS3 S32
SPD MACH HDG TRK LAT ALT LVL/CH V/S FF

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
VOR ARC 20 80 HDG V/S 100 1000 UP 20 80 VOR ARC
TRK FPA
in Hg hPa PUSH in Hg hPa
ILS PLAN 10 160 SPD METRIC TO 10 160 ILS PLAN
MACH ALT LEVEL
PULL OFF PULL
320 AP1 AP2 320
STD STD
DN 1 2
1 2
ADF VOR ADF VOR ADF VOR ADF VOR
FD ILS LOC A/THR APPR

OFF OFF OFF OFF ILS FD
Flight Control Unit (FCU)

S1 S7 S8 S3 S5 S4 S6 S28 S15 S16 S20 S22 S23 S25 S18 S27 S34 S35 S33 S36 S38 S37 S31
FIGURE 22-81-00-12400-B SHEET 1

OR
S24 EXPED
S25
S1/S31 BARO REFERENCE SELECTOR KNOB S15 SPEED/MACH SELECTOR KNOB

S2/S32 IN. HG/MB SELECTOR KNOB S16 HEADING/TRACK SELECTOR KNOB
S3/S33 MODE SELECTOR SWITCH S17

ALTITUDE SELECTOR KNOB
S4/S34 SCALE SELECTOR SWITCH (NM) S18
S5/S35 ADF1/VOR1 SELECTOR SWITCH S19 VERTICAL SPEED/FLIGHT PATH
S6/S36 ADF2/VOR2 SELECTOR SWITCH ANGLE SELECTOR KNOB / PUSH TO LEVEL OFF
S7/S37 FD PUSHBUTTON SWITCH S20 LOC PUSHBUTTON SWITCH
@A318/A319/A320/A321
S8/S38 ILS PUSHBUTTON SWITCH S21 HDG−V/S/TRK FPA PUSHBUTTON SWITCH

S9/S39 CSTR PUSHBUTTON SWITCH S22 AP1 PUSHBUTTON SWITCH
S10/S40 WPT PUSHBUTTON SWITCH S23 AP2 PUSHBUTTON SWITCH
S11/S41 VOR.D PUSHBUTTON SWITCH S24 A/THR PUSHBUTTON SWITCH
S12/S42 NDB PUSHBUTTON SWITCH S25 DUMMY OR EXPED PUSHBUTTON SWITCH
S13/S43 ARPT PUSHBUTTON SWITCH S26 ALTITUDE PUSHBUTTON SWITCH
22-81-00 PB001
DS1 CAPT BARO DISPLAY S27 APPR PUSHBUTTON SWITCH
DS2 FCU DISPLAY S28 SPD/MACH PUSHBUTTON SWITCH
DS3 F/O BARO DISPLAY
N_MM_228100_0_AAT0_01_00
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** On A/C ALL
FLIGHT CONTROL UNIT
N_MM_228100_0_AXM0_01_00

FCU - Component Location 22-81-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
A5 J1 J2 A7 A6 A4
A8 A9
PS1 PS2
LEFT RIGHT
SIDE SIDE
A1 A2 A3
EIS RIGHT CTL PANEL A1

AFS CTL PANEL A2
EIS LEFT CTL PANEL A3
FRONT ASSEMBLY BOARD A4
CPU BOARDS A5−A6
SINGLE AILE PROTECTION CONNECTION BOARD A7
BATTERIES A8−A9
POWER SUPPLIES PS1−PS2
CONNECTORS J1−J2
N_MM_228100_0_BCM0_01_00

FCU - Internal Arrangement 22-81-00 PB001 Nov 01/11
Revision n˚: 12
KNA
FRONT PANEL
** On A/C ALL
CHANNEL B CHANNEL C
FRONT PANEL FRONT PANEL
INTERFACE INTERFACE
CPU B CPU C
DISCRETE DISCRETE
INTERFACE INTERNAL INTERNAL INTERFACE
MONITORING MONITORING
ARINC ARINC
INTERFACE INTERFACE
FCU - Architecture
WATCH WATCH
DOG DOG
FIGURE 22-81-00-14300-B SHEET 1

FCU B FCU C
HLTY HLTY
RECONFIGURATION LOGIC
RESET POWER POWER POWER RESET

1 SUPPLY 1 CONSOLIDATION SUPPLY 2 2
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POWER SUPPLY MONITORING 1 POWER SUPPLY MONITORING 2
ARINC SWITCHES
22-81-00 PB001
MODULATORS
USED BY ALL CHANNELS
N_MM_228100_0_BGN0_01_00
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** On A/C ALL
COPY
ARINC 429 (LS)
FCU 2
FCU 1
ARINC 429 (HS)
FCU FAIL
FMGC 2
FMGC 1
COMPARE
FMGC
N_MM_228100_0_AUM0_01_00

Monitoring of FCU by FMGC 22-81-00 PB001 Nov 01/11
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** On A/C ALL
EIS LEFT AFS EIS RIGHT

CONTROL CONTROL CONTROL
HLTY HLTY HLTY

CONF−B CONF−B CONF−C
(=TRUE) (=TRUE) (=TRUE)
SWITCH SWITCH SWITCH
FCU B FCU C
HLTY HLTY
CONF−B CONF−C
(=TRUE) (=TRUE)
SWITCH SWITCH
1A 1B 2A 2B
BUS ARINC
N_MM_228100_0_BUN0_01_00

Control of the FCU in Normal Operation 22-81-00 PB001 Nov 01/11
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CONTROL UNIT - FLIGHT (FCU) - REMOVAL/INSTALLATION

** On A/C ALL
Task 22-81-12-000-001-A
Removal of the FCU
FIN 2CA
Self explanatory


(Ref. Fig. 22-81-12-991-00200-A - Flight Control Unit (FCU))
3. Job Set-up
Subtask 22-81-12-865-050-A

4. Procedure
Subtask 22-81-12-020-051-B
A. Removal of the FCU
NOTE : You will continue to see the displays for some time after you open the two FCU circuit breakers. You
can ignore this (it is because of the residual polarization of the liquid crystals).
(1) Hold the lower panel (6) and loosen the three Dzus fasteners (5) by a quarter turn.
(2) Open the lower panel (6).
(3) Remove the four screws (3) and washers (4) from the FCU (1).
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(4) Pull the FCU (1) from its housing (8).
(5) Disconnect the electrical connectors (7).
(6) Remove the FCU (1).
(7) Put CAP - BLANKING on the electrical connectors (2) and (7).
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** On A/C ALL
2CA
8
A 4
3
1
7
2
5
N_MM_228112_4_AAM0_01_00

Flight Control Unit (FCU) 22-81-12 PB401 Nov 01/11
Revision n˚: 12
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** On A/C ALL
Task 22-81-12-400-001-A
Installation of the FCU
FIN 2CA
Self explanatory
22-10-00-710-004-A Operational Test of the FCU Lighting
22-10-00-710-006-A Operational Test of the FCU
3. Job Set-up
Subtask 22-81-12-865-053-A

4. Procedure
Subtask 22-81-12-860-053-A

AIRCRAFT.
(Ref. TASK 44-34-00-040-002-A).
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Subtask 22-81-12-420-052-A
B. Installation of the FCU
(3) Remove the blanking caps from the electrical connectors (2) and (7).
(4) Make sure that the electrical connectors (2) and (7) are in the correct condition.
(5) Connect the electrical connectors (2) and (7).
(6) Install the FCU (1) in its housing (8).
(7) Install the four screws (3) and washers (4).
(8) Close and hold the lower panel (6).
(9) Tighten the three Dzus fasteners (5) by a quarter turn.
Subtask 22-81-12-865-054-A

Subtask 22-81-12-710-052-A
D. Test
(1) Do the Operational Test of the AFS (Ref. TASK 22-96-00-710-001-A).
NOTE : Additionally, you can do these operational tests (Ref. TASK 22-10-00-710-004-A) and (Ref.
TASK 22-10-00-710-006-A). These two tests are optional.
(2) Do the Land CAT 3 Capability Test (Ref. TASK 22-97-00-710-001-A) if the aircraft operates in CAT 3
conditions.
5. Close-up
Subtask 22-81-12-860-050-A
A. Make sure that the work area is clean and clear of tool(s) and other items.
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MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) -

** On A/C ALL
1. General
(Ref. Fig. 22-82-00-11200-A - MCDU Interface)
The Multipurpose Control and Display Units (MCDU) provide access to the following:
. FMGC (Flight Management function)
. DATA LINK (ACARS)-optional
. CFDS (Centralized Fault and Display System)
. AIDS-optional
. SAT (SATCOM)-optional
. ATSU-optional.
They are composed of a keyboard and a screen for data entry/display by the pilot or the line maintenance personnel.
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** On A/C ALL
(Ref. Fig. 22-82-00-12500-A - MCDU - Component Location)

DOOR
3CA1 MCDU-1 11VU 210 22-82-12
3CA2 MCDU-2 11VU 210 22-82-12
3CA3 MCDU-3 101VU 211 22-82-12
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** On A/C ALL
A. MCDU Front Panel
(Ref. Fig. 22-82-00-14000-D - MCDU Front Panel)

(1) The screen
The MCDU display contains 14 lines, each having 24 characters. Of these 14 lines, the top line (line 1) is
normally used as a title line or to display data to which the pilot does not have access. The bottom line
(line 14) is the scratchpad line and is used by the pilot to alter the data in the data fields.
Lines 2 through 13 are data lines arranged into six pairs (lines 2-3, 4 -5, 6-7, 8-9, 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 just above the data line.
The line pairs are referenced by line select keys as follows:
Reference Screen lines
1L - 1R 2 - 3
2L - 2R 4 - 5
3L - 3R 6 - 7
4L - 4R 8 - 9
5L - 5R 10 - 11
6L - 6R 12 - 13
The line select keys allow entry of data into a field and access to a data or a function identified by that
field.
(2) The keyboard
(a) Alphanumeric keys
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.
(b) Mode keys
Pressing a mode key causes a new MCDU page to be displayed and allows access to certain functions.
The available mode keys are:
. AIRPORT
. F-PLN
. DIR
. PROG
. PERF
. INIT
. DATA
. RAD NAV (Radio Navigation)
. FUEL PRED (Fuel Prediction)
. SEC F-PLN (Secondary flight plan)
(FMGS mode keys)
. MCDU MENU
(multi-purpose key)
. ATC COMM
(optional Air Traffic Control mode key for datalink communication).
. Spare key
(c) Function keys
The function keys are described below:
. (Right arrow)= causes horizontal forward page slewing to occur when allowed (also called ”Next
Page”).
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. (Left arrow)= causes horizontal backward page slewing to occur when allowed (also called
”Previous Page”).
. (Slew up) = causes upward vertical slewing to occur.
. (Slew down) = causes downward vertical slewing to occur.
. CLR = allows clearing of scratchpad and data fields.
. Delta (OVFY) = enters a Delta into the scratchpad.
. one spare key.
(3) Front panel annunciators
There are three illuminable annunciators on the MCDU front panel:
. FAIL: This annunciator comes on (amber) when the MCDU has failed.
. MCDU MENU: This annunciator comes on (white) when a system linked to the MCDU (other than the
FM) requests the display
. FM: This annunciator comes on (white) when FM is not the active system and has sent an important
message.
(4) BRT/DIM keys
The BRT/DIM keys allows brightness adjustment of the screen.
The fully decreasing of the brightness switches off the MCDU.
(5) Top panel annunciators
There are five illuminable annunciators across the top of the MCDU front panel of which one is spare and
not utilized. The spare annunciator is unlabeled but it contains an amber light.
(a) 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 comes on (amber) if FM1 is the selected FM, the
MCDU BRT knob is at ON and the FM1 subsystem identifier word (label 172) is not received for three
seconds 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 and the FM2 subsystem identifier word is not received for three
seconds by the MCDU.
The corresponding FM failure annunciator on MCDU3 comes on only if MCDU3 operates as a backup
to MCDU1 or MCDU2. It comes on only in the context of the failed MCDU selected FM.
Additionally, a MCDU never has both its FM failure annunciators on. The FM failure annunciators are
off when an identifier word is received from the appropriate FM.
(b) 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.
(c) IND
This annunciator comes on (amber) when the selected FM detects an independent operation (loss of
dual mode) while both FMs are healthy. If either FM is failed, the annunciator is not on, regardless of
the state of the intersystem bus.
B. Internal Description
(Ref. Fig. 22-82-00-14400-D - MCDU - Functional Layout)
(Ref. Fig. 22-82-00-14500-B - MCDU Components)
(Ref. Fig. 22-82-00-14600-B - MCDU - Block Diagram)
The MCDU includes:
. the interconnection function (A1)
. the power supply function (A2)
. the graphic processing function (A3)
. the back lighting function (A4)
. the LCD (Liquid Crystal Display) matrix and drivers function (A5)
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. the keyboard and annunciators function (A6).
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** On A/C ALL
4. Operation
A. Multifunction Usage
(1) Functioning
(Ref. Fig. 22-82-00-16000-B - Functioning)
The MCDU is linked to both FMGCs, CFDS, and optional systems.
At power-up or after a long term power interrupt, the MCDU communicates with the FMGC and the A/C
STATUS page is displayed.
To initiate communications with another system other than the FMGC, the pilot presses the MCDU MENU
mode key. Then a menu page is displayed (item a) indicating which system is currently active (green) and
any system requesting service (white with (REQ) displayed with a space immediately after each menu
system identifier).
If the operator does not press any line key after 60 seconds, the MCDU does one of the following actions:
. if an active system exists, the MCDU allows the active system to control the display,
. if no active system exists, the MCDU will continue to display the MCDU MENU page.
If the operator presses the line key adjacent to the desired system, communication is broken with the active
system and established with the selected one.
If the line select key corresponds to the currently active system, the communication continues with the
system. During the time between selecting the system and receipt of the first text from the selected system,
the display as shown in figure (item b) appears.
If communication with the selected system is not established, the MCDU displays the data as shown in
figure (item c).
When a system other than the currently active desires to communicate with the MCDU, it illuminates the
MCDU MENU annunciator on both MCDUs to warn the operator.
The operator has to press the MCDU MENU mode key to have the MCDU MENU page to know what
system is requesting the MCDU.
. When a system other than the FMGC is the active one, pressing any FMGC mode key activates the
FMGC.
. At the same time both MCDUs may communicate each with a different system.
(MCDU 1 - DATA LINK)
(MCDU 2 - FMGC)
. When the FMGC is not the active system, if it has to send an important message, it illuminates the
FMGC annunciator.
(2) Data fields
(a) 1L - FMGC : allows to activate communication with the FMGCs (A/C status page displayed).
(b) 2L - DATA LINK : allows to activate communication with the DATA LINK.
(c) 3L - AIDS : allows to activate communication with the AIDS.
(d) 4L - CFDS : allows to activate communication with the CFDS.
(e) 5L - ATSU : allows to activate communication with the ATSU.
(f) 1R - SELECT NAV B/UP : allows to indicates Standby Nav availability. The availability is determined
by the MCDU and indicated in the label and prompt lines adjacent to 1R. Standby Navigation is
available on MCDU1 and MCDU2 only if the SWITCHING/FM selector switch is at NORM. It is
unavailable at all other times.
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Standby Nav is never available on MCDU3 at any time, even when it operates as a backup to MCDU1
or MCDU2.
If Standby Nav is available, NAV B/UP> is displayed in large font right justified to column 24 of the
data line and the label line contains its active/inactive status. When Standby Navigation is inactive,
SELECT is displayed in small white font beginning in column 18 of the label line and NAV B/UP is
displayed in large white font. When Standby Navigation is active, DESELECT is displayed in small
white font beginning in column 16 of the label line and NAV B/UP is displayed in large green font. If
Standby Nav is unavailable, both of these fields shall be ”blank”.
The Standby Nav prompt operates as an ON/OFF switch for activation and deactivation of the
Standby Nav function. Selection of 1R when SELECT is displayed results in the activation of Standby
Navigation function and display of the Standby Nav page. Selection of 1R when DESELECT is
displayed results in the deactivation of the Standby Navigation function; the MCDU MENU page
remains displayed in this case. Selection of 1R when the field is blank has no operational effect.
(g) 4R : no prompt displayed if no subsystem connected. In this case, it allows the insertion of
”MCDUMAINT” password which command the access to MCDU internal memory. This password is
not displayed on scratchpad.
(h) 6R - RETURN : allows to return to the currently active system.
(i) ”(REQ)” may be displayed on any line (1L - 5L) with a space immediately after the requesting system
ident to indicate that the system is requesting the MCDU.
”(TIME OUT)” may be displayed if the communication is not established with the system.
(j) Messages are displayed in the scratchpad to guide the pilot.
. When MCDU MENU mode key has been pressed, SELECT DESIRED SYSTEM is displayed.
. When a system has been called, WAIT FOR SYSTEM RESPONSE is displayed.
. If the called system does not answer, PRESS MCDU MENU KEY is displayed.
(k) The currently active system is displayed in green, remaining systems are displayed in white.
When one system is selected (line select key has been pressed) only this line is displayed in cyan with
WAIT FOR SYSTEM RESPONSE in the scratchpad.
B. Switching Logic (FM only)
(Ref. Fig. 22-82-00-16400-A - MCDU Switching Logic)
Each MCDU receives the state of its own FMGC on the discrete FMGC healthy.
When there is no failure (discrete in ground state), each MCDU talks to its own FMGC both ways.
When one FMGC is failed discrete open, both MCDUs talk with the remaining FMGC and the OPP FMGC IN
PROCESS indication is displayed in the scratchpad (on the MCDU which switched).
The functioning of both MCDUs remains totally independent as if both FMGCs were valid. In particular each
MCDU can talk with any system the operator has selected on the MCDU MENU page.
As soon as the failed FMGC is no more failed, the MCDU reverts to talk with it.
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** On A/C ALL
FMGC 2
AIDS (OPTL)
MCDU 2
SATCOM (OPTL)
ACARS/ATSU (OPTL)
MCDU 1
CFDIU
FMGC 1
N_MM_228200_0_AAM0_01_00

MCDU Interface 22-82-00 PB001 Nov 01/11
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** On A/C ALL
A A
BRT
F−PLN RAD FUEL SEC MCDU

AIR
PORT A B C D E
NEXT
F
PAGE F G H I J M
A C
I D
L U
1 2 3 K L M N O
F M
M E
G N
C
4 5 6 P Q R S T U
7 8 9 U V W X Y
OVFY
0 / Z CLR
N_MM_228200_0_ABM0_01_00

MCDU - Component Location 22-82-00 PB001 Nov 01/11
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** On A/C ALL
N_MM_228200_0_ACQ0_01_00

MCDU Front Panel 22-82-00 PB001 Nov 01/11
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** On A/C ALL
MCDU
KEYBOARD AND
ANNUNCIATORS
(KBD)
LCD & DRIVERS

GRAPHIC PROCESSING MODULE MODULE (LDM)
(GPM)
INTER
CONNECTION BACK
MODULE LIGHTING
(ICM) MODULE LCD
(BLM) MATRIX
POWER SUPPLY MODULE

(PSM)
N_MM_228200_0_AER0_01_00

MCDU - Functional Layout 22-82-00 PB001 Nov 01/11
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** On A/C ALL
KEYBOARD
LCD MODULE
BAL MODULE
COVER
COVER
REAR HOUSING
GPM B0ARD
PSM BOARD
ICM ASSEMBLY
N_MM_228200_0_AGP0_01_00

MCDU Components 22-82-00 PB001 Nov 01/11
Revision n˚: 12
KNA
A1 A2
** On A/C ALL
ICM PSM PSM PSM

POWER INPUT INPUT DC SURVEILLANCE
INTERFACE NETWORK GENERATION GENERATION
A3 A4
ICM GPM
ARINC 429 INTERFACE
INTERFACE ARINC−SERIAL DATA LUMINANCE
CONVERSION LAMPS
PROCESSING CONTROL
BLM BLM BLM BLM
MCDU - Block Diagram

ICM GPM GPM BLM
FIGURE 22-82-00-14600-B SHEET 1

SERIAL PROCESSING DISPLAY SENSOR
INTERFACE BLOC MEMORY
A5
ICM LMD LMD
DISCRETE GS DISPLAY BLACK PLANE TENPERATURE

EXTENSIONS POTENTIOMETER SENSOR
INTERFACE INTERFACE INTERFACE
GPM GPM GPM
ICM LMD
LCD
BATTERY MANAGEMENT
@A318/A319/A320/A321
A6
KEYBOARD AMBIANT LIGHT
22-82-00 PB001
BACKLIGHT ANNUNCIATORS KEY MATRIX
PRESENCE SENSOR
KBD KBD KBD KBD KBD
N_MM_228200_0_AJQ0_01_00
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** On A/C ALL
MCDU MENU
S E L ECT
1L F MGC NAV B / UP 1R
2L DA T A L I NK 2R
3L A I DS 3R
4L CFDS ( R EQ ) 4R
5L 5R
6L RE T URN 6R
S E L ECT DE S I RE D S Y S T EM
SUBSYSTEM
1L 1R
2L 2R
3L 3R
4L CFDS 4R
5L 5R
6L 6R
WA I T F OR S Y S T EM R E S P ON S E
SUBSYSTEM
1L 1R
2L 2R
3L 3R
4L CFDS ( T I M E OU T ) 4R
5L 5R
6L 6R
PRESS MC D U M E NU KE Y
N_MM_228200_0_ALM1_01_00

Functioning 22-82-00 PB001 Nov 01/11
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** On A/C ALL
FMGC HLTY MCDU 2
FMGC 2
MCDU 1
FMGC 1
FMGC HLTY
N_MM_228200_0_ANM0_01_00

MCDU Switching Logic 22-82-00 PB001 Nov 01/11
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CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) -

** On A/C ALL
Task 22-82-12-000-001-A
Removal of the MCDU
FIN 3CA1, 3CA2, 3CA3
Self explanatory


(Ref. Fig. 22-82-12-991-00100-A - Multipurpose Control and Display Unit (MCDU))
3. Job Set-up
Subtask 22-82-12-865-050-A

AND/PED
FOR FIN 3CA1
FOR FIN 3CA2
4. Procedure
Subtask 22-82-12-020-051-A
A. Removal of the MCDU
NOTE : This removal procedure is applicable to each MCDU.

(1) Loosen the six Dzus fasteners (1) from the MCDU (2) by a quarter turn.
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(2) Pull the MCDU (2) from its housing.
(3) Disconnect the electrical connector (4).
(4) Remove the MCDU.
(5) Put CAP - BLANKING on the disconnected electrical connectors (3) and (4).
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** On A/C ALL
A A
3CA1 3CA2
A
1
TYPICAL LAYOUT
N_MM_228212_4_AAM0_01_00

Multipurpose Control and Display Unit (MCDU) 22-82-12 PB401 Nov 01/11
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** On A/C ALL
Task 22-82-12-400-002-A
Installation of the MCDU
Self explanatory
22-70-00-710-001-A Operational Test of the Multipurpose Control and Display Unit (MCDU)
3. Job Set-up
Subtask 22-82-12-865-055-A

AND/PED
FOR FIN 3CA1
FOR FIN 3CA2
4. Procedure
Subtask 22-82-12-860-051-A

AIRCRAFT.
(Ref. TASK 44-34-00-040-002-A).
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Subtask 22-82-12-420-053-C
B. Installation of the MCDU
This installation procedure is applicable to each MCDU.
(3) Remove the blanking caps and make sure that the electrical connectors (3) and (4) are in the correct
condition.
CAUTION : IF YOU REMOVED THE TWO MCDU’S (1 AND 2), BE CAREFUL TO CONNECT EACH
CONNECTOR (3CA1A AND 3CA2A) TO THE CORRECT MCDU. THIS WILL PREVENT CROSS-
CONNECTION OF THE MCDU’S.
(4) Connect the electrical connector (4) to the receptacle (3).
NOTE : The MCDU is equipped with two connectors.

