SRS RWY

MAN 1FD2
CLB
FLX 51 A/THR

FLIGHT MODE
ANNUNCIATOR
(FMA)
 FMA – COLUMNS & ROWS

Three
Rows

Five Columns
 FMA – ROWS

ROW-1
ROW-2
ROW-3

Row No. 1 : Engaged Modes

Row No. 2 : Armed Modes

Row No. 3 : Reminders/Msgs

 FMA – COLUMNS

Auto AP/FD AP/FD App A/P, FD &

Thrust Vertical Lateral Capab A/THR
Operation Mode DH /
Mode Eng Status
MDA
The vertical flight plan of FMGS is divided into
the following flight phases:
Preflight - Takeoff - Climb - Cruise - Descent -
Approach - Go-Around - Done.
All but “Preflight” and “Done” phases are
associated with speed and altitude profiles.
The vertical flight plan includes vertical constraints
which are:
Altitude Constraints,
Speed Constraints or
Time Constraints

These vertical constraints may be stored in the

data base or entered manually by the flight crew
through vertical revision pages.
Each phase has an assigned profile of target
speeds.

For each phase the FMGS computes an optimum

(ECON) speed as a function of the strategic
parameters (CI, CRZ FL, ZFW, ZFWCG, block
FUEL) and performance criteria.

ECON speed is the basis of the managed speed

profile.
The ECON speed can be modified by:

‐ Presetting a speed or Mach number on the

MCDU (PERF page) for the next phase.

‐ Selecting on the FCU a speed or a Mach

number for the active phase.

‐ Inserting speed constraints or speed limits on

the MCDU vertical revision (VERT REV) page.
The flight crew may also define step climbs or
step descents for cruise purposes.

If the flight crew plans to climb to a higher flight

level or descend to a lower level, they can use a
vertical revision at any waypoint to insert the new
level.

When all the vertical data has been defined, the

FMGC computes the vertical profile and the
managed speed/Mach profile from takeoff to
landing.
 FMA in
TAXI OUT
 TAXI OUT– case 1
CLB NAV 1FD2

1FD2 in
White
means
After cockpit
both
preparation
FDs are
and
ON.
during Taxi Out,

FMA reads…..
CLB in Blue
NAV in