Connect the electrical connector B(J1) and the electrical connector B(J2).
(5) Install the MCDU (2) in its housing.
(6) Tighten the six Dzus fasteners (1) on the MCDU (2) by a quarter turn.
Subtask 22-82-12-865-056-A
CAUTION : IF YOU REMOVED THE TWO MCDU’S (1 AND 2), MAKE SURE THAT:
- WHEN YOU CLOSE CIRCUIT BREAKER 11CA1, POWER IS SUPPLIED TO MCDU 1
- WHEN YOU CLOSE CIRCUIT BREAKER 11CA2, POWER IS SUPPLIED TO MCDU 2.
THIS IS A CHECK TO MAKE SURE THAT THERE IS NO CROSS-CONNECTION OF THE
ELECTRICAL CONNECTORS.

AND/PED
FOR FIN 3CA1
FOR FIN 3CA2
Subtask 22-82-12-710-053-A
D. Do the operational test of the system (Ref. TASK 22-70-00-710-001-A).
5. Close-up
Subtask 22-82-12-860-050-A
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CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) -

CLEANING/PAINTING
** On A/C ALL
Task 22-82-12-100-001-A
Cleaning of the Multipurpose Control Display Unit (MCDU)
Self explanatory

No specific 1 OPTICAL PRECISION PAD
No specific 1 STERILE GAUZE PAD
B. Consumable Materials
Material No: 11-010 CLEANING AGENTS
ISOPROPYL ALCOHOL
Material No: 11-020 CLEANING AGENTS
VISUAL DISPLAY UNIT ANTI-STATIC CLEANER
Material No: 19-003 LINT-FREE COTTON CLOTH
No specific impregnated screen pad 2000
C. Work Zones and Access Panels

3. Job Set-up
Subtask 22-82-12-869-050-A
A. There is no special job set-up for this task.
4. Procedure
Subtask 22-82-12-100-053-A
A. Cleaning of the Screen of the MCDU
CAUTION : BE VERY CAREFUL WHEN YOU CLEAN THE SCREEN OF THE MCDU. IT IS NOT POSSIBLE
TO REPLACE THE GLASS. IF YOU CAUSE DAMAGE TO THE GLASS, THE DAMAGE WILL
BE PERMANENT.
CAUTION : MAKE SURE THAT YOU OBEY THE INSTRUCTIONS IN THE CLEANING PROCEDURE THAT
FOLLOWS. INCORRECT CLEANING CAN CAUSE DAMAGE TO THE ANTI-REFLECTIVE
COATING.
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IT IS NOT PERMITTED TO USE TISSUES SUCH AS KLEENEX TISSUES. SUCH TISSUES CAN
CAUSE LOCAL REMOVAL OF THE SURFACE TREATMENT, AND THUS HALOS OR
SCRATCHES.
ALWAYS APPLY THE CLEANING AGENT TO THE PAD AND NOT TO THE SCREEN.
CAUTION : USE ONLY THE SPECIFIED MATERIALS AND OBEY THE INSTRUCTIONS FROM THE
MANUFACTURERS. OTHER MATERIALS CAN CAUSE DAMAGE TO THE SURFACE
PROTECTION OF THE COMPONENTS AND THE RELATED AREA.
(1) Make an absorbent surgical cotton wadding LINT-FREE COTTON CLOTH (Material No: 19-003) or a
STERILE GAUZE PAD or an OPTICAL PRECISION PAD moist with CLEANING AGENTS (Material
No: 11-020) or CLEANING AGENTS (Material No: 11-010) , or use an impregnated screen pad 2000.
(2) Move the moist wad (or pad) lightly across the surface of the screen (one time only).
(3) If you find again marks or dust on the screen, do steps (1) and (2) again with a new piece of moist wad
(or pad). Do these steps again until the screen is fully clean.
NOTE : Use a new pad (or wad) each time to prevent scratches that can be caused by a dusty pad.
(4) Dry the screen with a clean wad (or pad). To do this, move the clean wad (or pad) lightly across the
surface of the screen (one time only).
NOTE : We recommend to frequently clean the screen to remove finger marks or dust.
5. Close-up
Subtask 22-82-12-942-053-A
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FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC) -

** On A/C ALL
1. General
The Flight Management and Guidance Computer (FMGC) is a digital computer to 8MCU in conformity with ARINC
Specification 600.
(Ref. Fig. 22-83-00-11200-B - FMGC - Front Panel)
It is to be noted that some boards in the computer are equipped with a memory module. The access to these
modules is from the outside of the unit.
The computer consists of two separate parts : a command channel and a monitoring channel.
(Ref. Fig. 22-83-00-11300-C - FMGC - Internal Arrangement)
The command channel ensures two functions : the management of the flight and the guidance.
The monitoring channel only ensures the guidance function.
The two channels are physically separate :
. each channel has its own power supply unit.
. the electronic boards assigned to each channel are located in different zones in the computer unit.
. the electrical routings are separate.
. the pin connections at the output connectors are duplicated and separate.
At software level, the programming languages of the command and monitoring channels are different.
For the GUIDANCE function, the engage logic of the AP, FD and A/THR systems in command and monitoring
channels is achieved in hard-wired circuitry.
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** On A/C ALL
(Ref. Fig. 22-83-00-12600-A - FMGC - Component Location)

DOOR
1CA1 FMGC-1 83VU 127 22-83-34
1CA2 FMGC-2 84VU 128 22-83-34
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** On A/C ALL
A. Command Channel
(Ref. Fig. 22-83-00-15100-B - FMGC - Architecture)
(1) Flight management
The FM card assembly is set on only one slot of the FMGC. This FM card assembly comprises a Processor
card, a Memory card and an I/O controller card.
(a) Processor card (CPM = Core Processing Module)
This CPM fullfills all the flight management functions.
This module exchanges data:
. with the I/O controller card through the Inter-Module Memory (IMM)
. with the FG/FE through the FM/FG common memory.
This module contains Flash EEPROM memory to store the FMS sotware.
(b) Memory card
this card is plugged to the CPM card and provides:
. FM/FG common memory
. Flash data memory
. Battery-backed memory.
(c) I/O controller card (IOM = Input Output Module)
This card consists of two lanes (IOC 1 and IOC 2).
Each lane is comprised of :
. one processor
. Flash Memory
. dual port RAM (called Inter Module Memory IMM)
. several I/O ports (ARINC 429, RS-485, Ethernet, RS232).
The IOC 1 ensures additional functions:
. system synchronization with the FG timing
. generation of the CPM host interrupt signal for partition scheduling
. synchronization between IOM and CPM.
The FMS provides an RS-485 intersystem bus with a transport capability of 625 Kbytes/s.
This bus allows the FMS to be run in dual mode.
(2) Guidance function

(a) Digital part
This part uses two processors : the INNER LOOP processor and the GUIDANCE COMMAND
processor.
The dialogue between the two processors is performed through a shared memory.
The correct running of the program is checked by a watchdog. The result is directly taken into account
in the system engagement hardwired logic on the EXTENSION COM board.
Safety tests are activated at power-up when the aircraft is on the ground.
The guidance part, command channel, is integrated on three boards:
. a ILCPU (Inner Loop CPU)
. a CPU AFS
. an EXTENSION COM
1 ILCPU board
This board which includes the INNER LOOP processor is equipped with a memory module.
It ensures the following functions:
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. ARINC acquisition of the peripherals for the INNER LOOP processor and transmission to the
GUIDANCE processor.
. transmission of data to the peripherals by means of two ARINC buses : bus A (high speed)
and bus B (low speed).
These buses are looped back on the GUIDANCE MONITOR for monitoring purposes.
. computation of the AP, FD and A/THR inner loops control laws and vote of the AP signals
between the command and monitoring channels
. monitoring through comparison of the AP signals between the two channels.
2 The GUIDANCE part is integrated in the other two boards in the command channel.
The CPU AFS board includes a memory module.
The GUIDANCE part ensures the functions below:
. ARINC acquisition for the Flight Management (FM) and guidance functions either directly or
through the INNER LOOP board
. dialogue with the FM part
. computation of the operational logic
. computation of the AP, FD and A/THR outer loop signals and transmission of these signals
to the INNER LOOP processor
. transmission of the flight management parameters on the ARINC bus C
. monitoring of the alpha floor detection
(b) Hardwired logic
It is integrated in the EXTENSION COM board. It ensures the functions below:
1 AP engage logic
Engagement of the AP function depends on:
. the software conditions of the AP function
. the status of the GUIDANCE logic (monitoring of peripherals, FMGC hardware, watchdog)
. the status of the long power failure from the power supply unit
. the activation of the AP pushbutton switch on the FCU.
2 A/THR engage logic
The operation is similar to that of the AP engage logic.
3 FD engage logic
Engagement of the FD function depends on:
. the software conditions of the AP function
. the status of the GUIDANCE logic
. the activation of the FD pushbutton switch.
4 FCU monitoring
This monitoring consists in reading, on the FCU bus, the data transmitted by the FMGC through
the bus A. If an unhealthy operation is detected, the FCU FAIL signal is set to FAIL and causes
the internal reconfiguration of the FCU between FCU 1 and FCU 2.
(3) Power supply unit
(Ref. Fig. 22-83-00-15200-A - Power Supply Unit)
The power supply unit delivers these voltages for the command channel:
. +5 V BATT from a battery which keeps the FM common memory supplied
. +15 V, -15 V, +5 V, +28 V from the filtered aircraft 28 V (Ref. 22-84-00-00).
These voltages are monitored by the program which takes into account their status.
A circuit monitors the level of the 28 V and detects any power cutoff.
Three cases may arise:
. Cutoffs less than 2 ms : these cutoffs have no impact on the operation of the FMGC.
. Short cutoffs : between 2 ms and 200 ms for the GUIDANCE part and between 2 ms and 4 s for the
MANAGEMENT part.
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The detection circuits provide the safeguard of the RAM memories and enable the microprocessors to
restart at power restoration.
This transient must not cause disconnection of the AP, FD or A/THR systems
. Long cutoffs : more than 200 ms for the GUIDANCE part or 4 s for the MANAGEMENT part.
All these cutoffs result in disconnection of the AP, FD and A/THR systems.
However, the microprocessors must be able to restart at power restoration.
No flight data must be lost if the cutoff is less than 5 min.
B. Monitoring Channel (Guidance Only)
This channel includes a digital part and a hardwired logic as the GUIDANCE COMMAND channel.
(1) Digital part
This part is integrated on two boards:
. a CPU AFS board
. an EXTENSION MON board
A memory module is located on the CPU AFS board.
It ensures these functions:
. ARINC acquisition of GUIDANCE peripherals
. computation of the operational logic
. computation of the AP/FD outer loop signals for the monitored modes
. computation of the inner loops control laws and vote of the AP signals between the command and
. transmission of computed data to the command channel through a low-speed ARINC bus called
INTERNAL bus
. monitoring of the AP/FD signals through comparison with the command signals
. monitoring of the alpha floor detection.
(2) Hardwired logic
It is identical with the logic of the command channel although it does not include the FCU monitoring
circuits.
(3) Power supply unit
It is identical with the power supply unit of the command channel although it does not include a 5 V
battery.
C. Back Connector
(Ref. Fig. 22-83-00-15300-A - Connector FMGC)
The back of the computer is equipped with a size 3 connector.
D. Carry on Loader
A system loading is provided in the cockpit
(Ref. 31-38-00-00-01).
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** On A/C ALL
N_MM_228300_0_AAL0_01_00

FMGC - Front Panel 22-83-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
A1
A10 A11
A52 A62
A61
A95−A90
A37 A47 MONITOR

A46
J1 COMMAND
A35 A45
A41
A52 A37 A35

BOARD TITTLE
IL CPU + A47
A95
CPU AFS + COM A45
CPU AFS + MON A62
EXT COM A46
EXT MON A61
FM KIT A41
MEMORY MODULE COM A37
A90 MEMORY MODULE GUIDANCE A35
MEMORY MODULE MONITOR A52
POWER SUPPLY COM A90
POWER SUPPLY MON A95
INTERCONNEXION MODULE A1
A62 A47 A45 A41
A61 A46 INCLUDING 2 PARTS:
MONITOR COMMAND LSP I/0 FMGC A11
INNER FMGC A10
N_MM_228300_0_AEL0_01_00

FMGC - Internal Arrangement 22-83-00 PB001 Nov 01/11
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** On A/C ALL
A AFT ELECTRONICS RACK 80VU
82
VU 81VU
1CA2 1CA1
84
VU 83VU
86
VU 85VU
88VU 87VU
N_MM_228300_0_ADM0_01_00

FMGC - Component Location 22-83-00 PB001 Nov 01/11
Revision n˚: 12
KNA
ARINC
ARINC IO MODULE SIGNAL
MEMORY BOARD CORE RS 232,
SIGNAL
PROCESSOR RS 485
RS 232, I/O PORTS CPU MEMORY SHARED MEMORY MODULE
** On A/C ALL
RS 485 DISCRETE MEMORY CPU ETHERNET

ETHERNET (IMM)
INPUTS
IOC 1
SAME AS IOC 1, PLUS "DISCRETE OUTPUTS" FM/FG COMMON MEMORY MEMORY

IOC 2
ARINC
SIGNALS HS
LS
DISCRETE I/O ARINC PROCESSOR CPU MEMORY SHARED INNER LOOP THIS PART IS SIMILAR
MEMORY TO THE DIGITAL COMMAND SIDE
FMGC - Architecture
DISCRETE INPUTS OUTPUTS INPUTS OUTPUTS DISCRETE ARINC
SIGNALS CPU MEMORY
I/O PROCESSOR
GUIDANCE BUS A
FIGURE 22-83-00-15100-B SHEET 1

FMGC MON (HS) (100K)
BUS B
(12K)
BUS C
(12K)
DISCRETE
OUTPUTS
WATCH DOG
INTERNAL MONITOR, KG
AP, FD, A/THR AP
ENGAGEMENT FD ENGD
BATTERY +5V MANAGEMENT PART LOGIC A/THR
POWER PS MONITORING ADC

AC+28V
SUPPLY
+5V .+/−15V COMMAND
MONITOR
@A318/A319/A320/A321
GUIDANCE
ARINC PROCESSOR FD ENGD
BUS A (100K)
THIS SIDE SIMILAR TO THE COMMAND SIDE ATH ENGD
INPUTS OUTPUTS EXCEPT THAT:
BUS B (12K) AP ENGD
−THE ARINC PROCESSOR DOES NOT HAVE
ARINC HS AN ARINC OUTPUT BUS
22-83-00 PB001
SIGNALS LS −THERE IS NO LINK BETWEEN MONITOR PART DISCRETE
DISCRETE I/O AND MANAGEMENT PROCESSOR (NO MANAGEMENT FUNCTION) OUTPUTS
DISCRETE −THERE IS NO MANAGEMENT PART POWER SUPPLY
INPUTS OUTPUTS
SIGNALS THERE IS NO INNER LOOP
N_MM_228300_0_AGL0_01_00
Page 9
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Nov 01/11
KNA
BATTERY +5V BAT SPERRY (TO MANAGEMENT) +15V
SEL −15V
** On A/C ALL
BATT.MONITORING (TO GUIDANCE COM) +5V

+28V INT +15V
AC + 28V DC/DC −15V
INPUT PS
FILTERS DIODES CONVERTERS
AC 28V GND PROTECTION 28V GND INT +5V MONITORING
(MAIN)
AC + 28V GND 28V

+28V
AC 28V GND +28V
CHASSIS GND
Power Supply Unit

DC/DC + 15VS−
+28V INT POWER CONVERTERS +5V
28V LOSS +5VS
FAIL +28V (AUXILIARY)
DETECTOR
28V GND INT CONTROL +5V (AUX) (RAM PS)
FIGURE 22-83-00-15200-A SHEET 1

+5VS
+5VS FAIL LPF
DETECTOR
IT.PW.DN
SW RESET
TEST REQ COM
(FROM CPU GUIDANCE COM) DELAY
+5VS (TO CPU GUIDANCE COM.
TIME
MANAGEMENT) PS MONITORING
TEST REQ MON (TO GUIDANCE COM)
(TO CPU GUIDANCE COM.
COMMAND MANAGEMENT)
MONITOR TEST REQ COM

EOF (FROM CPU +28V +15V
(TO CPU GUIDANCE MON)
GUIDANCE COM) −15V PS MONITORING
GND 28V +5V (TO GUIDANCE COM)
TEST REQ MON
(TO CPU GUIDANCE MON)
@A318/A319/A320/A321
+5VS (RAM PS)

5V RESET
SAME AS COM SIDE
EXCEPT FOR BATTERY
22-83-00 PB001
LPF
IT.PW.DN
N_MM_228300_0_AJM0_01_00
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** On A/C ALL
A D
A B C D E F G H J A B C D E F G H J
1 1
5 5
LT RT
10 10
15 15
A B C D E F G H J A B C D E F G H J
1 1
5 5
LM
RM
10 10
15 15
B E
4 3 2 1 4 3 2 1
LB 6 5 6 5
8 7 8 7 RB
10 9 10 9
11 11
13 12 13 12
C F
COMMAND J001 MONITOR
N_MM_228300_0_ALM0_01_00

Connector FMGC 22-83-00 PB001 Nov 01/11
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COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC) -

** On A/C ALL
Task 22-83-34-000-001-A
Removal of the FMGC
FIN 1CA1, 1CA2
Self explanatory


824
(Ref. Fig. 22-83-34-991-00100-A - Flight Management and Guidance Computer (FMGC))
3. Job Set-up
Subtask 22-83-34-810-050-A
A. Trouble Shooting Data
You can print the Trouble Shooting Data (TSD) as follows:
. get access to the SYSTEM REPORT/TEST menu page (Ref. TASK 31-32-00-860-001-A),
. on this page, push the line key adjacent to the AFS indication,
. on the AFS MAIN MENU page, push the line key adjacent to the TROUBLE SHOOTING DATA
indication to get the AFS/TROUBLE SHOOTING page,
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. on this page, push the line key adjacent to the BITE SELECTION (FG1 and FG2, COM and MON, FM1
and FM2 indications to get the AFS/TROUBLE SHOOTING page(s),
. print the AFS/TROUBLE SHOOTING page(s).
Subtask 22-83-34-860-051-B
24-41-00-861-002-A-02).
(2) On the center pedestal, on the MCDU related to the faulty FMGC:
. adjust the brightness of the MCDU screen,
. push the DATA mode key to obtain the DATA INDEX page,
. push the line key adjacent to the A/C STATUS indication,
. make a note of the IDLE/PERF value (6L),
. set the brightness to off.
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
Subtask 22-83-34-865-050-A

FOR FIN 1CA1
FOR FIN 1CA2
Subtask 22-83-34-010-051-A
D. Get Access
(1) Put the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE in position at zone 128.
(2) Open the access door 824.
4. Procedure
Subtask 22-83-34-020-051-A
A. Removal of the FMGC
NOTE : The procedure is the same for the FMGCs 1CA1 and 1CA2.
(1) Loosen the nuts (3) on the front of the rack (2).
(2) Lower the nuts (3).
(3) Pull the FMGC (5) on its rack (2) to disconnect the electrical connectors (1).
(4) Remove the FMGC (5) from its rack (2).
(5) Put CAP - BLANKING on the electrical connectors (1).
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** On A/C ALL
ACCESS
DOOR 824
A
80VU
A
FR24A
1CA2 1CA1
FR20
B B
84VU 83VU
1
5
3
N_MM_228334_4_AAM0_01_00

Flight Management and Guidance Computer (FMGC) 22-83-34 PB401 Nov 01/11
Revision n˚: 12
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** On A/C ALL
Task 22-83-34-400-001-C
Installation of the FMGC
FIN 1CA1, 1CA2
NOTE : This installation procedure includes the usual test and an additional check. The additional check is for a
computer modified for the aircraft by the replacement of the OBRM(s) in the shop. If the computer installed
was modified for the aircraft by the replacement of the OBRM(s) in the shop, you must do the additional
check.


824
22-10-00-710-002-A Operational Test of Autopilot Disengagement and Locking Devices of the Side
Stick Controller and Rudder Pedals
52-41-00-410-002-A Close the Avionics Compartment Doors after Access
3. Job Set-up
Subtask 22-83-34-860-055-A
(1) Make sure that the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE is in position at the access door
824 in zone 128.
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(2) Make sure that the access door 824 is open.
Subtask 22-83-34-865-055-A

FOR FIN 1CA1
FOR FIN 1CA2
4. Procedure
Subtask 22-83-34-860-065-A

AIRCRAFT.
(Ref. TASK 44-34-00-040-002-A).
Subtask 22-83-34-420-053-A
B. Installation of the FMGC
(3) Remove the blanking caps from the electrical connectors (1).
(4) Make sure that the electrical connectors (1) are in the correct condition.
(5) Install the FMGC (5) on its rack (2).
(6) Push the FMGC (5) on the rack (2) to connect the electrical connectors (1).
CAUTION : MAKE SURE THAT THE OBRM(S) IS (ARE) CORRECTLY INSTALLED. IF IT (THEY) IS(ARE)
NOT INSTALLED CORRECTLY, PUSH THE OBRM(S) UNTIL THE LOCKING DEVICES ARE
LOCKED.
(7) Engage the nuts (3) on the studs (4) and tighten.
Subtask 22-83-34-865-056-A

FOR FIN 1CA1
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FOR FIN 1CA2
Subtask 22-83-34-860-056-B
D. Aircraft Maintenance Configuration
24-41-00-861-002-A-02).
(2) On the center pedestal, on the MCDU related to the replacement FMGC:
. adjust the brightness of the MCDU screen,
. push the DATA mode key to obtain the DATA INDEX page,
. push the line key adjacent to the A/C STATUS indication,
. make sure that the IDLE/PERF value are the same as the value you wrote during the removal. If
not:
- enter ARM into brackets in the CHG CODE line (5L),
NOTE : ”ARM” is the default code. You can customize this code by entering 3 other characters in the
AMI file.
- write the IDLE/PERF value in the scratchpad,

- enter this value in line (6L),
. set the brightness to off.
** On A/C
POST SB 22-1362 FOR A/C 001-004
Subtask 22-83-34-710-055-B
E. Do these tests:
(1) Operational Test of the AFS
** On A/C ALL
(Ref. TASK 22-96-00-710-001-A).
NOTE : As an alternative, you can do this operational test without the CFDS (Ref. TASK
22-10-00-710-002-A).
(2) On the center pedestal, on the MCDU 1 or 2:
. get access to the A/C STATUS page.
(a) On the A/C STATUS page:
do a check of the P/N reference of the installed FMGC (it is necessary to open the circuit breaker
of the opposite FMGC):
. The Navigation Data Base with the Active Nav Data Base disk (Navigation Data Base will
change every 28 days cycle)
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If not, do the loading of the correct data base (Ref. TASK 22-70-00-610-008-C) or (Ref. TASK
22-70-00-610-008-C-01), or do the crossloading (Ref. TASK 22-70-00-610-009-A).
NOTE : If the aircraft is operated in CAT 3 conditions, you must also do this test: Land CAT 3
** On A/C ALL
PRE SB 22-1362 FOR A/C 001-004
Subtask 22-83-34-710-055-F
E. Do these tests:
(1) Operational Test of the AFS
** On A/C ALL
(Ref. TASK 22-96-00-710-001-A).
NOTE : As an alternative, you can do this operational test without the CFDS (Ref. TASK
22-10-00-710-002-A).
(2) On the center pedestal, on the MCDU 1 or 2:
. get access to the A/C STATUS page.
(a) On the A/C STATUS page:
do a check of the P/N reference of the installed FMGC (it is necessary to open the circuit breaker
of the opposite FMGC):
. The Navigation Data Base with the Active Nav Data Base disk (Navigation Data Base will
change every 28 days cycle)
If not, do the loading of the correct data base (Ref. TASK 22-70-00-610-008-C) or (Ref. TASK
22-70-00-610-008-C-01), or do the crossloading (Ref. TASK 22-70-00-610-009-A).
NOTE : If the aircraft is operated in CAT 3 conditions, you must also do this test: Land CAT 3
KNA Page 4
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** On A/C ALL
Subtask 22-83-34-710-056-A
F. Additional check (CFDS available)
(1) Do the procedure to get the SYSTEM REPORT/TEST page (Ref. TASK 31-32-00-860-001-A).
NOTE : The actions and results of this procedure occur the MCDU you use.
ACTION RESULT
1.Push the line key adjacent to the AFS indication. . The AFS MAIN MENU page comes into view.
2.Push the line key adjacent to the LRU IDENT . The AFS/LRU IDENTIFICATION page comes into
indication. view.
Make sure that the P/N shown on the LRU IDENTIFICATION page is the same as the computer P/N
(given on the front face).
NOTE : If the P/N is not the same, you must remove the computer and return it to the shop.
5. Close-up
Subtask 22-83-34-410-052-A
A. Close Access
(2) Close the access door 824, (Ref. TASK 52-41-00-410-002-A).
KNA Page 5
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FMGS: ELECTRICAL POWER SUPPLY - DESCRIPTION AND

OPERATION
** On A/C ALL
1. Location of Circuit Breakers
The circuit breakers associated with the FMGS circuits are located on the overhead C/B panel (49VU) and the rear
C/B panel (121VU) (Ref 22-00-00 for A/C General Power Supply).
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** On A/C ALL
A. Power Supply of FMGCs
(Ref. Fig. 22-84-00-12600-A - Power Supply of FMGCs)
(1) 28VDC Power Supply
The FMGCs are supplied with 28VDC.
(2) Miscellaneous
In addition to the 28VDC power supply, the following signals are fed to the FMGCs:
. chassis ground,
. side 1 signals (C and M) wired to the ground on the FMGC1 only (priority).
B. Power Supply of FCU
(Ref. Fig. 22-84-00-13100-A - Power Supply of FCU)
(1) 28VDC Power Supply
The FCU is supplied with 28VDC.
The chassis ground of the FCU is connected to the aircraft ground.
(2) Lighting
The FCU is supplied with three lighting power supplies:
(a) Lighting voltages for engaged modes.
. The 5VAC/3VAC variable voltage is controlled by means of the INT LT/ANN LT switch located
on the overhead panel (Ref. 33-14-00-00).
. At system or mode engagement, this voltage enables the illumination of the green indication on
the corresponding pushbutton switch.
(b) FCU lighting voltage
. The 5VAC/3VAC variable voltage is controlled by means of a potentiometer located under the
FCU (Ref. 33-13-00-00).
. This voltage enables the illumination of the front panel of the FCU.
(c) Integral lighting voltage
. The 5VAC/3VAC variable voltage is controlled by means of a potentiometer located under the
FCU (Ref. 33-13-00-00).
Considering the dissipated power, this voltage is delivered to the FCU in two steps
. This voltage is used for LCD and placard lighting.
(d) Lamp test
A lamp test signal can be fed to the FCU by means of the INT LT/ANN LT switch on the overhead
panel (Ref. 33-14-00-00).
During the test, this signal activates the lighting of the LCD ”engaged mode” indications and placards.
C. Side Stick and Rudder Pedals Locking Circuits
The aircraft 28VDC is delivered through relays controlled by the FMGCs to:
. the Captain and First Officer side-stick locking solenoids,
. the artificial feel stiffening solenoids (Ref. 22-11-00, Para. 2).
D. Power Supply of MCDUs
(Ref. Fig. 22-84-00-13800-B - MCDUs - Power Supply)
(1) 115VAC Power Supply
The MCDUs are supplied with 115VAC/400Hz. The connectors associated with the data loader are
supplied with the same 115V as the MCDUs.
(2) Lighting Voltages
Each MCDU is supplied with two types of lighting voltages.
KNA Page 2
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(a) Annunciator lighting
The 5VAC/3VAC voltage is controlled by means of the INT LT/ANN LT switch located on the
overhead panel (Ref. 33-14-00-00).
(b) Integral lighting
The 5VAC/3VAC variable voltage is controlled by means of the potentiometer associated with the
center pedestal and instrument panel lighting (Ref. 33-13-00-00).
(c) Miscellaneous
1 Ground
In addition to the 115VAC ground, each MCDU receives a chassis ground as well as pin program
ground(s) which determine the side.
A chassis ground is also wired to the FMS LOAD connectors.
2 Lamp test
The INT LT/ANN LT switch (Ref. 33-14-00-00) enables, through a discrete, the annunciator light
test to be performed.
KNA Page 3
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** On A/C ALL
+
10CA1
CHASSIS GROUND
SIDE 1 (C)
SIDE 1 (M)
1CA1 FMGC1
+
10CA2 28VDC
CHASSIS GROUND
1CA2 FMGC2
N_MM_228400_0_ACM0_01_00

Power Supply of FMGCs 22-84-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
PRISE A (FCU SIDE 1)
(+)
9CA1
28VDC
(−)
INSTRUMENT AND
PANEL INTEGRAL (H)
LIGHTING 33 − 13 VIZOR LIGHT
(L)
ANNUNCIATOR LIGHT LAMP TEST

TEST AND DIMMING
33 − 14 (H)
MODE ILLUMINATION
(L)
PRISE B (FCU SIDE 2)
(+)
9CA2
28VDC
(−)
CHASSIS GROUND
(H)
INTEGRATED
LIGHT
INSTRUMENT AND (L)
PANEL INTEGRAL
LIGHTING 33 − 13 (H)
INTEGRATED
LIGHT
(L)
2CA FCU
N_MM_228400_0_AEM0_01_00

Power Supply of FCU 22-84-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
(H)
11CA2 115VAC 400Hz
(L)
CHASSIS GROUND
SIDE 1 PROGRAM
(H)
ANNUNTIATOR LIGHT ANN LTG
TEST AND DIMMING (L)
33−14
LAMP TEST
INSTRUMENT AND (H)

PANEL INTEGRAL INT LTG
LIGHTING 33−13
(L)
3CA1 MCDU1
(L)
INSTRUMENT AND INTG LTG
PANEL INTEGRAL (H)
LIGHTING 33−13
LAMP TEST
ANNUNTIATOR LIGHT
TEST AND DIMMING (L)
33−14 ANN LTG
(H)
SIDE 2 PROGRAM
CHASSIS GROUND
(L)
115VAC 400Hz
(H)
11CA2
3CA2 MCDU2
N_MM_228400_0_AGN0_01_00

MCDUs - Power Supply 22-84-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
FMGS: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
There is a segregation in the aircraft electrical routing between the side 1 and the side 2. The wires for the command
channel and those for the monitoring channel are also separated in each side.
The different interconnections are defined in the schematic diagrams of the circuit CA.
KNA Page 1
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Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
2. Discrete Signals
A. FMGC (Flight Management and Guidance Computer)
(1) Discrete inputs (pin programs are not listed)
---------------------------------------------------------------------------
NAME ELECTRICAL LEVEL FROM SIGNAL STATUS
---------------------------------------------------------------------------
FAC OPP HLTY COM GND/O.C. FAC OPP GND=HEALTHY
FAC OPP HLTY MON GND/O.C. FAC OPP GND=HEALTHY
ATH OPP ENGD COM GND/O.C. FCU OPP GND=ENGAGED
ATH OPP ENGD MON GND/O.C. FCU OPP GND=ENGAGED
ELAC OPP AP DISC COM GND/O.C. ELAC OPP O.C.=DISCONNECTION
ELAC OPP AP DISC MON GND/O.C. ELAC OPP O.C.=DISCONNECTION
AP OPP ENGD COM GND/O.C. FMGC OPP GND=ENGAGED
AP OPP ENGD MON GND/O.C. FMGC OPP GND=ENGAGED
FD OPP ENGD COM GND/O.C. FMGC OPP GND=ENGAGED
FD OPP ENGD MON GND/O.C. FMGC OPP GND=ENGAGED
BSCU OPP VALID COM GND/O.C. BSCU GND=VALID
BSCU OPP VALID MON GND/O.C. BSCU GND=VALID
FAC OWN HLTY COM GND/O.C. FAC OWN GND=HEALTHY
FAC OWN HLTY MON GND/O.C. FAC OWN GND=HEALTHY
ATH OWN ENGD COM OPP GND/O.C. FMGC OPP GND=ENGAGED
ATH OWN ENGD COM OWN GND/O.C. FCU OWN GND=ENGAGED
ATH OWN ENGD MON OPP GND/O.C. FMGC OPP GND=ENGAGED
ATH OWN ENGD MON OWN GND/O.C. FCU OWN GND=ENGAGED
ELAC OWN AP DISC COM GND/O.C. ELAC OWN O.C.=DISCONNECTION
ELAC OWN AP DISC MON GND/O.C. ELAC OWN O.C.=DISCONNECTION
AP OWN ENGD COM OWN GND/O.C. FMGC OWN GND=ENGAGED
AP OWN ENGD COM OPP GND/O.C. FMGC OWN GND=ENGAGED
AP OWN ENGD MON OWN GND/O.C. FMGC OWN GND=ENGAGED
AP OWN ENGD MON OPP GND/O.C. FMGC OWN GND=ENGAGED
BSCU OWN VALID COM GND/O.C. BSCU GND=VALID
BSCU OWN VALID MON GND/O.C. BSCU GND=VALID
FCU OWN AP SW COM GND/O.C. FCU OWN GND=PUSHED
FCU OWN AP SW MON GND/O.C. FCU OWN GND=PUSHED
AP INST DISC NC GND/O.C. RELAY O.C.=ACTION
AP INST DISC NO GND/O.C. RELAY O.C.=ACTION
RIGHT WHEEL SPD GND/O.C. BSCU GND=SPD>70KT
LEFT WHEEL SPD GND/O.C. BSCU GND=SPD>70KT
FWC OWN VALID GND/O.C. FWC OWN GND=VALID
FWC OPP VALID GND/O.C. FWC OPP GND=VALID
PFD OWN VALID GND/O.C. DMC OWN GND=VALID
PFD OPP VALID GND/O.C. DMC OPP GND=VALID
PS SPLIT GND/O.C. CNTORS GND=PS SPLIT
FCU OWN ATH SW COM GND/O.C. FCU OWN GND=PUSHED
FCU OWN ATH SW MON GND/O.C. FCU OWN GND=PUSHED
ATH INST DISC NC GND/O.C. RELAYS O.C.=ACTION
ATH INST DISC NO GND/O.C. RELAYS O.C.=ACTION
ATT 3 SW GND/O.C. SWITCHES GND=ATT 3
NOSE GEAR OWN GND/O.C. LGCIU OWN GND=GEAR PRESSED
ADC 3 SW GND/O.C. SWITCHES GND=ADC 3
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SIDE 1 (COM) GND/O.C. A/C GND GND=SIDE 1
(O.C.=SIDE 2)
SIDE 1 (MON) GND/O.C. A/C GND GND=SIDE 1
(O.C.=SIDE 2)
FCU OWN HLTY GND/O.C. FCU OWN GND=HEALTHY
FCU OPP HLTY GND/O.C. FCU OPP GND=HEALTHY
ENG OWN STOP GND/O.C. SW ENG GND=STOPPED
ENG OPP STOP GND/O.C. SW ENG GND=STOPPED
MCDU OPP FAIL GND/O.C. MCDU OPP O.C.=FAIL
NAV CONTROL OWN GND/O.C. RMP OWN GND=FM CTL
(O.C.=RMP CTL)
NAV CONTROL OPP GND/O.C. RMP OPP GND=FM CTL
(O.C.=RMP CTL)
MCDU OWN FAIL GND/O.C. MCDU OWN O.C.=FAIL
FMGC OPP HLTY GND/O.C. FMGC OPP GND=HEALTHY
DATA LOADER 1 GND/O.C. I DATA I GND=DATA
DATA LOADER 2 GND/O.C. I LOADER I LOADER
DATA LOADER 3 GND/O.C. I I CONNECTED
(2) Discrete outputs
-------------------------------------------------------------------------
NAME ELECTRICAL LEVEL TO SIGNAL STATUS
-------------------------------------------------------------------------
ILS TEST INHIBIT GND/O.C. ILS OWN GND=INHIBITED
FCU OWN FAIL GND/O.C. FCU OWN GND=VALID
ATH OWN ENGD COM OPP GND/O.C. FCU OWN GND=ENGAGED
AP OWN ENGD COM OWN GND/O.C. FCU OWN GND=ENGAGED
FD OWN ENGD COM OPP GND/O.C. FCU OWN GND=ENGAGED
ATH OWN ENGD COM OWN GND/O.C. FMGC&FCU OWN GND=ENGAGED
AP OWN ENGD COM OPP GND/O.C. FMGC OWN&OPP GND=ENGAGED
FD OWN ENGD COM OWN GND/O.C. FCU OWN GND=ENGAGED
STICK LOCK COM 28V/O.C. RELAYS GND=LOCKED
RUDDER LOCK COM 28V/O.C. RELAY GND=LOCKED
FMGC HLTY GND/O.C. MCDU OWN GND=HEALTHY
ATH OWN ENGD MON OPP GND/O.C. FMGC OWN&OPP GND=ENGAGED
AP OWN ENGD MON OWN GND/O.C. FCU OWN GND=ENGAGED
FD OWN ENGD MON OPP GND/O.C. FMGC OPP GND=ENGAGED
ATH OWN ENGD MON OWN GND/O.C. FCU OWN GND=ENGAGED
AP OWN ENGD MON OPP GND/O.C. FMGC OWN&OPP GND=ENGAGED
FD OWN ENGD MON OWN GND/O.C. FCU OWN GND=ENGAGED
STICK LOCK MON GND/O.C. RELAYS GND=LOCKED
RUDDER LOCK MON GND/O.C. RELAY GND=LOCKED
B. FCU (Flight Control Unit)
(1) Discrete inputs
-------------------------------------------------------------------------
NAME ELECTRICAL LEVEL FROM SIGNAL STATUS
-------------------------------------------------------------------------
FD1 ENGD MON OWN GND/O.C. FMGC1 GND=ENGAGED
FD1 ENGD COM OWN GND/O.C. FMGC1 GND=ENGAGED
LAMP TEST GND/O.C. RELAY GND=TEST
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FCU1 FAIL GND/O.C. FMGC1 GND=VALID
ATH1 ENGD MON OWN GND/O.C. FMGC1 GND=ENGAGED
ATH1 ENGD COM OWN GND/O.C. FMGC1 GND=ENGAGED
ATH2 ENGD MON OWN GND/O.C. FMGC2 GND=ENGAGED
ATH2 ENGD COM OWN GND/O.C. FMGC2 GND=ENGAGED
AP1 ENGD MON OWN GND/O.C. FMGC1 GND=ENGAGED
AP1 ENGD COM OWN GND/O.C. FMGC1 GND=ENGAGED
AP2 ENGD MON OWN GND/O.C. FMGC2 GND=ENGAGED
AP2 ENGD COM OWN GND/O.C. FMGC2 GND=ENGAGED
CHASSIS GROUND GND/O.C. A/C GND PERMANENT
FCU2 FAIL GND/O.C. FMGC2 GND=VALID
(2) Discrete outputs
-------------------------------------------------------------------------
NAME ELECTRICAL LEVEL TO SIGNAL STATUS
-------------------------------------------------------------------------
ATH1 SW COM GND/O.C. FMGC1 GND=PUSHED
ATH1 SW MON GND/O.C. FMGC1 GND=PUSHED
ATH2 SW COM GND/O.C. FMGC2 GND=PUSHED
ATH2 SW MON GND/O.C. FMGC2 GND=PUSHED
FCU1 HLTY GND/O.C. FMGC1 GND=HEALTHY
FCU2 HLTY GND/O.C. FMGC2 GND=HEALTHY
CMD1 SW COM GND/O.C. FMGC1 GND=PUSHED
CMD1 SW MON GND/O.C. FMGC1 GND=PUSHED
CMD2 SW COM GND/O.C. FMGC2 GND=PUSHED
CMD2 SW MON GND/O.C. FMGC2 GND=PUSHED
C. MCDU (Multipurpose Control and Display Unit) - Discrete inputs
_______________________________________________________________________
! NAME ELECTRICAL LEVEL SIGNAL STATUS !
!---------------------------------------------------------------------!
! SDI1 GND/O.C. I see the !
! SDI2 GND/O.C. I note !
! LAMP TEST GND/O.C. GND=TEST !
! ACTIVE PORT PROGRAM GND/O.C. GND=HEALTHY !
! (FMGC HLTY) !
!_____________________________________________________________________!
NOTE : (A/C GND = 1)

SD1=1,SD2=0 for the MCDU1.
SD1=0,SD2=1 for the MCDU2.
D. MCDU (Multipurpose Control and Display Unit) - Discrete outputs
_______________________________________________________________________
! NAME ELECTRICAL LEVEL TO SIGNAL STATUS !
!---------------------------------------------------------------------!
! MCDU FAIL DISCRETE GND/O.C. FMGC1 & 2 O.C.=FAIL !
!_____________________________________________________________________!
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NOTE : If the MCDU3 is installed, the MCDU FAIL DISCRETE is not wired.
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FMGS: BUS INTERFACES - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
There is a segregation in the routing of the ARINC buses in the aircraft:
. between the side 1 and the side 2
. between the command and the monitoring channels in each side.
The detail of the wiring is shown in the schematic diagrams of the circuit CA.
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** On A/C ALL
2. ARINC Interconnections
A. FMGC (Flight Management and Guidance Computer)
(1) ARINC inputs
-------------------------------------------------------------------
NAME SPD FROM REMARK
-------------------------------------------------------------------
CLOCK LS CLOCK
FAC OPP (COM) HS FAC OPP
FAC OPP (MON) HS FAC OPP
FAC OWN (COM) HS FAC OWN
FAC OWN (MON) HS FAC OWN
ADC I ADIRS LS I ADIRU
IRS I 3 HS I 3
IRS I OPP HS I OPP
IRS I OWN HS I OWN
FADEC OPP A LS ENG OPP ECU
FADEC OPP B LS ENG OPP ECU
FADEC OWN A LS ENG OWN ECU
FADEC OWN B LS ENG OWN ECU
FCDC OPP LS FCDC OPP
FCDC OWN LS FCDC OWN
FQI LS FQIC
RA OPP LS RA OPP XCVR
RA OWN LS RA OWN XCVR
DME OPP LS DME OPP INTRG
DME OWN LS DME OWN INTRG
VOR OPP LS VOR/MKR OPP RCVR
VOR OWN LS VOR/MKR OWN RCVR
ILS OPP LS ILS OPP RCVR
ILS OWN LS ILS OWN RCVR
ACARS LS ACARS MU OPTIONAL
PRINTER LS PRINTER OPTIONAL
WBS LS WBS OPTIONAL
ISB IN HS FMGC OPP
FMGC MON IN HS FMGC OWN
FMGC OPP A (MON) HS FMGC OPP
FMGC OPP A (COM) HS FMGC OPP
FMGC OWN A HS FMGC OWN
FMGC OWN B LS FMGC OWN
MCDU OPP IN LS MCDU OPP
MCDU OWN IN LS MCDU OWN
DATA LOADER IN LS CARRY ON LOADER PORTABLE
(2) ARINC outputs
-------------------------------------------------------------------
NAME SPD TO REMARK
-------------------------------------------------------------------
ISB OUT HS FMGC OPP
FMGC MON OUT HS FMGC OWN
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AIDS/ACARS LS PRINTER/ACARS MU OPTIONAL
EIS HS DMC1/2/3
FMGC OWN A HS FAC1/2
FMGC OWN B LS FAC1/2
FMGC OWN CB1 LS I NAV/COM
FMGC OWN CB2 LS I LRUs
MCDU OPP OUT HS MCDU OPP
MCDU OWN OUT HS MCDU OWN
DATA LOADER OUT LS CARRY ON LOADER PORTABLE
(3) Labels of ARINC outputs - General
This table contains all the output parameters in digital form. They are sorted as per the numerical order of
their output label.
The following table gives:
. SYS LABEL SDI: (SDAC, FWC, DMC...) output label for which the parameter is available.
. PARAMETER DEFINITION: parameter name.
. RANGE ACCURACY: measurement range. Maximum value transmitted. When the digital value
changes, the change step is equal to the accuracy.
. UNIT: unit in which the digital value is transmitted.
. SIG BIT: indicates whether a sign bit is available.
. DATA BITS: number of bits used by the parameter in the label.
. UPD/MSEC: output transmission interval. The refresh rate is given in milliseconds.
. CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code.
. ALPHA CODE: indicates the parameter mnemonic code.
. SOURCE ORIGIN: parameter source computer or system.
(4) Labels of ARINC outputs - FMGC OWN A - Table (Part 1)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.033.00 ! ILS FREQ !W 108-111.95! MHZ! ! 4 ! 360! BCD! ! !
! 2.033.00 ! OPP ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.040.00 ! CITY PAIR! ! ! ! ! 360! ISO! ! !
! 2.040.00 ! ! ! ! ! ! ! ! ! !
! TO ! ! ! ! ! ! ! ! ! !
! 1.042.00 ! ! ! ! ! ! ! ! ! !
! 2.042.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.050.00 !LOC SENSIB! W +/- 8 ! ! 29 ! 15 ! 60 ! BNR! ! !
! 2.050.00 !ILITY CORR! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! 1.051.00 !MANEUVRING! W 512 ! KT ! ! 15 ! 60 ! BNR! ! !
! 2.051.00 !SPEED REF ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.057.00 !DELTA Q ! W +/- 32 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.057.00 !COM ! ! ! ! ! ! ! ! !
! !UPSTREAM ! ! ! ! ! ! ! ! !
! !VOTER ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.060.00 !DELTA P ! W +/- 32 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.060.00 !(AIL) ! ! ! ! ! ! ! ! !
! !UPSTREAM ! ! ! ! ! ! ! ! !
! !VOTER ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.061.00 !DELTA P ! W +/- 64 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.061.00 !(SPL) ! ! ! ! ! ! ! ! !
! !UPSTREAM ! ! ! ! ! ! ! ! !
! !VOTER ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.062.00 !DELTA R ! W +/- 32 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.062.00 !UPSTREAM ! ! ! ! ! ! ! ! !
! !VOTER ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.063.00 !DELTA NOSE! W +/- 32 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.063.00 !WHEEL ! ! ! ! ! ! ! ! !
! !UPSTREAM ! ! ! ! ! ! ! ! !
! !VOTER ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.073.00 !V2 SPEED ! W 512 ! KT ! ! 11 ! 60 ! BNR! ! !
! 2.073.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.077.00 !APPROACH ! W 512 ! KT ! ! 11 ! 60 ! BNR! ! !
! 2.077.00 !SPEED FM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.103.00 !PFD SEL ! W 512 ! KT ! ! 11 ! 60 ! BNR! ! !
! 2.103.00 !SPEED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.105.00 !RUNWAY ! W +/- 180 ! DEG! 29 ! 11 ! 360! BNR! ! !
! 2.105.00 !HDG MEM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.106.00 !PRESET ! W 4.096 ! M ! ! 12 ! 360! BNR! ! !
! 2.106.00 !MACH FROM ! ! ! ! ! ! ! ! !
! !FCU OR ! ! ! ! ! ! ! ! !
! !MCDU ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.107.00 !PRESET ! W 512 ! KT ! ! 11 ! 360! BNR! ! !
! 2.107.00 !SPD FROM ! ! ! ! ! ! ! ! !
! !FCU OR ! ! ! ! ! ! ! ! !
! !MCDU ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.131.00 ! ! W 65536 ! m ! ! 15 ! 60! BNR! ! !
! 2.131.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.132.00 !DVCH ! W 1024 ! KT ! ! 15 ! 60! BNR! ! !
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! 2.132.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.133.00 !THROTTLE ! W 180 ! DEG! ! 12 ! 60 ! BNR! ! !
! 2.133.00 !POS (TLA) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.140.00 !ROLL FD ! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR! ! !
! 2.140.00 !COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.141.00 !PITCH ! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR! ! !
! 2.141.00 !FD COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.143.00 !YAW ! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR! ! !
! 2.143.00 !FD COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.144.00 !ACCURACY ! W +/- 45 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.144.00 !INPUT ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.145.00 !DISCRETE ! ! ! ! 13 ! 60 ! DIS! ! !
! 2.145.00 !WORD 5 ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MACH SEL !Bit status 1! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !V. PATH/ !Bit status 1! ! 12 ! ! ! ! ! !
! !SPEED ! ! ! ! ! ! ! ! !
! !SUBMODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !V. PATH/ !Bit status 1! ! 13 ! ! ! ! ! !
! !THRUST ! ! ! ! ! ! ! ! !
! !SUBMODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !V/S SEL !Bit status 1! ! 14 ! ! ! ! ! !
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! !SUBMODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FPA SEL !Bit status 1! ! 15 ! ! ! ! ! !
! !SUBMODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ALT SEL !Bit status 1! ! 16 ! ! ! ! ! !
! !SUBMODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPD THRUST!Bit status 1! ! 17 ! ! ! ! ! !
! !SUBMODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 18 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AUTO SPD !Bit status 1! ! 19 ! ! ! ! ! !
! !CONTROL ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MANUAL SPD!Bit status 1! ! 20 ! ! ! ! ! !
! !CONTROL ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 22 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PITCH FD !Bit status 1! ! 24 ! ! ! ! ! !
! !BARS ! ! ! ! ! ! ! ! !
! !FLASHING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 25 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 26 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPD WINDOW!Bit status 1! ! 27 ! ! ! ! ! !
! !DISPLAY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TOP OF SPD!Bit status 1! ! 28 ! ! ! ! ! !
! !SYNCHRO ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMS MACH !Bit status 1! ! 29 ! ! ! ! ! !
! !SELECTION ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
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! 1.146.00 !DISCRETE ! ! ! ! 15 ! 60 ! DIS! ! !
! 2.146.00 !WORD 4 ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AP INSTINC!Bit status 0! ! 11 ! ! ! ! ! !
! !TIVE DISC ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AP ENGAGED!Bit status 1! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FD ENGAGED!Bit status 1! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LAND TRK !Bit status 1! ! 14 ! ! ! ! ! !
! !MODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 15 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LAND II !Bit status 1! ! 16 ! ! ! ! ! !
! !CAPABILITY! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LAND III !Bit status 1! ! 17 ! ! ! ! ! !
! !FAIL PASSI! ! ! ! ! ! ! ! !
! !VE CAPLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FAIL OPER ! ! ! ! ! ! ! ! !
! !CAPLTY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AP INOP !Bit status 1! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !INOP ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FAIL PASSI! ! ! ! ! ! ! ! !
! !VE INOP ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FAIL OPER ! ! ! ! ! ! ! ! !
! !INOP ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !CAPACITY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FAIL ! ! ! ! ! ! ! ! !
! !PASSIVE ! ! ! ! ! ! ! ! !
! !CAPACITY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FAIL OPER ! ! ! ! ! ! ! ! !
! !CAPACITY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !RWY HDG !Bit status 1! ! 26 ! ! ! ! ! !
! !MEM ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 27 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 29 ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.155.00 !theta c AP! W +/- 20 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.155.00 !UPR MODES ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.156.00 !DNZC AP ! W +/- 1.2 ! g ! 29 ! 15 ! 60 ! BNR! ! !
! 2.156.00 !UPR MODES ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.157.00 !phi c AP ! W +/- 45 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.157.00 !UPR MODES ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.160.00 !theta c FD! W +/- 180 ! DEG! 29 ! 15 ! 60 ! BNR! ! !
! 2.160.00 !UPR MODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.164.00 !FM ALT ! W 65536 ! FT ! ! 16 ! 360! BNR! ! !
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(18) Labels of ARINC outputs - FMGC OWN B - Table (Part 1)
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! 1.074.00 !WEIGHT ! W 1310720 ! Lbs! ! 15 ! 360! BNR! ! !
! 2.074.00 !(FAC) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.075.00 !WEIGHT ! W 1310720 ! Lbs! ! 15 ! 360! BNR! ! !
! 2.075.00 !(FM) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.076.00 !CENTER ! W 163.84 ! % ! ! 14 ! 360! BNR! ! !
! 2.076.00 !OF GRVTY ! ! ! ! ! ! ! ! !
! !(FAC) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.077.00 !CENTER ! W 163.84 ! % ! ! 14 ! 360! BNR! ! !
! 2.077.00 !OF GRVTY ! ! ! ! ! ! ! ! !
! !(FM) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.164.00 !FG RADIO ! W +/- 8192 ! Ft ! 29 ! 16 ! 180! BNR! ! !
! 2.164.00 !HEIGHT ! ! ! ! ! ! ! ! !
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! 1.146.00 !DISCRETE ! See bus A ! ! ! 15 ! 60! DIS! ! !
! 2.146.00 !WORD 4 ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.270.00 !ATS ! See bus A ! ! ! 10 ! 60! DIS! ! !
! 2.270.00 !DISCRETE ! ! ! ! ! ! ! ! !
! !WORD ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 2.273.00 !WORD 3 ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 2.274.00 !WORD 1 ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! 2.275.00 !WORD 2 ! ! ! ! ! ! ! ! !
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! 1.304.00 !APPROACH ! W 512 ! KT ! ! 11 ! 180! BNR! ! !
! 2.304.00 !SPD TARGET! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.310.00 !DELTA P ! W +/- 32 ! DEG! 29 ! 15 ! 60! BNR! ! !
! 2.310.00 !(AIL) ! ! ! ! ! ! ! ! !
! !VOTED COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.311.00 !DELTA P ! W +/- 64 ! DEG! 29 ! 15 ! 60! BNR! ! !
! 2.311.00 !(SPL) ! ! ! ! ! ! ! ! !
! !VOTED COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.312.00 !DELTA R ! W +/- 32 ! DEG! 29 ! 15 ! 60! BNR! ! !
! 2.312.00 !VOTED COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.313.00 !DELTA NOSE! W +/- 32 ! DEG! 29 ! 15 ! 60! BNR! ! !
! 2.313.00 !WHL VOTED ! ! ! ! ! ! ! ! !
! !COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.314.00 !DELTA Q ! W +/- 32 ! DEG! 29 ! 15 ! 60! BNR! ! !
! 2.314.00 !VOTED COM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.316.00 !RUDDER ! W +/- 180 ! DEG! 29 ! 11 ! 360! BNR! ! !
! 2.316.00 !TRIM POS ! ! ! ! ! ! ! ! !
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! 1.345.00 !N1 LEFT ! W 256 !%RPM! ! 14 ! 180! BNR! ! !
! 2.345.00 !ENGINE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.346.00 !N1 RIGHT ! W 256 !%RPM! ! 14 ! 180! BNR! ! !
! 2.346.00 !ENGINE ! ! ! ! ! ! ! ! !
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(22) Labels of ARINC outputs - FMGC OWN C - Table (Part 1)
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! 1.001.00 !DISTANCE !W +/- 3999.9! NM ! 29 ! 5 ! 180! BCD! ! !
! 2.001.00 !TO GO ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.002.00 !TIME TO ! W 0.3999 ! MN ! ! 4 ! 180! BCD! ! !
! 2.002.00 !GO ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.012.00 !GND SPEED ! W 0-2000 ! KT ! ! 4 ! 360! BCD! ! !
! 2.012.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.017.00 !RUNWAY ! W 0-359.9 ! DEG! ! 4 !167-! BCD! ! !
! 2.017.00 !HEADING ! ! ! ! !333 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.024.00 !SELECTED ! W 0-359.9 ! DEG! ! 3 !167-! BCD! ! !
! 2.024.00 !COURSE ! ! ! ! !333 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.032.00 !ADF ! W 190-1750 ! KHZ! ! 4 ! 180! BCD! ! !
! 2.032.00 !FREQUENCY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.033.00 !ILS !W 108-111.95! MHZ! ! 4 !167-! BCD! ! !
! 2.033.00 !FREQUENCY ! ! ! ! !333 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.034.00 !VOR !W 108-135.95! MHZ! ! 4 !167-! BCD! ! !
! 2.034.00 !FREQUENCY ! ! ! ! !333 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.035.00 !DME !W 108-135.95! MHZ! ! 4 ! 180! BCD! ! !
! 2.035.00 !FREQUENCY ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.041.00 !SET ! W +/- 180 ! DEG! 29 ! 6 ! 360! BCD! ! !
! 2.041.00 !LATITUDE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.042.00 !SET ! W +/- 180 ! DEG! 29 ! 6 ! 360! BCD! ! !
! 2.042.00 !LONGITUDE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.043.00 !SET MAGN ! ! DEG! ! ! ! BCD! ! !
! 2.043.00 !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.075.00 !GROSS ! W 1310720 ! Lbs! ! 15 ! 180! BNR! ! !
! 2.075.00 !WEIGHT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.077.00 !CENTER OF ! W 163.84 ! % ! ! 14 !167-! BNR! ! !
! 2.077.00 !GRAVITY ! ! ! ! !333 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.100.00 !SELECTED ! W +/- 180 ! DEG! 29 ! 12 !167-! BNR! ! !
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! 2.100.00 !COURSE ! ! ! ! !333 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.105.00 !RUNWAY ! W +/- 180 ! DEG! 29 ! 11 !167-! BNR! ! !
! 2.105.00 !HEADING ! ! ! ! !333 ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.115.00 !BEARING ! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR! ! !
! 2.115.00 !TO GO ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.116.00 !CROSSTRACK! W +/- 128 ! NM ! 29 ! 15 ! 60 ! BNR! ! !
! 2.116.00 !ERROR ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.124.00 !VERTICAL ! W +/- 1 ! ! 29 ! 8 ! 60 ! BNR! ! !
! 2.124.00 !ANGULAR ! ! ! ! ! ! ! ! !
! !DEV ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.125.00 !FLT PATH !W +/- 131072! FT ! 29 ! 17 ! 60 ! BNR! ! !
! 2.125.00 !ALTITUDE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.126.00 !SAT DESEL1! ! ! ! ! ! ! ! !
! 2.126.00 !DW ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.127.00 !SAT DESEL2! ! ! ! ! ! ! ! !
! 2.127.00 !DW ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.131.00 !WPT LONG ! +/-180 ! DEG! 29 ! 18 ! 60 ! BNR! ! !
! 2.131.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.132.00 !WPT LAT ! +/-180 ! DEG! 29 ! 18 ! ! BNR! ! !
! 2.132.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.135.00 !WPT ETA ! 0/23:59 !HR/ ! ! 11 ! ! BNR! ! !
! 2.135.00 ! ! ! MN ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.140.00 !DEST QNH ! W 745-1050 ! mb ! ! 5 !1080! BCD! ! !
! 2.140.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.143.00 !DEST LONG ! +/-180 ! DEG! ! 18 ! ! BNR! ! !
! 2.143.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.144.00 !DEST LAT ! +/-180 ! DEG! ! 18 ! ! BNR! ! !
! 2.144.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.150.00 ! UTC ! !HR/ ! ! !1080! BNR! ! !
! 2.150.00 ! ! !MN/S! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.152.00 !DEST ETA ! !HR/ ! ! ! ! HYB! ! !
! 2.152.00 ! ! ! MN ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.153.00 !MLS AZIMUT! ! DEG! ! ! ! HYB! ! !
! 2.153.00 !ANGLE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.155.00 !MLS GLIDE ! ! DEG! ! ! ! HYB! ! !
! 2.155.00 ! ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! 1.175.00 !MLS ! ! ! ! ! ! ! ! !
! 2.175.00 !BACKBEAM ! ! DEG! ! ! ! HYB! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.230.00 !NAV DATA !DAY/MONTH ! ! ! !1080! ! ! !
! 2.230.00 !BASE EFF ! ! ! ! ! ! ! ! !
! !END DATE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.233.00 !FLT NBR 1 ! ! ! ! ! 360! ISO! ! !
! 2.233.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.234.00 !FLT NBR 2 ! ! ! ! ! 360! ISO! ! !
! 2.234.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.235.00 !FLT NBR 3 ! ! ! ! ! 360! ISO! ! !
! 2.235.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.236.00 !FLT NBR 4 ! ! ! ! ! 360! ISO! ! !
! 2.236.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.251.00 !REMAINING ! W 512 ! MN ! ! 10 !1080! BNR! ! !
! 2.251.00 !TIME PPOS ! ! ! ! ! ! ! ! !
! !TO DEST ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 2.252.00 !DESCEND ! ! ! ! ! ! ! ! !
! !TIME TO ! ! ! ! ! ! ! ! !
! !DEST ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 2.253.00 !TIME TO ! ! ! ! ! ! ! ! !
! !T/C ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 2.254.00 !TIME TO ! ! ! ! ! ! ! ! !
! !T/D ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.255.00 !CRZ FL ! W 512 ! FL ! ! 9 !1080! BNR! ! !
! 2.255.00 ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.256.00 !LANDING !W-2048/16384! FT ! ! 14 !1080! BNR! ! !
! 2.256.00 !ELEVATION ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.260.00 !DATE/FLT !YEAR/MONTH/ ! ! ! !1080! BCD! ! !
! 2.260.00 !LEG ! DAY ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! 1.270.00 !DISCRETE ! ! ! ! 19 ! 180! DIS! ! !
! 2.270.00 !WORD 1 ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NAVIGATION! ! ! 11 ! ! ! ! ! !
! !MODE : ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! 13 ! ! ! ! ! !
! !Spare !Bit status 0! ! ! ! ! ! ! !
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! !Inertial ! 0! ! ! ! ! ! ! !
! ! ! 0! ! ! ! ! ! ! !
! !DME/DME !Bit status 1! ! ! ! ! ! ! !
! !Inertial ! 1! ! ! ! ! ! ! !
! ! ! 0! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !NAVIGATION!Bit status 1! ! 14 ! ! ! ! ! !
! !ACCURACY ! ! ! ! ! ! ! ! !
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! !VOR 1 ! ! ! 15 ! ! ! ! ! !
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! !VOR 2 ! ! ! 16 ! ! ! ! ! !
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! !ILS ! -! ! ! 19 ! ! ! ! ! !
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! !ILS ! ! 15, 16 ! ! 20 ! ! ! ! ! !
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! !ADF 2 ! ! 15, 16 ! ! 25 ! ! ! ! ! !
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! !GPS PRIMA-!Bit status 1! ! 26 ! ! ! ! ! !
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! !DECISION !Bit status 1! ! 29 ! ! ! ! ! !
! !HEIGHT ! ! ! ! ! ! ! ! !
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! 1.271.00 !DISCRETE ! ! ! ! 18 ! 180! DIS! ! !
! 2.271.00 !WORD 2 ! ! ! ! ! ! ! ! !
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! !APPROACH ! ! ! 11 ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
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! 1.310.00 !PRESENT ! W +/- 180 ! DEG! 29 ! 20 ! 360! BNR! ! !
! 2.310.00 !POS - LAT ! ! ! ! ! ! ! ! !
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! 1.311.00 !PRESENT ! W +/- 180 ! DEG! 29 ! 20 ! 360! BNR! ! !
! 2.311.00 !POS - LONG! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! 2.316.00 !DIRECTION ! ! ! ! ! ! ! ! !
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! 2.351.00 !WORD 3 ! ! ! ! ! ! ! ! !
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! !MODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !AP ENGAGE !Bit status 1! ! 17 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 18 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 20 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 22 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! !SPARE ! ! ! 24 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 25 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 26 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 27 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 29 ! ! ! ! ! !
-------------------------------------------------------------------------------
B. FCU (Flight Control Unit)
(1) ARINC inputs
-------------------------------------------------------------------
NAME SPD FROM REMARK
-------------------------------------------------------------------
FMGC 1 A HS FMGC1
FMGC 2 A HS FMGC2
FCU 1A F/B LS FCU1
FCU 1B F/B LS FCU1
FCU 2A F/B LS FCU2
FCU 2B F/B LS FCU2
(2) ARINC outputs
-------------------------------------------------------------------
NAME SPD TO REMARK
-------------------------------------------------------------------
FCU 1A LS FMGC1
FCU 2A LS FMGC1
FCU 1B LS FMGC2
FCU 2B LS FMGC2
(3) Labels of ARINC outputs - Table (Part 1)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.101.00 !SELECTED ! W +/- 180 !DEG ! 29 ! 12 ! 60 ! BNR! ! !
! !HEADING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.102.00 !SELECTED ! W 65536 ! FT ! ! 16 ! 120! BNR! ! !
! !ALTITUDE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.103.00 !SELECTED ! W 512 ! KT ! ! 11 ! 120! BNR! ! !
! !AIRSPEED ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.104.00 !SELECTED !W +/- 16384 !FT/ ! 29 ! 10 ! 120! BNR! ! !
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! !VERT SPD ! !MN ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.106.00 !SELECTED ! W 4.096 ! M ! ! 12 ! 120! BNR! ! !
! !MACH ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.114.00 !SELECTED ! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR! ! !
! !TRACK ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.115.00 !SELECTED ! W +/- 180 ! DEG! 29 ! 12 ! 120! BNR! ! !
! !FPA ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! 1.214.00 !FCU FLEX ! W 128 ! ˚C ! ! 7 ! 240! BNR! ! !
! !TO TEMP ! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.270.00 !FCU ATS ! ! ! ! 9 ! 60 ! DIS! ! !
! !DW ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/THR !Bit status 1! ! 13 ! ! ! ! ! !
! !ENGAGE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/THR !Bit status 1! ! 14 ! ! ! ! ! !
! !ACTIVE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !A/THR !Bit 13 = 1 ! ! ! ! ! ! ! !
! !ARMED !Bit 14 = 0 ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 15 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 16 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !INSTINCTIV!Bit status 1! ! 17 ! ! ! ! ! !
! !DISC ATS ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ATS SPD/ !Bit status 1! ! 18 ! ! ! ! ! !
! !MACH MODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MACH SEL !Bit status 1! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! !RETARD !Bit status 1! ! 20 ! ! ! ! ! !
! !MODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !THRUST !Bit status 1! ! 21 ! ! ! ! ! !
! !N1 MODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !THRUST !Bit status 1! ! 22 ! ! ! ! ! !
! !EPR MODE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ATS ALPHA !Bit status 1! ! 23 ! ! ! ! ! !
! !FLOOR ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 24 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 25 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 26 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 27 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 29 ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.271.00 !EIS DW1 ! ! ! ! 8 ! 120! DIS! ! !
! ! ! ! ! ! ! ! ! ! !
! !PA/INCHES !Bit status 1! ! 11 ! ! ! ! ! !
! !OF Hg. ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LOGIG "O" ! ! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 13 ! ! ! ! ! !
! ! ! ! ! TO ! ! ! ! ! !
! ! ! ! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LOGIC "O" ! ! ! 24 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SELECTOR !Bit status 1! ! 25 ! ! ! ! ! !
! !ON 10NM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ON 20NM ! ! ! ! ! ! ! ! !
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! ! ! ! ! ! ! ! ! ! !
! !ON 40NM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ON 80NM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ON 160NM ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SELECTOR !Bits 25 to ! ! ! ! ! ! ! !
! !ON 320NM !29 = 0 ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.272.00 !EIS DW2 ! ! ! ! 8 ! 120! DIS! ! !
! ! ! ! ! ! ! ! ! ! !
! !MODE PLAN !Bit status 1! ! 11 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MODE ARC !Bit status 1! ! 12 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !MODE ROSE !Bit status 1! ! 13 ! ! ! ! ! !
! !NAV ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !VOR ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ILS ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 16 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !P/B CSTR !Bit status 1! ! 17 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !P/B WPT !Bit status 1! ! 18 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !P/B VOR D !Bit status 1! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !P/B NDB !Bit status 1! ! 20 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !P/B ARPT !Bit status 1! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !P/B ILS !Bit status 1! ! 22 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! !P/B FD OFF!Bit status 1! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADF1 BRG !Bit status 1! ! 24 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ADF2 BRG !Bit status 1! ! 25 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !VOR1 BRG !Bit status 1! ! 26 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !VOR2 BRG !Bit status 1! ! 27 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !STD SEL !Bit status 1! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !QNH SEL !Bit status 1! ! 29 ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.273.00 !FCU DW2 ! ! ! ! 16 ! 60 ! DIS! ! !
! ! ! ! ! ! ! ! ! ! !
! !PUSH LAT !Bit status 1! ! 11 ! ! ! ! ! !
! !KNOB ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PULL LAT !Bit status 1! ! 12 ! ! ! ! ! !
! !KNOB ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !P/B LOC !Bit status 1! ! 13 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LAT SET !Bit status 1! ! 14 ! ! ! ! ! !
! !CHANGE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 15 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FCU 1 SEL !Bit status 1! ! 16 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FCU 2 SEL !Bit status 1! ! 17 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FCU 1 FAIL!Bit status 1! ! 18 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FCU 2 FAIL!Bit status 1! ! 19 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMGC 1 SEL!Bit status 1! ! 20 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FMGC 2 SEL!Bit status 1! ! 21 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !DATUM ADJ !Bit status 1! ! 22 ! ! ! ! ! !
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! !RIGHT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !LEFT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FCU 1 HLTY!Bit status 1! ! 24 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FCU 2 HLTY!Bit status 1! ! 25 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FD OFF !Bit status 1! ! 26 ! ! ! ! ! !
! !LEFT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !FD OFF !Bit status 1! ! 27 ! ! ! ! ! !
! !RIGHT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 29 ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.274.00 !FCU DW1 ! ! ! ! 18 ! 60 ! DIS! ! !
! ! ! ! ! ! ! ! ! ! !
! !PUSH SPD/ !Bit status 1! ! 11 ! ! ! ! ! !
! !MACH KNOB ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PULL SPD/ !Bit status 1! ! 12 ! ! ! ! ! !
! !MACH KNOB ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ALT SET !Bit status 1! ! 13 ! ! ! ! ! !
! !CHANGE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !V.PATH SET!Bit status 1! ! 14 ! ! ! ! ! !
! !CHANGE ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SET CHANGE! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PUSH VERT !Bit status 1! ! 16 ! ! ! ! ! !
! !PATH KNOB ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PUSH ALT !Bit status 1! ! 17 ! ! ! ! ! !
! !KNOB ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
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! !PULL ALT !Bit status 1! ! 18 ! ! ! ! ! !
! !KNOB ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !PULL VERT !Bit status 1! ! 19 ! ! ! ! ! !
! !PATH KNOB ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !(UNITS ! ! ! ! ! ! ! ! !
! ! METERS) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SWITCHING ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !EXPED P/B !Bit status 1! ! 22 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !APPR P/B !Bit status 1! ! 23 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !V/S - HDG !Bit status 1! ! 24 ! ! ! ! ! !
! !SELECT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !TRK - FPA !Bit status 1! ! 25 ! ! ! ! ! !
! !SELECT ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !(DOWN) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !(UP) ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !ALT P/B !Bit status 1! ! 28 ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! !
! !SPARE ! ! ! 29 ! ! ! ! ! !
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
! 1.343.00 !FCU N1 ! W 256 !%RPM! ! 14 ! 60 ! BNR! ! !
! !TARGET COM! ! ! ! ! ! ! ! !
-------------------------------------------------------------------------------
C. MCDU (Multipurpose Control and Display Unit)
(1) ARINC inputs
--------------------------------------------------------------------
NAME FROM REMARK
--------------------------------------------------------------------
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ONSIDE FMGC RCVR FMGC OWN
OFFSIDE FMGC RCVR FMGC OPP
MAINTENANCE RCVR CFDIU BUS1 to MCDU1 and BUS2 to MCDU2
ACARS (opt.) ACARS MU BUS1 to MCDU1 and BUS2 to MCDU2
AIDS DATA IN (opt.) DMU BUS to MCDU1&2
(2) ARINC outputs
-------------------------------------------------------------------
NAME TO REMARK
-------------------------------------------------------------------
MCDU TRANSMITTER FMGC OWN & OPP/CFDIU
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FAULT ISOLATION FUNCTION - PRINCIPLE - DESCRIPTION

AND OPERATION
** On A/C ALL
1. General
A. Line Maintenance
The line maintenance of the Automatic Flight System (AFS) is based on the use of the Fault Isolation and
Detection System (FIDS).
The system:
. detects, isolates and stores the AFS internal and external faults,
. initiates and performs the test after replacement of an AFS LRU,
. initiates and performs the availability test of the category III automatic landing function.
B. Characteristics of the AFS Maintenance System
A certain number of the AFS maintenance system characteristics are common to all the aircraft systems. These
characteristics are described in ATA Ref. 31-32-00 Centralized Fault Display Interface (CFDIU) and concern:
. The built-in test equipment (BITE) operating principle:
. Transmission of fault messages in normal mode
. Transmission of maintenance data in menu mode
. The operational use of the multipurpose control and display unit (MCDU) up to access to the AFS
REPORT/TEST page.
C. Safety
Special precautions were taken at the maintenance system design stage to ensure safety:
(1) at test level (LAND TEST, AFS TEST).
Each test request made via the MCDU is accepted only if certain conditions concerning the components
which perform the test are met:
. FIDS : The FIDS will only accept the test request if its ground condition is met (NOSE GEAR
PRESSED).
. LRUs UNDER TEST : The LRUs under test will only accept the test request if their own ground
conditions are met (NOSE GEAR PRESSED AND ENGINES STOPPED).
(2) The BITE and TEST software is only allowed to read the variables of the operational software.
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** On A/C ALL
(Ref. Fig. 22-91-00-13100-A - Component Location)

DOOR
1CA1 FMGC-1 83VU 127 22-83-34
1CA2 FMGC-2 84VU 128 22-83-34
2CA FCU 13VU 210 22-81-12
3CA1 MCDU-1 11VU 210 22-82-12
3CA2 MCDU-2 11VU 210 22-82-12
1CC1 FAC-1 83VU 127 22-66-34
1CC2 FAC-2 84VU 128 22-66-34
3CA3 MCDU-3 101VU 211 22-82-12
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** On A/C ALL
A. General
The system comprises:
. A FIDS card physically located in each Flight Augmentation Computer (FAC), only the card located in the
FAC1 is activated (by the SIDE 1 signal)
. The BITEs located in these various AFS computers:
. Flight Management and Guidance Computers (FMGCs 1 and 2) (COM, MON, FM)
. FACs 1 and 2 (COM, MON)
. Flight Control Unit (Channels 1 and 2)
. MCDUs 1 and 2.
B. Description
(Ref. Fig. 22-91-00-15100-A - Functional Block Diagram)
(1) FIDS card:
The FIDS card includes:
. a CPU (Microprocesseur and associated circuits),
. a memory module containing the application program,
. ARINC input/output circuits,
. discrete input/output circuits.
The FIDS serves as the SYSTEM BITE (maintenance data concentrator).
The FIDS is linked in acquisition and reception to the centralized fault-display interface-unit (CFDIU) and
is connected to 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 concerned.
It receives malfunction reports from the BITEs, manages these reports, and, if applicable, consolidates the
BITE diagnosis and generates a fault message which is sent to the CFDIU.
(2) AFS BITE
. The BITE is an electronic device (HARDWARE + SOFTWARE) located inside each AFS computer.
. Its main function is to detect, isolate and store the system failures in the non-volatile memories.
. There are different AFS BITE architectures:
* COM/MON with two level of analysis: FAC and FG
* single computer with one level of analysis: FM
* peripheral not linked to FIDS, monitored through corresponding computer: FCU (FG), MCDU (FM)
* FIDS which is monitored by the AFS computers (FAC/FG) and CFDS.
C. FIDS operation
The system has two fault detection and isolation modes:
. Normal mode (flight) :
The system stores the failure data relevant to the AFS in non-volatile memories and transmits these data to
the CFDIU.
. Menu mode (ground):
The system transmits a menu to the MCDU via the CFDIU.
(1) Normal mode
In normal mode, the AFS maintenance system ensures the following functions:
. fault detection
The fault is detected at the level of each computer BITE by constant monitoring of specific variables of
the operational software.
. fault isolation
The detection of a fault triggers an analytic process. This process identifies the LRU from which the
fault originates. This analysis is performed in two steps:
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1st step: A first analysis is made at the level of the computer which detected the fault.
This first step can itself be split into two phases at FAC and FG level (1st and 2nd phase analysis).
2nd step: A second analysis is made at FIDS level. This analysis is called the 3rd phase analysis.
. Storage of faults in the non-volatile memories.
The breakdown of these functions is shown on figures:

(Ref. Fig. 22-91-00-15800-A - Fault Detection - 1st and 2nd Phase Analysis)
(Ref. Fig. 22-91-00-15900-A - 3rd Phase Analysis (Update of CD))
To perform the functions described above, the system consecutively performs the following operations:
. Interpretation and execution of the CFDIU commands by the FIDS.
. Interpretation and execution of the FIDS commands by the FAC, FG and FM BITEs.
. Fault detection at the level of each AFS BITE.
. Transmission of maintenance data by the FCU BITE to the FG and by the MCDU BITE to the FM.
. Fault isolation, creation of fault contexts and memorization of these contexts by the FAC, FG and FM
BITEs.
. Transmission of the malfunction reports of the BITEs to the FIDS.
. Management and consolidation of the malfunction reports by the FIDS.
. Generation of a fault message from this consolidated diagnosis, which is sent to the CFDIU.
. Memorization of faults by the FIDS.
(a) Interpretation and execution of the CFDIU commands by the FIDS
1 The FIDS card, connected to the CFDIU in acquisition, receives from the CFDIU:
. A control word
. Various information:
* DATE
* UTC (Universal Time Coordinated)
* Aircraft identification
* Flight phase
2 Use of DATE, UTC and AIRCRAFT IDENTIFICATION and FLIGHT PHASE informations. These
informations are received by the FIDS from the CFDIU.
NOTE : If the DATE and UTC informations are not available, the FIDS will send out for these
datas:
. DATE: /3F
. UTC: 3FHFF
. The DATE and UTC informations are transmitted by the FIDS to the FAC, FG and FM
BITES in order to enhance their fault contexts.
. The AIRCRAFT IDENTIFICATION information is used by the FIDS for the LRU
IDENTIFICATION option (Ref. Menu Mode)
. The FLIGHT PHASE information is used at two levels:
* It is transmitted to the FAC, FG and FM BITEs by means of the command. These BITEs
use this information to manage the memory areas where the fault contexts are stored (ground
area, flight area).
* It is used by the FIDS which, during detection of flight phase change, activates a
consolidation process for the fault diagnosis sent by the BITEs (Ref. 3rd phase analysis).
3 Emergency operation in case of CFDIU failure or absence
. The FIDS detects CFDIU failure or absence by detecting non-refresh of the control word.
. In this case, it uses for operation the GROUND/FLIGHT information given by the wired
discrete NOSE GEAR PRESD which it receives directly:
* on the ground : the FIDS sends a command to the BITEs requesting them not to record any
more internal or external faults.
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* in flight : the FIDS sends the command DC1 to the BITEs (Ref. previous table).
(b) Interpretation and execution of the FIDS commands by the FAC, FG and FM BITEs
1 Each BITE
FAC 1 COM
FAC 1 MON
FAC 2 COM
FAC 2 MON
FG1 COM
FG1 MON
FG2 COM
FG2 MON
FM1
FM2
receives from the FIDS: - a control word
- Date, UTC.
2 Interpretation and execution of the commands in the ground or flight area
Each BITE stores a certain quantity of fault information (Ref. fault context) in the non-volatile
memories.
These memories are split into several areas:
. Ground area: this area is capable of storing 3 faults and their context. It is cleared at each
ground/flight transition.
. Flight area: this area is capable of storing 30 faults and their context.
When the memories are full, the first-in fault is eliminated first.
Each BITE executes these FIDS commands:
. No fault recording
. Fault recording in ground area
. Fault recording in flight area
. Fault confirmation request (Ref. 3rd phase analysis)
. Triggering variable re-initialization request (Ref. Fault Detection).
3 Use of DATE and UTC information
This information is used by the BITEs to enhance their fault contexts.
4 Emergency operation in case of inoperative FIDS.
. The BITEs detect absence or failure of the FIDS by detecting non-refresh of the control
labels.
. In this case, each BITE operates by using the ground/flight information given by the wired
discrete NOSE GEAR PRESD which each FAC and FMGC receives directly.
* on the ground : BITEs do not record faults.
* in flight : BITEs record faults in flight area.
(c) Fault detection at each BITE of the AFS
1 FAC, FG and FM BITEs
. Event trigger
A triggering event detected by the BITE function of a computer corresponds to a change in
state of a functional variable of the application software of this computer.
This event triggers a fault isolation and storage process.
In order not to report to the CFDIU too many transitory events which have no cockpit effect,
the status change of each monitored variable must have a duration greater than a
predetermined failure confirmation time.
Re-initialization purpose :
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In order to allow failure storage after CFDS phase change when the monitoring is extended
(for example when changing from ground scanning to flight one, the AFS external failures
must start to be monitored), the triggering variable detection within each BITE is reinitialised
upon FIDS request. This allows to detect a failure already present before a phase change.
(Ref. Fig. 22-91-00-15600-A - Fault Detection)

. Hierarchical configuration of the triggering events (only for FAC and FG)
In order to trigger the fault isolation process, the BITE permanently scans a certain number of
functional variables. These variables are hierarchically configured in order to take into account
only the event with highest priority in the application software functional sense, i.e. the event
whose appearance may cause other events.
2 MCDU BITE
The MCDU performs the following tests:
. Processor test,
. RAM test,
. EPROM test,
. EEPROM test,
. Video monitoring,
. Background monitoring.
The RDY 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.
If a failure is found, the FAIL annunciator comes on and the MCDU FAIL discrete output is set
from ground to open circuit.
3 FCU BITE
The FCU BITE continuously computes the maintenance status of both FCU channels.
Consequently, the essential information is crossed between the FCU channel 1 and the FCU
channel 2. The results of this monitoring are loaded in the BITE memory.
(d) Transmission of maintenance data by the MCDU and FCU BITE
1 MCDU
The MCDU continuously sends to the FG an MCDU HLTY discrete signal relevant to its state.
2 FCU
The FCU continuously sends to the FG a maintenance label and an FCU HLTY discrete signal
both relevants to its state.
(e) Fault isolation at FAC, FG and FM BITE level
When a fault is detected, the system consecutively performs the following operations:
. Takes the snapshot and performs acquisition of the MCDU and FCU maintenance data
. Analyzes
Fault isolation is performed first at the level of the FAC, FG and FM BITEs then at FIDS level.
For isolation, these BITEs use the snapshots for internal variables and also use for the MCDU and
FCU the maintenance words received respectively by FM and FG.
1 FAC, FG and FM snapshots
. The snapshot contains the state (0 or 1) of a certain number of application software
functional variables (a maximum of 76).
. Each time a trigger event is detected, a snapshot is taken.
. The snapshot is specific to the triggering event.
. The snapshot contains the data enabling the system to analyse the fault and isolate the faulty
LRU(s).
. Snapshots are displayed within TSD (trouble shooting data) in menu mode (words W1 to
W5).
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2 The information transmitted by the FCU and the MCDU is considered by the FG and FM BITEs
as ordinary snapshots.
3 Analysis
(Ref. Fig. 22-91-00-15800-A - Fault Detection - 1st and 2nd Phase Analysis)
4 Analysis (FAC, FG (COMMAND and MONITOR), and FM BITE levels)
a1 st phase analysis
(Ref. Fig. 22-91-00-15700-A - 1st Phase Analysis - FAC, FG and FM BITE levels)
The 1st phase analysis is made by the side of the computer which detected the triggering
event.
The result of this analysis is named RESANAC (result of analysis in COM lane) or
RESANAM (result of analysis in MON lane).
Composition is as follows:
-----------------------------------------------------------------
! ! ! !
! TYPE / SYMETRY CODE ! ERROR CODE ! EVENT !
! ! ! !
-----------------------------------------------------------------
. Event: triggering event
. Error code: calculated from the state of the variables of the snapshot and, if applicable,
the maintenance word transmitted by the FCU.
. Type/symetry code
Type: Area where fault context is recorded (ground, flight, AFS TEST, LAND TEST).
Symetry: coded to 1 when the failure must be symmetrical i.e. detected by both sides of
the computer. In this case, an additional analysis is made at the computer command side
(2nd phase analysis).
The RESANAM is transmitted to the COMMAND side if the fault was detected on the
MONITOR side (not available for FM BITE analysis).
b 2nd phase analysis (not available for FM BITE analysis)
The second phase analysis is made by the COMMAND side of the computer following a
triggering event. It is triggered on reception of a RESANAC or a RESANAM.
The 2nd phase analysis computes:
. A RESANA (result of analysis of the second phase in lane COM) which has the same
composition as the RESANAC or the RESANAM and is displayed within TSD in menu
mode (C/M result of analysis).
. Two codes, CLRU1 and CLRU2, which designate two LRUs suspected as being the origin
of the analyzed fault.
CLRU1 is allocated to the LRU with the higher probability of failure.
The general computation principle is as follows:

. The 2nd phase analysis is only performed if RESANA C or M, computed by the 1st phase
analysis, comprises a bit S coded to 1 (Ref. RESANA composition).
. If this analysis is effective, a 2 second correlation window is opened to take into account,
if applicable, the result of the 1st phase analysis transmitted by the other part of the
computer.
If the fault is correlated, bit CD=0, the 3rd phase analysis will not be made at FIDS level
(CD = Correlation Demand).
If not, bit CD=1 when fault isolation cannot be performed at the level of the computer
which detected the fault, then an additional analysis is made at FIDS level (3rd phase
analysis).
. The LRU failure codes are computed from RESANA or RESANAC and RESANAM.
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(f) Creation and save of the fault context in the BITE memories
. Composition of the fault context:
-------------------------------------------------------------------------------
! NFIDS ! NLRU !
!-----------------------------------------------------------------------------!
! FLIGHT LEG !
!-----------------------------------------------------------------------------!
! UTC !
!-----------------------------------------------------------------------------!
! DATE !
!-----------------------------------------------------------------------------!
! RESANA !
!-----------------------------------------------------------------------------!
! RESANAC (not available for FM BITE) !
!-----------------------------------------------------------------------------!
! RESANAM (not available for FM BITE) !
!-----------------------------------------------------------------------------!
! SNAPSHOT (80 variables displayed in five 16-bit words: W1, W2, W3, W4, W5) !
-------------------------------------------------------------------------------
* NFIDS: Number generated by the FIDS to manage the fault context
* NLRU: Fault number
* FLIGHT LEG
* UTC
* DATE
* RESANA: filled in from COMMAND side only
* RESANAC: filled in from COMMAND side only
* RESANAM: filled in from MONITOR side and recopied on COMMAND side
* Snapshot
. Make-up of the fault context
* All information, except for NFIDS, making up the fault context is stored in the context at the
end of the analysis at BITE level.
* As the NFIDS is generated by the FIDS, this fault context area is only filled in after reception,
by the FIDS, of a malfunction report sent by the COMMAND side of the FAC or the FG, which
detected the failure, or by the FM.
* For the FM, RESANAC and RESANAM areas do not exist.
. Save of fault context.
This context is saved in the non-volatile memories.
(g) Creation and transmission of the anomaly report
* At the end of the analysis, a malfunction report is sent to the FIDS by the computer which detected
the fault.
* This malfunction report is composed of the RESANA (C/M result of analysis within TSD) and the
two LRU codes (described above) corresponding to the suspected LRUs.
------------------------------------------------------
! !
! RESANA !
! !
!-----------------------!----------------------------!
! LRU 2 CODE ! LRU 1 CODE !
------------------------------------------------------
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(h) Management of the malfunction reports by the FIDS
1 On reception of a malfunction report, the FIDS generates and sends, to the BITE of the computer
which recorded the fault, either a clearing command if the failure occurs within a phase in which
the storage of the failure is not required, or an NFIDS management number. This number will be
used to retreive the fault. The FIDS then records this malfunction report in the non-volatile
memories.
2 Management of identical malfunction reports:
. 2 malfunction reports are considered as identical when the following three conditions are met:
. their two error code areas are identical
. they come from the same computer
. they occurred during the same flight.
In this case, only the first malfunction report received by the FIDS is recorded and each time
a new identical malfunction report is received, an event counter, linked to the recorded report,
is incremented (from 1 to 4).
(Ref. Fig. 22-91-00-15900-A - 3rd Phase Analysis (Update of CD))
(i) Consolidation of the malfunction reports by the FIDS, 3rd phase analysis
1 The FIDS sends to the CFDIU a message comprising:
. an initial word including the following information:
. OF (Origin of the Failure): set to 1 when the fault is internal to the AFS system
. FW (Failure Witness): set to 1 as long as fault is present
. CFF (Current Fault Flag): set to 1 as long as the system is affected by at least one internal
or external fault
. BHF (BITE History Flag): Set to 1 as soon as the BITE memory is loaded by the detection
of an internal or external failure on the last 63 flights.
. a text of 30 characters making up the fault message displayed on the MCDU.
2 The FIDS consolidates the malfunction reports of the various BITEs during the 3rd phase analysis,
and generates the various information which make up the fault messages.
3 General principle of the 3rd phase analysis:
. Update of Failure Witness (FW)
FW allows the FIDS to correlate present faults between two computers when one has
obtained a non-coherent result of analysis between COM and MON (second phase of
analysis).
This analysis is triggered at each flight phase change.
When the malfunction is recorded in the FIDS, FW is set to 1.
For each malfunction report recorded with FW = 1, the FIDS in 3rd phase analysis mode
interrogates the BITE which sent the malfunction to know if the malfunction which initiated
the taking of the snapshot is still present.
If yes, FW remains at 1, if not FW is set to 0.
When the source of the malfunction has disappeared, the BITE is again authorized to take a
new snapshot.
Reappearance of the malfunction causes transmission of a malfunction report identical to the
one recorded in the FIDS, and forces relevant FW to 1.
This analysis permits to update the OCCURRENCE OF THE FAILURE information.
When the failure is not present at last-flight phase change, the FIDS adds the RTOK
(RETEST OK) text at the end of the message.
At each area change, the FIDS sends a command of triggering variable re-initialization to the
BITEs. In this case, the failure is dated (UTC
. Update of Correlation Demand (CD)
CD is a request from dual lane BITE (FAC/FG) emitted when the second phase result of
analysis is not coherent between COM and MON lanes (symetric fault not seen).
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This analysis is triggered at each reception of a new fault report with CD = 1 by the FIDS.
For a given malfunction report, CD is normally given by the 2nd phase analysis in the
computer and accompanies the error code.
For each malfunction report (RA) received with FW = 1 and CD = 1, the FIDS, in 3rd phase
analysis mode, interrogates its context table in order to correlate this malfunction report:
. with another malfunction report
. with FW = 1, CD = 0 and indicating same faulty LRU.
If correlation is possible, CD of RAa changes to 0.
If correlation is negative, RAa is checked to see if it has declared another LRU as faulty under
second probability. If this is the case, a correlation is made as described above. If correlation is
possible, CD of RAa changes to 0 and the LRU concerned becomes the first probable cause of
failure. If not, CD remains at 1.
. Update of OF: set when 3rd phase analysis has diagnosed an internal or external LRU failure.
. Update of CFF and BHF: these items of information are set by the 3rd phase analysis in
accordance with the presence or not of at least 1 failure detected by the system on the
current flight or previous flights.
. Generation of failure text:
The 3rd phase analysis computes two error codes, CLRU1 and CLRU2, corresponding to the
two LRUs suspected as being the origin of the analyzed failure. The codes are planted in
decreasing failure probability order.
The final fault message is generated from the LRU code with highest failure probability.
(j) Memorization of failures by FIDS
For a given failure, the FIDS memorizes the following information:
. NFIDS
. Fault message
. RESANA, RESANAC and RESANAM
. DATE
. UTC
. OCCURRENCE OF THE FAILURE
. FAIL NUMBER (FAIL NO)
Part of this information is displayed on the MCDU in menu mode.
(2) Menu Mode
(a) General
1 The menu mode is relevant to a specific operation enabled only on the ground. It is based on an
interactive dialogue between the FIDS and the MCDU.
As the principle of this dialogue is common to all the systems which dialogue with the MCDU, it
will not be described in detail in this document. For further details, refer to ATA Ref 31-32-00
(Menu mode and pseudo-menu mode).
The functions of the system in menu mode are:
. Generation of pages:
. MAIN MENU
. LAST LEG REPORT
. PREVIOUS LEG REPORT
. TROUBLE SHOOTING DATA
. GROUND SCAN
. LRU IDENTIFICATION
. LAND TEST
. AFS TEST
. WINDSHEAR TEST (if windshear function activated).
. Execution of the various options described previously.
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2 Operation: access to main menu, chaining of the various pages are described in para G. All the
pages presented by the MCDU are generated by the FIDS.
(b) Main menu
(Ref. Fig. 22-91-00-16100-A - AFS - MAIN MENU Page)
1 The MAIN MENU page is shown on figure. It gives the various options available in menu mode.
(c) Description of Main Menu option operation
1 LAST LEG REPORT
(Ref. Fig. 22-91-00-16200-A - LAST LEG and PREVIOUS LEG REPORTS/TSD Pages)
. This function gives on the ground only, the internal and external failure messages recorded
during the last flight.
. Information presented:
. FLIGHT LEG: The FLIGHT LEG number is always at blank for failures relevant to last flight
. DATE, UTC when failure was detected or taken into account
. FAULT REPORT: fault message (identical to the message transmitted in normal mode)
. ATA: ATA reference of LRU given as faulty
. ISSUED BY: computer which originated the Fault message (e.g. : FAC1C, FAC2C/M, etc.)
. FAIL NO: Number of presented fault. This counter is reset at the start of each flight phase.
The first fault presented is the fault which occurred last during the last flight.
. OCCURENCE: Number of times when the same failure occurs.
. Access to the following failure is made by pushing the NEXT PAGE key on the MCDU
. In addition, one of the main menu options:
TROUBLESHOOTING DATA is directly accessible from this function.
2 PREVIOUS LEG REPORT
. This function presents, on the ground only, the internal and external fault messages which
appeared during the 64 previous flights. This memo is the sum of the LAST LEG REPORT
memos of several flights.
. Information presented
The information presented is identical to that presented in the LAST LEG REPORT except
that:
FLIGHT LEG: The counter is incremented at each ground/ flight changeover.
FAIL NO: Fault number presented for a given FLIGHT LEG.
. The first fault presented corresponds to the last fault which occurred during the previous
flights.
3 TROUBLESHOOTING DATA
. This function presents, on the ground only, additional information relevant to the faults.
This page is established from the fault context recorded in the BITE non-volatile memories:
. DATE, UTC, Flight Leg
. COM (RESANAC), MON (RESANAM) and C/M (RESANA)
. Snapshot data (W1, W2, W3, W4 and W5)
. This function can be accessed from two levels:
a From the main menu:
. On selection of the TROUBLE SHOOTING DATA option, the FIDS generates a page for
selecting the BITE that the operator wishes to examine.
. When the BITE has been selected, the FIDS presents the content of the memories of this
BITE starting by the most recent fault. The following faults are accessible by pushing the
NEXT PAGE key on the MCDU.
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b From the LAST LEG REPORT, PREVIOUS LEG REPORT, GROUND SCAN, LAND TEST
and AFS TEST options:
On selection of the TROUBLE SHOOTING DATA option, the FIDS directly presents the
context of the fault which is being displayed.
4 GROUND SCAN
(Ref. Fig. 22-91-00-16400-A - MCDU Pages MAIN MENU and Ground Scan Options)
. Access to the GROUND SCAN function
This function is accessible from the MCDU when the system is in menu mode (when the
aircraft is on the ground).
The following three functions can be accessed when the AFS /GROUND SCAN page is
displayed:
- GROUND REPORT
- PRESENT FAILURES SCAN
- PROGRAM (if active).
The line key adjacent to the RETURN indication enables selection of the previous menu page.
. GROUND REPORT function
This function enables the failures recorded in the ground area of the FIDS memory to be
displayed.
As this memory is capable of storing three contexts, the three most recent failures can be
displayed, the oldest contexts being eliminated.
The content of the ground area is erased during computer power up and engine start (NULL
to DC2).
The failures memorized and visible in the GROUND REPORT are the ones which occurred
after the last ground area initialization.
Two types of content can be displayed:
* Only the internal failures that occured on ground are normally displayed by the GROUND
REPORT function.
* After selection of the PRESENT FAILURES SCAN function (Ref. para. PRESENT
FAILURES SCAN function) all internal and external failures (considering a limit of three
contexts) found during this operation are seen in this report. As selection of the PRESENT
FAILURES SCAN function erases the content of the ground area, it is highly recommended,
prior to this selection, to display this content using the GROUND REPORT function.
Failures are presented with the following data:
- the flight counter (-00) which indicates that the failure occurred on the ground
- the ATA reference and associated message
- the computer which identified the failure.
Additional information can be obtained by selecting the TROUBLE SHOOTING DATA item
(push action on the line key adjacent to the TROUBLE SHOOTING DATA indication). The
procedure and the displayed content are similar to the LAST LEG REPORT and PREVIOUS
LEGS REPORT.
. PRESENT FAILURES SCAN function
(GROUND SCANNING)
This function is used to isolate failures present when the function is selected. Therefore an
inhibited failure will not be announced. Once the function is activated (push action on the line
key adjacent to the PRESENT FAILURES SCAN indication), a wait message is displayed for
40s while the system isolates the present failures.
After this time, the messages are displayed on the GROUND REPORT page. A maximum of
three failures, internal or external, present at that time, can be displayed.
NOTE : As soon as the PRESENT FAILURES SCAN function is selected, the ground contexts
previously recorded are erased and thus definitively lost.
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Each processor (e.g.:FMGC1 COM or FAC2 MON) can announce one failure only (the
failure with the highest priority). If two failures are present at the same time, N˚.1 has to
be solved first so that the concerned processor can announce N˚.2 in a second PRESENT
FAILURES SCAN report.
The FIDS include a PROGRAM menu. When this menu is activated it allows to obtain
more engineering messages (not useful at maintenance level).
5 LRU IDENTIFICATION
(Ref. Fig. 22-91-00-16300-B - LRU Identification Pages)
. This function presents, on the ground only, the PART NUMBER of the FACs and the
FMGCs.
. The page also gives the AIRCRAFT IDENTIFICATION.
NOTE : The LRU IDENT can be obtained after the power-up test only. This data is available after
energization of the FAC and the FMGC as follows:
. for the FAC, after more than 90 seconds
. for the FMGC, after more than 120 seconds.
6 AFS TEST, LAND TEST : these two options and their operation are described in ATA REFs
22-96-00 and 22-97-00 respectively.
(3) Transmission of FLIGHT NUMBER and CITY PAIR Information
The FIDS acquires the following information from FMGC1 on line A:
. FLIGHT NUMBER Label 233, 234, 235, 236
. CITY PAIR Label 040, 041, 042
and transmits this information without check or modification to the CFDIU (parity check is performed).
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** On A/C ALL
4. FIDS Power Supply
. The FIDS card is located in the FAC, on the COMMAND side.
. The COMMAND side of the FAC and the FIDS have a common power supply.
. The characteristics of this electrical power supply are described in ATA Ref. 22-67-00: Electrical and Hydraulic
Power Supply (FAC).
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** On A/C ALL
5. FIDS Interface
A. ARINC Inputs/Outputs
* ARINC inputs
FAC OWN (HS)
FAC OPP (HS)
FMGC OWN A (HS)
FMGC OPP A (HS)
CFDIU (LS)
* ARINC outputs
FAC OWN COM and MON
CFDIU
NOTE : The ARINC outputs are looped back for test during the safety tests.
B. Discrete Inputs/Outputs
* Discrete inputs
SIDE 1 : ground = side 1
ATER Q : request for automatic test
LPF : Long Power Fail delivered by the COM power supply card of the FAC
TEST REQUEST : request for safety tests
NOSE GEAR OWN PRESD : ground condition
POWER FAIL : delivered by the COM power supply card of the FAC
IT POWER DOWN : delivered by the COM power supply card of the FAC
* Discrete outputs
FIDS OWN HLTY (Ref. para Safety Tests)
ATERDY : Response to automatic test request.
C. FIDS - BITE Interface
(Ref. Fig. 22-91-00-19600-A - FIDS - BITE Interface)
. The CFDIU sends a control word (label 227) in compliance with ABD018 on its FIDS bus.
. The FIDS sends control words 354, 355, 352 and 353 to FAC1, FAC2, FMGC1 and FMGC2 respectively on
its FAC1 bus.
Words 355, 352 and 353 are transmitted via the FAC1 general bus.
. Each FAC and FMGC transmits words 350 and 351, either spontaneously during transmission of a
malfunction report, or after a FIDS command.
. Finally, the FIDS transmits a message on word 356 to the CFDIU.
D. Interface with FMGC1
The FMGC1 transmits labels 040, 041, 042 (CITY PAIR) and 233, 234, 235 and 236 (FLIGHT NUMBER) to
the FIDS. The FIDS transmits this information to the CFDIU.
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** On A/C ALL
6. Operation
A. General
(1) Normal Mode
The use of the system in normal mode is described in ATA REF 31-32-00.
(2) Menu Mode
. Access to the main menu of the FIDS: chaining of the operations enabling display of this menu is
described in figure:
(Ref. Fig. 22-91-00-21700-A - Menu Chaining)
. Operating principle:
Chaining of the various pages of the menu mode is described in figure
(Ref. Fig. 22-91-00-16100-A - AFS - MAIN MENU Page)
The following pages show an example of LAST LEG REPORT utilization.
The utilization principle is the same for the other options of the menu because the displayed data are the
same.
. Example of LAST LEG REPORT utilization
(Ref. Fig. 22-91-00-21800-A - Example of LAST LEG REPORT Utilization (1))
These figures describe the access to the last flight failures.
. Example of LAST LEG REPORT utilization
This figure describes the elements associated with a given failure.
A snapshot must not be used at the maintenance level because the analysis of the snapshot requires a
high engineering level.
Message: ADIRU 1
Failure issued by: FAC 1 COM
RESANA: * Type/symetry: 7 ; flight and symetry
* Error code: 17 ; IRS OWN F/W
* EVENT: 6 ; monitoring of peripherals
Snapshot utilization (vendor only):
Word 1: bit 8 = 0 ; IRS OWN NOT VALID
Word 2: bit 13 = 0 ; IRS OWN ACQ NOT HLTY
Failure of IRS 1 acquisition by the FAC 1
B. List of LRUs Covered by the FIDS
All the internal and external LRUs covered by the FIDS are listed in the table below:
(1) List of Internal AFS LRUs
-------------------------------------------------------------------------------
!ATA REF. ! LRU ! FIN !
!----------------------!---------------------------------!--------------------!
!22-66-34 ! FAC1 ! 1CC1 !
!22-66-34 ! FAC2 ! 1CC2 !
!22-83-34 ! FMGC1 ! 1CA1 !
!22-83-34 ! FMGC2 ! 1CA2 !
!22-81-12 ! FCU ! 2CA !
!22-82-12 ! MCDU1 ! 3CA1 !
!22-82-12 ! MCDU2 ! 3CA2 !
!27-26-51 ! YAW ACTUATOR 1 ! 3CC1 !
!27-26-51 ! YAW ACTUATOR 2 ! 3CC2 !
!27-22-51 ! RUDDER TRIM ACTUATOR ! 10CC !
!27-23-51 ! RTL ACTUATOR ! 4CC !
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!27-26-17 ! YAW DAMPER POS XDCR UNIT ! 2CC !
!27-92-41 ! TAKE OVER CPT ! 8CE1 !
!27-92-41 ! TAKE OVER FO ! 8CE2 !
!76-11-17 ! A/THR INSTINCTIVE DISCONNECT CPT! 7CA1 !
!76-11-17 ! A/THR INSTINCTIVE DISCONNECT FO ! 7CA2 !
!22-62-12/27-62-00 ! RUDDER TRIM RESET SWITCH ! 8CC !
!22-62-11/27-62-00 ! RUDDER TRIM CONTROL SWITCH ! 9CC !
!22-62-21 ! RUDDER TRIM INDICATOR ! 17CC !
!22-65-00 ! FAC1 PUSH BUTTON SWITCH ! 12CC1 !
!22-65-00 ! FAC2 PUSH BUTTON SWITCH ! 12CC2 !
------------------------------------------------------------------------------!
(2) List of External AFS LRUs
-----------------------------------------------------------------------------
!ATA REF. ! LRU ! FIN ! NOTE !
!----------------------!---------------------------!----------------!-------!
!31-21-21 ! CLOCK ! 2FS ! !
!34-36-31 ! ILS 1 ! 2RT1 ! !
!34-36-31 ! ILS 2 ! 2RT2 ! !
!34-51-33 ! DME 1 ! 2SD1 ! !
!34-51-33 ! DME 2 ! 2SD2 ! !
!34-55-31 ! VOR 1 ! 3RS1 ! !
!34-55-31 ! VOR 2 ! 3RS2 ! !
!34-12-34 ! ADIRU 1 ! 1FP1 ! !
!34-12-34 ! ADIRU 2 ! 1FP2 ! !
!34-12-34 ! ADIRU 3 ! 1FP3 ! !
!73-21-60/73-22-34 ! ECU 1/EEC 1 ! 4000 KS (Eng 1)! !
!73-21-60/73-22-34 ! ECU 2/EEC 2 ! 4000 KS (Eng 2)! !
!34-42-33 ! R/A 1 ! 2SA1 ! !
!34-42-33 ! R/A 2 ! 2SA2 ! !
!23-24-34 ! ACARS (FP) ! 1RB ! !
!32-31-71 ! LGCIU 1 ! 5GA1 ! !
!32-31-71 ! LGCIU 2 ! 5GA2 ! !
!28-42-34 ! FQIC ! 3QT ! !
!27-93-34 ! ELAC 1 ! 2CE1 ! !
!27-93-34 ! ELAC 2 ! 2CE2 ! !
!27-51-34 ! SFCC1 ! 21CV ! !
!27-51-34 ! SFCC2 ! 22CV ! !
!31-44-34 ! WEIGHT & BALANCE (FP) ! 1GT1, 1GT2 ! !
!31-35-22 ! PRINTER (FP) ! 4TW ! !
!34-48-34 ! GPWC ! 1WZ ! !
!31-32-34 ! CFDIU ! 1TW ! !
!31-63-34 ! DMC1 (PFD OWN VALID) ! 1WT1 ! * !
!31-63-34 ! DMC2 (PFD OPP VALID) ! 1WT2 ! * !
!31-53-34 ! FWC1 (FWC OWN VALID) ! 1WW1 ! * !
!31-53-34 ! FWC2 (FWC OPP VALID) ! 1WW2 ! * !
!32-42-34 ! BSCUA (BSCUA HLTY) ! 10GG ! * !
!32-42-34 ! BSCUB (BSCUB HLTY) ! 10GG ! * !
!24-22-55 ! 28V DC PWR SUPPLY SPLIT ! 11XU1, 11XU2 ! !
!29-32-12 ! HYD PRESS SWITCH (YELLOW) ! 3151GN ! !
!29-32-12 ! HYD PRESS SWITCH (GREEN) ! 1151GN ! !
!34-11-00 ! AIR DATA SWITCH ! 15FP ! !
!34-11-00 ! ATTITUDE SWITCH ! 13FP ! !
KNA Page 17
22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
-----------------------------------------------------------------------------
* Discrete signal from a computer
FP : FULL PROVISION SP : SPACE PROVISION
KNA Page 18
22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
7. Safety Tests
. The following tests are performed automatically in the FIDS card on the ground after prolonged power supply
cutoff (>4s).
. Memory module checksum test
. CPU RAM test
. ARINC RAM test
. ARINC EEPROM test
. ARINC OUTPUT test by looping:
* For FIDS to CFDIU, the test is performed on label 356
* For FIDS to FAC, the test is performed on label 354.
. In addition, the CPU card performs a SLOT test after each reset (card identifier)
. Total duration of these tests is approximately 15 seconds.
. Test results:
* If all the tests are correct, the FIDS sets its FIDS HEALTHY discrete output to 1 and performs its SYSTEM
BITE function (for FAC1 only)
* If one of the tests is incorrect, the FIDS sets FIDS HEALTHY to 0 and repeats the tests.
. For all the other energization cases, FIDS HEALTHY is set to 1.
. Specific case of FAC2: The CPU card permanently performs the power rise tests and sets its FIDS HEALTHY
discrete output to 1. If this card is faulty, a malfunction report delivered by the FAC2 declares the fault.
KNA Page 19
22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
B B
B
A
C
82
VU 81VU
84 1CA2 1CC2 1CC1 1CA1

VU 83VU
86 3CA1, 2, 3*
VU 85VU (* IF FITTED)
88VU 87VU
N_MM_229100_0_AAM0_01_00

Component Location 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
A: FAULT DETECTION FIDS COMMAND TO FAC 2 FMGC 1/2

B: FAULT ISOLATION
C: FAULT MEMORIZATION UTC, DATE
(A + B + C) (A − B + C)
COM COM
FIDS
COMMAND
(A + B + C) TO FAC 1/2 (A + B + C)
FMGC 1/2
MON MON
FAC 1 ANOMALY REPORT FAC 2

CFDIU COMMANDS FAC 2 ANOMALY REPORT
FAILURE MESSAGES
(A + B + C)
FMGC 2 ANOMALY REPORT
MCDU° CFDIU
FMGC 1 ANOMALY REPORT
FIDS
FAC 1
° MCDU 1 & 2(BASIC) OR
MCDU 2 & 3(WHEN MCDU 3 IS FITTED)
(A + B + C) (A + B + C)
(A) FG MON FG MON
MAINTENANCE LABEL MAINTENANCE LABEL

(A) (A + B + C) (A + B − C)
MCDU 2 DISCRETE SIGNAL: MAINTENANCE LABEL
FG COM FCU RLTY FCU RLTY FG COM
MCDU 1
(A + B + C) (A) (A) (A + B + C)
FM FCU 1 FCU 2 FM
FMGC 1 FCU FMGC 2

DISCRETE DISCRETE
SIGNAL: SIGNAL:
MCDU HLTY MCDU HLTY
MAINTENANCE LABEL
MAINTENANCE LABEL
N_MM_229100_0_ACM0_01_00

Functional Block Diagram 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
t1 t3 t6 t7
LEG X−1 LEG X LEG X+1
FLIGHT AREA GROUND AREA FLIGHT AREA GROUND AREA FLIGHT AREA
DC1 NULL DC2 DC1 NULL DC2 DC1

t0
2
t2
t4
3
4
t5
5
CASE 1 INTERNAL FAILURE OCCURED AT TO AND STILL PRESENT AT T1,

1) IN GROUND AREA
STORED OF LEG X−1 WITH AND TRANSMITTED TO CFDIU AT T1.
UTC=T0
2) IN FLIGHT AREA
OF LEG X WITH
UTC=T1
CASE 2 EXTERNAL FAILURE OCCURED AT TO AND STILL PRESENT AT T3,
1) IN GROUND AREA OF
LEG X−1 WITH UTC=T0
IF GND SCAN OPTION AND TRANSMITTED TO CFDIU AT T3.
STORED
IS ACTIVE
2) IN FLIGHT AREA OF
LEG X WITH UTC=T3
CASE 3 EXTERNAL FAILURE OCCURED AT T2 AND STILL PRESENT AT T3,STORED
IN FLIGHT AREA OF LEG X WITH UTC=T3
AND TRANSMITTED TO CFDIU AT T3.
CASE 4 INTERNAL FAILURE OCCURED AT T4 AND STILL PRESENT AT T6,
LEG X WITH UTC=T4
STORED AND TRANSMITTED TO CFDIU AT T4
2) IN FLIGHT AREA OF AND T6.
LEG X+1 WITH UTC=T6
CASE 5 EXTERNAL FAILURE OCCURED AT T5 AND STILL PRESENT AT T7,
LEG X WITH UTC=T5
STORED AND TRANSMITTED TO CFDIU AT T5
2) IN FLIGHT AREA OF AND T7.
LEG X+1 WITH UTC=T7
N_MM_229100_0_ADM0_01_00

Fault Detection 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
COM (RESANAC)
MOM (RESANAM)
C/M (RESANA)
FOUR CHARACTER HEX CODE

F F F F
EVENT CODE
ERROR CODE
FAULT REPORTING
SYMETRY
TYPE TYPE CODE

00 LRU TEST
01 LAND TEST
10 GROUND
11 FLIGHT
TYPE/SYMETRY CODE
TYPE NO SYMETRY SYMETRY
LRU TEST 0 1
LAND TEST 2 3
GROUND 4 5
FLIGHT 6 7
N_MM_229100_0_AFM0_01_00

1st Phase Analysis - FAC, FG and FM BITE levels 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
EVENT EVENT
DETECTION DETECTION
SNAPSHOT SNAPSHOT
COMMAND MONITOR
CHANNEL CHANNEL
ANALYSIS ANALYSIS
(1ST PHASE) (1ST PHASE)
SYNTHESIS
RESULT
OF COMMAND
SENT TO
AND MONITOR
COMMAND
ANALYSIS
CHANNEL
(2ND PHASE)
RESULT
AND SNAPSHOT
RESULTS IN CONTEXT
AND SNAPSHOTS TABLE
IN CONTEXT
TABLE
NON VOLATILE MEMORY
NON VOLATILE MEMORY
RESULT OF
ANALYSIS
SENT TO FIDS
COMMAND CHANNEL MONITORING CHANNEL
N_MM_229100_0_AEM0_01_00

Fault Detection - 1st and 2nd Phase Analysis 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
3RD PHASE ANALYSIS

(CD UPDATE)
RECEPTION OF A
NEW FAULT REPORT
YES
NO
CD = 1 ?
YES
CORRELATION WITH A NO
PREVIOUS FAULT REPORT
WITH CD = 1 ?
YES
CD = 1
MESSAGE GENERATION
N_MM_229100_0_ANM0_01_00

3rd Phase Analysis (Update of CD) 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
<
<
<
< >
REF 22−96−00 < > REF 22−97−00
< > REF 22−64−00 *
(* IF WINDSHEAR OPTION ACTIVATED)
N_MM_229100_0_BAM0_01_00

AFS - MAIN MENU Page 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
<
<
<
<
< >
< >
<
< >
< >
< >
< >
< >
<
(2ND PAGE)
< >
N_MM_229100_0_BQM0_01_00

LAST LEG and PREVIOUS LEG REPORTS/TSD Pages 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
>
< >
< >
< >
< >
< >
< >
< >
N_MM_229100_0_BVN0_01_00

LRU Identification Pages 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
<
<
< >
<
<
<
< > <
<
<
< >
< >
N_MM_229100_0_BTM0_01_00

MCDU Pages MAIN MENU and Ground Scan Options 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
GENERAL BUS (350, 351)
MCDU
CONTROL WORD
(355)
FAC 2
CONTROL
WORD
LABEL
HS CONTROL WORD
LS INTERNAL BUS
CFDIU
(227)
FIDS
FAC 1 GENERAL BUS (352) FMGC 1
COM
LS CONTROL WORDS (350, 351) BUS A
HS FAC 1 (350, 351)
(356) 354 FAC 1
FAULT MSG CONTROL WORD
355 FAC 2 (353)
352 FMGC 1 FMGC 2
353 FMGC 2
BUS A (350, 351)
N_MM_229100_0_ASM0_01_00

FIDS - BITE Interface 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
(* IF WINDSHEAR OPTION ACTIVATED)
N_MM_229100_0_AWM0_01_00

Menu Chaining 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
N_MM_229100_0_AGM0_01_00

Example of LAST LEG REPORT Utilization (1) 22-91-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
AFS/LAST LEG REPORT
DATE UTC
FEB/22 11H42
FAIL NO : 01 OCCURENCE:2
ATA : 27−23−51
CHECK RTL ACTUATOR 4CC
ISSUED BY : FAC 1 COM
B RETURN PRINT
NEXT
PAGE
AFS/LAST LEG REPORT
END
B RETURN PRINT
AFS/LAST LEG REPORT

TROUBLE SHOOTING DATA
DATE UTC
FEB/22 11H42
ISSUED BY : FAC 1 COM
− − − − RESULTS OF ANALYSIS − − − −
EVENT COM MON C/M
5 7A85 0000 7A85
− − − − − − − − − SNAPSHOT − − − − − − − − −
W1 W2 W3 W4 W5
47C3 1CBF 0000 0000 0000
RETURN PRINT
N_MM_229100_0_AJM0_01_00

Revision n˚: 12
@A318/A319/A320/A321
** On A/C ALL
BLANK FOR LAST LEG REPORT

−01 TO −63 FOR PREVIOUS LEG REPORT
FLIGHT LEG
00 FOR GROUND AREA (GROUND REPORT, AFS TEST,
LAND TEST)
AFS/LAST LEG REPORT

TIME (UTC) AND
DATE UTC DATE OF FAILURE
FEB/22 11H42
NUMBER OF TIMES
FAULT
:FAIL NO:03 OCCURENCE:2 THE FAILURE OCCURED
NUMBER
DURING FLIGHT LEG
ATA: 34−12−34
ADIRU1 FAULT MESSAGE
ISSUED BY:FAC 1 C/M
RETURN PRINT
COMPUTER WHICH DETECTED THE FAULT

(PUSH ACTION ON CORRESPONDING KEY
GIVES ACCESS TO THE PRIMARY DATA OF THE
ANALYSIS AS DESCRIBED BELOW)
SAME AS ABOVE PAGE
AFS/LAST LEG REPORT

DATE UTC
FEB/22 11H42
ISSUED BY:FAC 1 COM
EVENT WHICH − − − RESULTS OF ANALYSIS −− − −
TRIGGERED EVENT COM MON C/M
6 7176 0000 7176 RESULTS OF ANALYSIS
FAULT
DETECTION − − − − − − − SNAPSHOT − − − − − − −
W1 W2 W3 W4 W5
3774 EFB8 D7C7 01B4 0000
RETURN PRINT
SNAPSHOT WHICH GIVES THE STATE OF A

CERTAIN NUMBER OF VARIABLES AT TIME
OF FAILURE
N_MM_229100_0_ALM0_01_00

Revision n˚: 12
@A318/A319/A320/A321
FAULT ISOLATION FUNCTION - PRINCIPLE -

ADJUSTMENT/TEST
** On A/C ALL
Task 22-91-00-710-001-A
Ground Scanning of the AFS
Self explanatory
PTU
3. Job Set-up
Subtask 22-91-00-860-050-A
24-41-00-861-002-A-02).
KNA Page 1
22-91-00 PB501 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
(2) Align the three ADIRS
(Ref. TASK 34-10-00-860-004-A).
(Ref. TASK 29-23-00-863-001-A) (Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-
A-01).
(4) On one MCDU:
(a) Get the SYSTEM REPORT/TEST page
(Ref. TASK 31-32-00-860-001-A).
(b) Push the line key adjacent to the AFS indication.
Subtask 22-91-00-865-050-A

4. Procedure
Subtask 22-91-00-710-050-A
A. Do this test:
ACTION RESULT
1.On the MCDU, get the AFS MAIN MENU page: On the MCDU :
. Push the line key adjacent to the GROUND SCAN . The AFS/GROUND SCAN page comes into view.
indication.
. Push the line key adjacent to the PRESENT . On the AFS/GROUND SCAN page,
FAILURES SCAN indication. SCAN IS RUNNING and WAIT 40 SECONDS
indications come into view.
. After approximately 40 seconds, the AFS/GROUND
REPORT page comes into view.
. Read the result of the test.
2.If the LRU is correct. . The END indication comes into view.
KNA Page 2
22-91-00 PB501 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
ACTION RESULT
3.If the LRU is not correct: . The AFS/GROUND REPORT TROUBLE SHOOTING
. Push the line key adjacent to the ISSUED BY XXX DATA page comes into view. This shows the result of
indication. the analysis and the snapshot that gives the status of
variables when the failure occurred.
. Use the results you get.
NOTE : In case of no response from one computer during
the test, it is recommended to disregard the
message inviting to remove the computer in case
of second failure and perform at least another trial
before removing the unit.
NOTE : Disregard the AFS: ELAC1 (issued by FAC1) and

AFS: ELAC2 (issued by FAC2) messages due to
hydraulic pressure off.
4.Push the line key adjacent to the RETURN indication. An AFS/GROUND REPORT page comes into view.
. If the result is not correct, do the step 3 again.
. If the END indication comes into view, push the line The AFS/GROUND SCAN page comes into view.
key adjacent to the RETURN indication.
5. Close-up
Subtask 22-91-00-860-051-A
(1) On the MCDU, push the line key adjacent to the RETURN indication until the CFDS menu page comes
into view.
(Ref. TASK 34-10-00-860-005-A).
24-41-00-862-002-A-02).
KNA Page 3
22-91-00 PB501 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
AFS FAULT ISOLATION - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
Refer to 22-91-00 for general information.
Only the list of error codes is given in the following tables.
Such a kind of information permits to have an idea of the encountered failure.
A. List of FAC Error Codes
--------------------------------
----------------- ! EVENT ! EVENT !
! NO ! ! RESANA ! NUMBER !DESIGNATION!
!SYMETRY!SYMETRY! RESANAC !------------------!-----------!
----------!-------!-------! RESANAM !1 AFS TEST ! !
!LRU TEST ! 0 ! 1 ! --------- !2 FAC MONITORING ! !
!LAND TEST! 2 ! 3 !<---!.!.!.!.!--->!3 YAW DAMPER MON. ! !
! GROUND ! 4 ! 5 ! !-!-!-!-! !4 RUD TRIM MON. ! !
! FLIGHT ! 6 ! 7 ! ! ! !5 RUD TRA LIM MON.! !
!---------!-------!-------! (ERROR CODE) !6 PERIPHER. MON. ! !
!------------------!-----------!
--------------------------------------------------
! ERROR CODE ! DESIGNATION !
!-------------!----------------------------------!
! 01 ! FAC OWN F/W - INTERNAL !
! 02 ! FAC OWN F/W - POWER SUPPLY !
! 03 ! FAC OWN F/W - YD LOGIC !
! 04 ! FAC OWN F/W - RT LOGIC !
! 05 ! FAC OWN F/W - RTL LOGIC !
! 06 ! FAC OWN F/W - ARINC FEEDBACK !
! 07 ! FAC OWN F/W - FIDS !
! 08 ! FAC OWN F/W - SYNCHRO !
! 09 to 0B ! NONE !
! 0C ! FAC OWN F/W - EEPROM BITE !
! 0D ! NONE !
! 0E ! ADIRU 1/2/3 DISAGREE !
! 0F ! SFCC OWN F/W !
!-------------!----------------------------------!
! 10 ! LGCIU OWN F/W !
! 11 ! FAC OPP F/W !
! 12 ! FAC OWN / YD POS XDCR UNIT 2CC !
! 13 ! SPEED MONITORING !
! 14 ! ADC OWN F/W !
! 15 ! ADC OPP F/W !
! 16 ! ADC 3 F/W !
! 17 ! IRS OWN F/W !
! 18 ! IRS OPP F/W !
! 19 ! IRS 3 F/W !
! 1A ! ELAC OWN F/W !
! 1B ! ELAC OPP F/W !
! 1C ! FMGC OWN F/W !
KNA Page 1
22-92-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
! 1D ! FMGC OPP F/W !
! 1E ! ADC MONITORING !
! 1F ! IRS MONITORING !
!-------------!----------------------------------!
! 20 ! 26V/400HZ MONITORING !
! 21 ! HYDRAULIC CIRCUIT !
! 22 ! YD BYPASS !
! 23 ! YAW C1 COMPARISON !
! 24 ! YD ACTUATOR OWN F/W !
! 25 ! TRIM RESET FAIL !
! 26 ! RUDDER TRIM C1 COMPARISON !
! 27 ! RT ACTUATOR OWN F/W !
! 28 ! NONE !
! 29 ! RTL C1 COMPARISON !
! 2A ! RTL ACTUATOR F/W !
! 2B ! NONE !
! 2C ! FAC OWN / ELAC 1/2 WIRING !
! 2D ! YD C2 COMPARISON !
! 2E ! YD C3 COMPARISON !
! 2F ! RUDDER TRIM C2 COMPARISON !
!-------------!----------------------------------!
! 30 ! RTL C2 COMPARISON !
! 31 ! FAC OWN P/B SW F/W !
! 32 ! RT RST SW F/W !
! 33 ! RT CTRL SW F/W !
! 34 ! SFCC OWN CIRCUIT F/W !
! 35 ! LGCIU OWN CIRCUIT F/W !
! 36 ! YD C3 COMPARISON !
! 37 ! NONE !
! 38 ! FAC OWN / ELAC OWN BUS WIRING !
! 39 ! FAC OWN / FMGC OWN BUS B WIRING!
! 3A ! FAC OWN / ELAC OPP BUS WIRING !
! 3B ! FAC OWN / FMGC OPP BUS B WIRING!
! 3C to 3D ! NONE !
! 3E ! FAC OWN F/W - DISCRETE INPUT !
! 3F ! FAC OWN F/W - ARINC INPUT !
!------------------------------------------------!
! 40 ! FAC OWN / AP OWN ENGD WIRING !
! 41 ! FAC OWN / AP OPP ENGD WIRING !
! 42 ! FAC OWN / YD ENGD CHG OVER !
! 43 ! FAC OWN / RT ENGD CHG OVER !
! 44 ! FAC OWN / RTL ENGD CHG OVER !
! 45 ! FAC OWN / PARITY PIN PROGRAM !
! 46 ! ELAC OWN / BUS WIRING / FAC OWN!
! 47 ! ELAC OPP / BUS WIRING / FAC OWN!
! 48 to 4F ! NONE !
!-------------!----------------------------------!
! 50 to 5F ! NONE !
!-------------!----------------------------------!
! 60 to 6F ! NONE !
!-------------!----------------------------------!
! 70 ! AFS TEST OK (PROCESSOR) !
! 71 to 74 ! NONE !
KNA Page 2
22-92-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
! 75 ! AFS TEST OK (COMPUTER) !
! 76 to 79 ! NONE !
! 7A ! NORMAL !
! 7B to 7F ! NONE !
!-------------!----------------------------------!
! F3 ! CHECK FAC OWN !
!-------------!----------------------------------!
B. List of FMGC/FG Error Codes
-------------------------------
----------------- ! EVENT ! EVENT !
! NO ! ! RESANA ! NUMBER !DESIGNATION!
!SYMETRY!SYMETRY! RESANAC !-----------------!-----------!
------------------!-------! RESANAM !1 AFS TEST ! !
!LRU TEST ! 0 ! 1 ! --------- !2 FMGC MONITORING! !
!LAND TEST! 2 ! 3 !<---!.!.!.!.!--->!3 FCU MONITORING ! !
! GROUND ! 4 ! 5 ! !-!-!-!-! !4 AP ENGAG. MON. ! !
! FLIGHT ! 6 ! 7 ! ! ! !5 ATH ENGAG. MON.! !
!---------!-------!-------! (ERROR CODE) !6 FD ENGAG. MON. ! !
!7 LAND CAPA. MON.! !
!8 INOP FUNC. MON.! !
!9 PERIPHER. MON. ! !
!-----------------!-----------!
---------------------------------------------------------
!-------------!-----------------------------------------!
! 01 ! FMGC OWN F/W - INTERNAL !
! 02 ! FMGC OWN F/W - POWER SUPPLY !
! 03 ! AP OWN NOT DISENGAGED !
! 04 ! AP OPP NOT DISENGAGED !
! 05 ! ATH OWN NOT DISENGAGED !
! 06 ! FMGC OWN F/W - ARINC FEEDBACK !
! 07 ! ATH OPP NOT DISENGAGED !
! 08 ! FMGC OWN F/W - SYNCHRO !
! 09 ! FAC 2 YD - CHECK GND SCAN !
! 0A ! ELAC 1 !
! 0B ! ELAC 2 !
! 0C ! FMGC OWN F/W - EEPROM BITE !
! 0D ! ELAC OPP !
! 0E ! CHECK FWS !
! 0F ! FMGC OWN F/W - FM/FG COMPATIBILITY !
!-------------!-----------------------------------------!
! 10 ! FD OPP NOT ENGAGED !
! 11 ! APPR NOT ENGAGED !
! 12 ! ATH INOP !
! 13 ! NONE !
! 14 ! ADC OWN F/W !
! 15 ! ADC OPP F/W !
! 16 ! ADC 3 F/W !
! 17 ! IRS OWN F/W !
! 18 ! IRS OPP F/W !
! 19 ! IRS 3 F/W !
! 1A ! YD OPP NOT ENGAGED !
KNA Page 3
22-92-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
! 1B ! RUD TR OPP NOT ENGAGED !
! 1C ! AP OPP NOT ENGAGED !
! 1D ! NONE !
! 1E ! ADC MONITORING !
! 1F ! IRS MONITORING !
!-------------!-----------------------------------------!
! 20 ! AP DISENGAGED !
! 21 ! FWC INVALID !
! 22 ! ATH DISENGAGED !
! 23 ! FD DISENGAGED !
! 24 ! POWER SUPPLY SPLIT F/W !
! 25 ! ELAC AP DISCONNECT !
! 26 ! YD DISENGAGED !
! 27 ! RT DISENGAGED !
! 28 ! APP OPP INOP !
! 29 ! CDU OWN F/W !
! 2A ! CDU OPP F/W !
! 2B ! ADIRU 1/2/3 DISAGREE !
! 2C ! SHORT SECURITY TEST (SST) !
! ! FAILURE (FCU) !
! 2D ! CHANGE OVER TEST (COT) !
! ! FAILURE (FCU) !
! 2E ! SYNCHRONISATION FAILURE (FCU) !
! 2F ! FCU OPP HLTY FAILURE !
!-------------!-----------------------------------------!
! 30 ! FCU OWN F/W !
! 31 ! FCU OPP F/W !
! 32 ! AUTOTHRUST NOT ACTIVE !
! 33 ! AUTOTHRUST NOT ACTIVE / COMP N1 !
! 34 ! PFD OWN (CHECK DMC OWN - FMGC OWN CKT)!
! 35 ! PFD OPP (CHECK DMC OPP - FMGC OWN CKT)!
! 36 ! FWC OWN (CHECK FWC OWN - FMGC OWN CKT)!
! 37 ! FWC OPP (CHECK FWC OPP - FMGC OWN CKT)!
! 38 ! FMGC OWN / AP ENG FEEDBACK !
! 39 ! FMGC OWN / ATH ENG FEEDBACK !
! 3A ! FMGC OWN / AP OPP ENG WIRING !
! 3B ! FMGC OWN / ATH OPP ENG WIRING !
! 3C ! FMGC OWN / FAC OWN HLTY CKT !
! 3D ! FMGC OWN / FAC OPP HLTY CKT !
! 3E ! FMGC OWN F/W - DISCRETE INPUT !
! 3F ! FMGC OWN F/W - ARINC INPUT !
!-------------!-----------------------------------------!
! 40 ! FMGC OWN F/W - INNER LOOP !
! 41 ! BSCU OWN F/W !
! 42 ! BSCU OPP F/W !
! 43 ! R/A OWN F/W !
! 44 ! R/A OPP F/W !
! 45 ! FAC OWN F/W !
! 46 ! FAC OPP F/W !
! 47 ! FADEC OWN F/W !
! 48 ! FADEC OPP F/W !
! 49 ! FADEC OWN A F/W !
! 4A ! FADEC OWN B F/W !
KNA Page 4
22-92-00 PB001 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
! 4B ! FADEC OPP A F/W !
! 4C ! FADEC OPP B F/W !
! 4D ! FADEC OPP F/W !
! 4E ! ILS OWN F/W !
! 4F ! ILS OPP F/W !
!-------------!-----------------------------------------!
! 50 ! FCU FAIL !
! 51 ! FM OWN F/W !
! 52 ! BOTH LGCIU FAILED !
! 53 ! ROLLOUT F/W !
! 54 ! NO ILS CONDITION !
! 55 ! NO FM VALIDITY !
! 56 ! ALPHA FLOOR MONITORING !
! 57 ! FAC PROCESSING FAIL !
! 58 ! NONE !
! 59 ! AP/FD ORDERS MONITORING !
! 5A ! SPEED CONTROL LOST !
! 5B ! FMGC OWN - FMGC OPP 5FD CKT˚ !
! 5C ! AP/FD LOST !
! 5D ! AP INST DISC F/W !
! 5E ! ATH INST DISC F/W !
! 5F ! ADIRU LOST BY FAC !
!-------------!-----------------------------------------!
! 60 ! FCU OPP F/W !
! 61 ! NONE !
! 62 ! PARITY PIN PROGRAM !
! 63 ! FMGC OWN / FCU - AP OWN SW !
! 64 ! FMGC OWN / FCU - ARH OWN SW !
! 65 ! NONE !
! 66 ! FMGC OWN / FAC OWN BUS WIRING !
! 67 ! FMGC OWN / FMGC OPP BUS WIRING !
! 68 ! FMGC OWN / FAC OPP BUS WIRING !
! 69 ! FMGC OWN / CHECK GND SCAN !
! 6A ! FAC OWN / FMGC OWN ARINC 1K !
! 6B ! FAC OPP / FMGC OWN ARINC 1K !
! 6C TO 6F ! NONE !
!-------------!-----------------------------------------!
! 70 ! AFS TEST OK (PROCESSOR) !
! 71 to 74 ! NONE !
! 75 ! AFS TEST OK (COMPUTER) !
! 76 to 79 ! NONE !
! 7A ! NORMAL !
! 7B to 7F ! NONE !
!-------------!-----------------------------------------!
! F3 ! CHECK FMGC OWN !
!-------------!-----------------------------------------!
C. List of FMGC/FM Error Codes
---------------------------------
------------------ ! EVENT ! EVENT !
! NO ! ! RESANA ! NUMBER ! DESIGNATION !
!SYMETRY! SYMETRY! RESANAC !--------!----------------------!
----------!-------!--------! RESANAM !1 !SYSTEM TEST !
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! ! ! ! --------- !2 !MCDU 1 MON. FAILURE !
! ! ! !<---!.!.!.!.!--->!3 !MCDU 2 MON. FAILURE !
! ! ! ! !-!-!-!-! !4 !MCDU 3 MON. FAILURE !
! ! ! ! ! ! !5 !EXT. LRU MON. PART 1 !
!---------!-------!--------! (ERROR CODE) !6 !EXT. LRU MON. PART 2 !
!7 !LRU FAIL !
!8 !POWER UP & DUAL FAIL. !
!9 !SOFTWARE FAILURE !
!--------!----------------------!
---------------------------------------------------------
!-------------!-----------------------------------------!
! 01 to 0F ! NONE !
!-------------!-----------------------------------------!
! 10 to 11 ! NONE !
! 12 ! ADC OPP FAIL !
! 13 ! ADC 3 FAIL !
! 14 ! GPS OWN FAIL !
! 15 TO 1D ! NONE !
! 1E ! ADC OWN FAIL !
! 1F ! IRS OWN FAIL !
!-------------!-----------------------------------------!
! 20 to 2B ! NONE !
! 2C ! DME OPP FAIL !
! 2D ! VOR OPP FAIL !
! 2E ! ILS OPP FAIL !
! 2F ! IRS OPP FAIL !
!-------------!-----------------------------------------!
! 30 TO 31 ! NONE !
! 32 ! FADEC OPP FAIL !
! 33 ! MCDU OPP FAIL !
! 34 ! GPS OPP FAIL !
! 35 TO 37 ! NONE !
! 38 ! HARDWARE FAILURE GIVING A RESET !
! 39 ! FM HEALTHY FAILED !
! 3A ! IDP HEALTHY FAILED !
! 3B ! FMP HEALTHY FAILED !
! 3C ! PROGRAM PIN DISCREPENCY !
! 3D TO 3E ! NONE !
! 3F ! IRS 3 FAIL !
!-------------!-----------------------------------------!
! 40 TO 42 ! NONE !
! 43 ! GPS OWN + OPP FAIL !
! 44 TO 4C ! NONE !
! 4D ! FMGC OPP FAIL !
! 4E ! FMGC OWN FAIL !
! 4F ! NONE !
!-------------!-----------------------------------------!
! 50 ! FCU FAIL !
! 51 TO 5E ! NONE !
! 5F ! FG HEALTHY FAIL !
!-------------!-----------------------------------------!
! 60 ! ACARS OPP FAIL !
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! 61 ! DUAL FAIL !
! 62 ! FMP HARDWARE FAIL !
! 63 ! IDP HARDWARE FAIL !
! 64 ! SOFTWARE FAILURE GIVING A FM RESET !
! 65 ! DME OWN FAIL !
! 66 ! VOR OWN FAIL !
! 67 ! ILS OWN FAIL !
! 68 ! CLOCK FAIL !
! 69 ! NONE !
! 6A ! FADEC OWN FAIL !
! 6B ! FQI FAIL !
! 6C ! MCDU OWN FAIL !
! 6D ! ACARS OWN FAIL !
! 6E ! PRINTER FAIL !
! 6F ! NONE !
!-------------!-----------------------------------------!
! 70 to 74 ! NONE !
! 75 ! LRU TEST PASS !
! 76 ! LRU TEST FAIL !
! 77 to 7F ! NONE !
!-------------!-----------------------------------------!
! F3 ! NONE !
!-------------!-----------------------------------------!
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AFS TEST - DESCRIPTION AND OPERATION

** On A/C ALL
1. General
The purpose of the AFS TEST is to check the integrity of the AFS after replacement of an LRU (line replaceable
unit).
The AFS TEST completes the AFS computer monitoring and safety tests.
This test, which is performed in the FACs and the FMGCs (FM and FG sections) consists in:
. using the computer safety test results (FAC, FG, FM, FCU and MCDU)
. the test of symmetrical discrete inputs : FAC COM and FAC MON, FG COM and MON
. the test of the symmetrical ARINC inputs
. the plausibility test of the information delivered by:
- the RUD TRIM/RESET pushbutton switch
- the rudder trim control switch
- Capt A/THR instinctive disconnect pushbutton switch
- F/O A/THR instinctive disconnect pushbutton switch
- Capt takeover and priority pushbutton switch
- F/O takeover and priority pushbutton switch
- FAC engagement pushbutton switch.
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** On A/C ALL
2. Triggering of the AFS TEST
On the ground in menu mode by selecting the AFS TEST option.
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** On A/C ALL
3. Execution of the AFS TEST in the FIDS
The test request is sent by the FIDS (fault isolation and detection system) to the various FAC, FG and FM BITEs.
In order to prevent unwanted triggering of the test in flight, these BITEs only accept the request if their ground
condition is met (NOSE GEAR PRSD).
A. Test Execution
(Ref. Fig. 22-96-00-18000-A - Example of AFS TEST Utilization (1))
. On selection of AFS TEST option, the FIDS generates the first page.
. This page is displayed during 40 seconds and indicates that the test is under execution (AFS TEST IS
RUNNING).
. The WAIT indication is given opposite the name of each LRU under.
. After the 40 seconds, the 2nd page of the AFS TEST is displayed with the AFS TEST COMPLETED
indication.
The following indications are given opposite the name of each LRU
* PASS : If all test results are positive.
* PRESS LINE KEY : If at least one test result is negative or if the LRU is not connected or if the LRU is
not in ground condition.
Pressing the corresponding key enables access to the malfunction report issued by the BITE of the LRU
concerned.
It is identical to the report issued by the GROUND REPORT option described in ATA REF 22-91-00 Para.
3-C(3) (d).
The fault message indicates the origin of the failure detected during test execution.
NOTE : The TROUBLE SHOOTING DATA option is accessible from the AFS TEST.
When this option is selected the system presents the context of the fault associated with the malfunction
report.
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** On A/C ALL
4. Execution of the LRU TEST in the FAC
. Reply to the AFS TEST command from the FIDS : following reception of an AFS TEST command and in
relation to the FAC ground condition (NOSE GEAR PRESSED), the FAC BITE sends either ACCEPTED or
REFUSED on the FAC OWN line.
If the BITE replies by ACCEPTED, taking of snapshot is triggered by simulation, at BITE level, of a specific
triggering event, called LRU TEST (Ref. triggering event : ATA REF 22-91-00 para 3-B-(3)(a).
. On taking of snapshot, a 1st and 2nd phase analysis is triggered at FAC level: - 1st phase analysis:
computation of RESANAC or RESANAM from the results of the FAC safety tests and the plausibility tests of
the information delivered by the RUD TRIM/RESET pushbutton switch, the rudder trim control switch and the
engagement pushbutton switch.
- 2nd phase analysis, there are two cases:
if the result of the COM or MON tests by the 1st phase analysis is incorrect, the 2nd phase analysis is as per the
principle described in ATA REF 22-91-00 para 3-B (5)(c).
if the result COM and MON tests by the 1st phase analysis is correct, a specific AFS TEST 2nd phase analysis is
performed. This analysis consists in a bit-by-bit comparison of the discrete inputs COM-MON (in LRU TEST
COM and MON snapshots) and a bit-by-bit comparison of the validity signals (SSM monitoring, non-refresh and
parity) of the COM-MON symmetrical ARINC inputs. If one of the two comparisons is incorrect, the FAC AFS
TEST result is PRESS LINE KEY. Pressing the corresponding key enables access to the malfunction report
issued by the BITE of the LRU concerned. If the two comparisons are correct, the FAC AFS TEST result is
PASS:
. Transmission of malfunction reports : the malfunction reports are sent to the FIDS on the FAC OWN line in a
manner similar to that described in ATA REF 22-91-00 (para 3.B.(7)).
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** On A/C ALL
5. Execution of the LRU TEST in the FMGC
. Reply to the AFS TEST command from the FIDS : following reception of an AFS TEST command and in
relation to the FMGC ground condition (NOSE GEAR PRESSED), the FG BITE sends either ACCEPTED or
REFUSED on the FMGC line.
If the BITE replies by ACCEPTED, taking of snapshot is triggered by simulation, at BITE level, of a triggering
event (ref. triggering event : ATA REF 22-91-00 para 3-B-(3)(a).
. On taking of snapshot, a 1st and 2nd phase analysis is triggered at FG and FM levels:
A. FG Level
. 1st phase analysis:
* computation of RESANAC or RESANAM from the results of the FG, FCU and MCDU safety tests and
the plausibility tests of the information delivered by the takeover and priority pushbutton switches and the
A/THR instinctive disconnect pushbutton switches.
. 2nd phase analysis, there are two cases:
The 2nd phase analysis is as per the principle described in ATA REF 22-91-00 para 3-B (5)(c).
A specific AFS TEST 2nd phase analysis is performed which consist in a bit-by-bit comparison of the
discrete inputs COM-MON (in LRU TEST COM and MON snapshots) and a bit-by-bit comparison of the
validity signals (SSM monitoring, non-refresh and parity) of the COM-MON symmetrical ARINC inputs.
B. FM Level
Computation of RESANA from the results of the FM and MCDU safety tests.
. Transmission of malfunction reports : The malfunction reports are sent to the FIDS on the FMGC OWN line
in a manner similar to that described in ATA REF 22-91-00 (para 3.B.(7)).
C. Overall Result Indication
The FIDS memorizes the FG and FM AFS TEST result.
(1) Correct FG and FM result
In this case the indication is PASS.
(2) Incorrect FG and/or FM result
The indication is PRESS LINE KEY.
(a) FG incorrect
The computer concerned is the FMGC.
(b) FM incorrect
The computer concerned is the FMGC, but FM section is specified.
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** On A/C ALL
6. Operation
The following figures show an example of AFS TEST utilization from the selection of the AFS TEST option on the
AFS MAIN MENU to the primary data of the analysis performed during the test.
Utilization:
. Message : FMGC1; FMGC1 internal fault
. RESANAM : * type : AFS TEST, ground area
* S : 0 ; fault not symmetrical
* CD : 0 ; no 3rd phase analysis in the FIDS
* error code : O1H ; FMGC OWN F/W
* event : 1 ; AFS TEST
. Snapshot utilization.
Word 5 : bit 3 = 0 ; A/THR TEST FAILED
Safety test of the A/THR function incorrect on the MONITOR side.
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** On A/C ALL
7. Power-up Tests Initialization and Cockpit Repercussions
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** On A/C ALL
( AFTER 40 SECONDS )
N_MM_229600_0_ACM0_01_00

Example of AFS TEST Utilization (1) 22-96-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
AFS / TEST REPORT
LEG DATE UTC

− 00 JUL/16 21H15
ATA : 22−83−34
FMGC1
ISSUED BY : FMGC1 MON
RETURN PRINT
AFS / TEST REPORT

LEG DATA UTC
− 00 JUL 16 21H15
ISSUED BY : FMGC1 MON
− − − RESULTS OF ANALYSIS − − −
EVENT COM MON C/M
1 0000 0011 0000
− − − − − − − −SNAPSHOT− − − − − − − −
W1 W2 W3 W4 W5
0671 1067 EA47 FEFC 0003
RETURN PRINT
N_MM_229600_0_AEM0_01_00

Example of AFS TEST Utilization (2) 22-96-00 PB001 Nov 01/11
Revision n˚: 12
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AFS TEST - ADJUSTMENT/TEST

** On A/C ALL
Task 22-96-00-710-001-A
Operational Test of the AFS
To do a check of the integrity of the AFS.
3. Job Set-up
Subtask 22-96-00-860-050-A
24-41-00-861-002-A-02).
(2) On one MCDU:
(a) Get the SYSTEM REPORT/TEST page (Ref. TASK 31-32-00-860-001-A).
Subtask 22-96-00-865-050-A

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4. Procedure
Subtask 22-96-00-710-050-A
A. Do this test:
ACTION RESULT
1.On the MCDU, on the AFS MAIN MENU page: On the MCDU:
. Push the line key adjacent to the AFS TEST . The AFS/TEST REPORT page comes into view.
indication. . The AFS TEST IS RUNNING indication comes into
view.
On the MCDU, after approximately 40 seconds, at the end
of the test:
. A second page comes into view.
. The AFS TEST COMPLETED indication comes into
view.
2.Read the result of the test for each LRU:
. If the LRU is correct. . The PASS indication comes into view.
. If the LRU is not correct. . The PRESS LINE KEY indication comes into view.
3.If the LRU is not correct: On the MCDU :
. Push the line key adjacent to the (LRU): PRESS LINE . The AFS/TEST REPORT page comes into view and
KEY indication. shows the failure indication and the computer which
found the failure.
. Push the line key adjacent to the ISSUED BY XX . The AFS/TEST REPORT TROUBLE SHOOTING
indication. DATA page comes into view. This shows the result of
the analysis and the snapshot that gives the status of
variables when the failure occurred.
. Use the results you get.
NOTE : In case of no response from one computer during
the test, it is recommended disregard the message
inviting to remove the computer, and in case of
second fault perform at least another test before
removing the unit.
4.On the MCDU, push the line key adjacent to the
RETURN indication until the CFDS menu page comes
into view.
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5. Close-up
Subtask 22-96-00-862-050-A
A-02).
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LAND CAT III CAPABILITY TEST - DESCRIPTION AND

OPERATION
** On A/C ALL
1. General
The purpose of the test is to verify the capability of the involved systems to perform a CAT 3 DUAL fail-operational
automatic landing. It also verifies the takeover and priority pushbutton switches, the A/THR instinctive disconnect
pushbutton switches and the warnings associated to the automatic landing.
The LAND TEST function is mainly performed in the FIDS and utilizes FG failure detection (snapshot, analysis and
reporting).
Consequently, the LAND TEST efficiency is identical to the FG BITE efficiency.
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** On A/C ALL
All along the test, the operator is provided with:
. instructions to be applied (guided test) and visual indications on the MCDU pages
. audio indications.
The principle is to trigger a BITE analysis if the operator has pushed ”YES” line key at the first question, or
”NO” for one of the others and then to build a report and display it.
No specific tool is required to perform this test.
The initial conditions are: aircraft on ground and power supply on.
A. Test Acceptation
LAND TEST selection on the MCDU causes transmission by the FIDS of a request (LAND TEST REQUEST),
confirmed by the ground condition (hard-wired discrete), to four FMGC BITEs (FG1 COM, MON, FG2 COM,
MON).
Each BITE sends the request signal to the operational software which generates the answer (LAND TEST
ACCEPTATION). This answer is then sent back to the FIDS to authorize LAND TEST initiation.
The four acceptations from the four BITEs are required by the FIDS to authorize the test. In absence of
acceptation, the LAND TEST REFUSED message is displayed on the first AFS/LAND TEST-1 page.
If the text execution request is authorized, the FIDS generates the different pages to be displayed on the MCDU
and dialogues with the four BITEs to perform the test.
B. Test Principle
This test consists in checking the correct operation of the systems inside and outside the AFS and involved in
CAT 3 automatic landing (correct operation of BITEs, correct system reception, self-test results,
interconnections validity).
C. Test Running
(Ref. Fig. 22-97-00-13200-B - Land Test (Accepted))
(Ref. Fig. 22-97-00-13300-B - Land Test (Refused))
If a failure occurs prior to the acceptation phase, the test is refused as mentioned above.
If a failure occurs after the acceptation phase, the FMGCs remain in LAND TEST condition since the aircraft is
on ground with engines shut down.
From AFS/LAND TEST-4 page, the operator must answer questions by YES or NO via the MCDU.
NOTE: Please answer by YES if agree with sentence, NO if disagree.
If the answer is YES, the test continues until the last page is displayed (AFS/LAND TEST-9) with XXX LAND
TEST OK final message.
If the answer is NO :
. an analysis is made at the level of the AFS BITEs in order to detect and isolate the failure, and
. a failure message is displayed on the AFS/LAND TEST REPORT page requesting to check the system
concerned by the analysis.
NOTE: Each AFS/LAND TEST page displays an END OF TEST indication.
Pressing the line key adjacent to this indication results in the transmission of an END OF TEST FIDS
command to the four FG BITEs.
Reception of this command causes loss of the LAND TEST ACCEPTATION condition for each BITE.
The LAND TEST introduces the capability to test MLS and GLS (provision) landing systems in addition to
ILS system (AFS/LAND TEST-0 page).
NOTE : AFS/LAND TEST-0 page will be displayed only if another landing system than ILS is installed.
In addition, a test Close-Up page is added in order to replace the A/C systems in their initial states.
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** On A/C ALL
NEXT
PAGE
<
<
<
< >
< >
< < *
< > 1
< * < *
1
NEXT
PAGE
<
< * < >
< > 1 < > 1

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

< * < * < * < >
N_MM_229700_0_AAN0_01_00

Land Test (Accepted) 22-97-00 PB001 Nov 01/11
Revision n˚: 12
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** On A/C ALL
AFS
MAIN MENU
LAND TEST
AFS/LAND TEST−0
− − − − − − − − ACTION − − − − − − − − −
SELECT LANDING MODE
ILS
MLS
RETURN
AFS/LAND TEST−1
− − − − − − − − ACTION − − − − − − − − −
BOTH ENGINES STOPPED
ALL BREAKERS − − − − ON
FAC1 ENGAGED
AP1−AP2 − − − − − − − − − − − OFF
FADEC(1,2) GND PWR ON
CAUTION:RESET FADEC(1,2)
GND PWR AFTER LAND TEST
PRESS NEXT PAGE
END OF TEST
NEXT
PAGE
AFS/LAND TEST−2
− − − − − − − − ACTION − − − − − − − − −
ADIRS 1+2+3 − − − NAV MODE
AND ALIGN
3 HYDRAULICS − − − ON
BOTH THROTTLES−IN MCT
ELAC 1+2 − − − ENGAGED
FAC2 − − − − − − ENGAGED
FD1+2 − − − − − OFF
PRESS NEXT PAGE

LAND TEST REFUSED
END OF TEST
N_MM_229700_0_ACN0_01_00

Land Test (Refused) 22-97-00 PB001 Nov 01/11
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LAND CAT III CAPABILITY TEST - ADJUSTMENT/TEST

** On A/C ALL
Task 22-97-00-710-001-A
Operational Test of the LAND CAT III Capability
To make sure that the APPR mode operates correctly and to put the aircraft back to CAT III capability.
NOTE : The purpose of the Land CAT III test is to check the aircraft capability to perform a CAT III DUAL
automatic landing.
PTU
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3. Job Set-up
Subtask 22-97-00-860-051-A
24-41-00-861-002-A-02).
(Ref. TASK 31-60-00-860-001-A).
(3) Align the three ADIRS
(Ref. TASK 34-10-00-860-004-A).
(Ref. TASK 29-23-00-863-001-A)
(Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
NOTE : You must pressurize the three hydraulic systems:

. to make sure that, when the test is completed, the system has 98% operational capability.
(5) On the maintenance panel 50VU, make sure that the ENG/FADEC GND PWR 1 and 2 pushbutton
switches are off.
(6) On the panel 402VU, make sure that the A/SKID & NOSE WHEEL switch is at ON.
(7) On one MCDU:
(a) Get the SYSTEM REPORT/TEST page
(Ref. TASK 31-32-00-860-001-A).
Subtask 22-97-00-865-050-A

4. Procedure
Subtask 22-97-00-710-051-D
A. Do this test:
NOTE : The automatic landing capability can be deduced from these ECAM STATUS pages:
INOP indication Automatic Landing Capability

CAT III DUAL CAT III SINGLE
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INOP indication Automatic Landing Capability

CAT III CAT II
CAT II CAT I
NOTE : You can stop the LAND TEST when it is necessary. To stop the test, push the line key adjacent to
the END OF TEST indication, (the AFS MAIN MENU page comes into view).
ACTION RESULT
1.On the MCDU, on the AFS MAIN MENU page: On the MCDU, the AFS/LAND TEST-1 page comes into
. Push the line key adjacent to the LAND TEST view.
indication (line 5R)
. Select the landing mode.
2.Make sure that the aircraft configuration is the same as On the MCDU, the AFS/LAND TEST-2 page comes into
given on the AFS/LAND TEST-1 page. Then push the view.
next page function key. If it does not come into view, and the LAND TEST
REFUSED indication comes into view, push the line key
adjacent to the END OF TEST indication and do the test
again.
3.Make sure that the aircraft configuration is the same as The AFS/LAND TEST-3 page comes into view.
given on the AFS/LAND TEST-2 page. Then push the
next page function key.
4.Do the ILS FREQ/CRS or MLS CHAN/CRS (if MLS The AFS/LAND TEST-4 page comes into view.
fitted) selection as given on the AFS/LAND TEST-3 page.
Then push the next page function key.
NOTE : If local airport is equipped with an ILS having a

frequency of 109.9, enter another frequency
which should be also different from the other
local ILS frequencies (if any others are existing).
5.As indicated on the AFS/LAND TEST-4 page:
. Make sure that these INOP AUTO FLT indications
NOTE : If the list of indications is full, an arrow comes
(CAT2, CAT3, CAT3 DUAL) do not come into view
into view at the bottom on the line (between the
on the right part of ECAM STATUS page.
left and the right parts of the display unit).
On the ECAM control panel, push the CLR key to
get the remaining indications.
6.If there are no INOP AUTO FLT indications in view, The AFS/LAND TEST-5 page comes into view.
push the line key adjacent to the YES indication.
7.For each of the AFS/LAND TEST-5,6,7 and 8
procedure pages:
. Obey the instructions given on the MCDU:
. To reply YES: Push the line key adjacent to YES if The AFS/LAND TEST-6,7 and 8 pages come into view.
the result of the visual and the aural checks is correct.
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ACTION RESULT
. To reply NO: Push the line key adjacent to NO. One AFS/LAND TEST REPORT page comes into view.
This page shows a failure indication.
To continue the test after the repair, push the line key
adjacent to the RETURN indication (the procedure in
progress comes into view).
NOTE : If the result of the visual and aural checks is

incorrect and the result of the test is correct:
. The procedure in progress comes into view.
8.If the test is correct: The AFS/LAND TEST CLOSE-UP page comes into view.
The ILS (or MLS) LAND TEST OK indication comes into
view on the AFS/LAND TEST-9 page.
. select the END OF TEST indication.
9.Do the operations as given on the AFS/LAND TEST
CLOSE-UP page.
. Select OTHER LAND TEST indication to do an
another test (ILS or MLS if fitted) or RETURN
indication.
10.On the MCDU, push the line key adjacent to the On the MCDU:
RETURN indication until the CFDS menu page comes . The CFDS MENU page comes into view.
into view.
5. Close-up
Subtask 22-97-00-860-050-A
(Ref. TASK 29-23-00-864-001-A)
(Ref. TASK 29-10-00-864-003-A).
(2) On the center pedestal 115VU, move back the throttle control levers to the IDLE STOP position.
(3) On the maintenance panel 50VU, push the ENG/FADEC GND PWR 1 and 2 pushbutton switches (the
ON legends go off).
(4) On the MCDU used for radio navigation mode:
- push the RAD NAV mode key and clear the ILS frequency and course.
(5) On the FCU:
. push the APPR pusbutton switch to off (ILS frequency and course are no more displayed on the
PFDs/NDs if ROSE (I)LS mode selected)
. push the FD and (I)LS (1 & 2) pushbutton switches to off.
(6) On the FLT CTL panel 23VU, push the FAC1 pushbutton switch (the OFF legend goes off).
(7) On the FLT CTL panel 24VU, push the ELAC2 pushbutton switch (the OFF legend goes off).
(Ref. TASK 34-10-00-860-005-A)
(9) Do the EIS stop procedure
(Ref. TASK 31-60-00-860-002-A).
KNA Page 4
22-97-00 PB501 Nov 01/11
Revision n˚: 12
@A318/A319/A320/A321
24-41-00-862-002-A-02).
KNA Page 5
22-97-00 PB501 Nov 01/11
Revision n˚: 12

Chapter 22

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Chapter 22

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@A318/A319/A320/A321

AIRCRAFT MAINTENANCE MANUAL

CHAPTER 22 - AUTO FLIGHT

22-10-00 AUTOPILOT/FLIGHT DIRECTOR (AP/FD)

KNA T.O.C. Page 1

22-11-00 AP/FD ENGAGEMENT

22-12-00 CRUISE MODES

KNA T.O.C. Page 2

22-13-00 COMMON MODES

KNA T.O.C. Page 3

22-31-00 AUTOTHRUST ENGAGEMENT

22-32-00 AUTOTHRUST MODES

22-60-00 FLIGHT AUGMENTATION (FAC)

KNA T.O.C. Page 4

22-61-00 ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION

22-62-00 RUDDER TRIM COMPUTATION

KNA T.O.C. Page 5

22-63-00 YAW DAMPER COMPUTATION

22-64-00 CONFIGURATION AND OPERATIONAL SPEED COMPUTATION

22-65-00 ENGAGEMENT AND INTERNAL MONITORING

KNA T.O.C. Page 6

22-66-00 FLIGHT AUGMENTATION COMPUTER (FAC)

22-67-00 FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY

22-68-00 FAC: DISCRETE/ANALOG INTERFACES

22-69-00 FAC: ARINC BUS INTERFACES

22-70-00 FLIGHT MANAGEMENT SYSTEM (FMS)

KNA T.O.C. Page 7

KNA T.O.C. Page 8

22-71-00 FLIGHT PLAN/DATA BASE

22-72-00 NAVIGATION/LATERAL FUNCTIONS

22-73-00 PERFORMANCE/VERTICAL FUNCTIONS

22-74-00 OPERATIONAL USE

22-75-00 EIS DISPLAYS

KNA T.O.C. Page 9

22-76-00 DATA LINK AND PRINTER FUNCTIONS

22-81-00 FLIGHT CONTROL UNIT (FCU)

22-82-00 MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU)

22-83-00 FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC)

KNA T.O.C. Page 10

22-84-00 FMGS: ELECTRICAL POWER SUPPLY

22-85-00 FMGS: DISCRETE/ANALOG INTERFACES

22-86-00 FMGS: BUS INTERFACES

22-91-00 FAULT ISOLATION FUNCTION - PRINCIPLE

KNA T.O.C. Page 11

22-92-00 AFS FAULT ISOLATION

22-96-00 AFS TEST

22-97-00 LAND CAT III CAPABILITY TEST

KNA T.O.C. Page 12

AUTO FLIGHT - GENERAL - DESCRIPTION AND OPERATION

FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS ATA REF.

FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS ATA REF.

FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS ATA REF.

(6) Flight Management System (FMS)

NOTE : The mass memory is updated every 28 days.

ADF VOR ADF VOR ADF VOR ADF VOR

ELAC 1 SEC 1 FAC 1 ELAC 2 SEC 2 SEC 3 FAC 2

OFF OFF OFF OFF OFF OFF OFF

SIDE STICK CONTROLLER

RAD FUEL SEC MCDU

KNA FIGURE 22-00-00-13200-B SHEET 1 Page 18

1CA2 1CC2 1CC1 1CA1

FMGC2 FAC2 FAC1 FMGC1

KNA FIGURE 22-00-00-13300-A SHEET 1 Page 19

KNA FIGURE 22-00-00-15200-A SHEET 1 Page 20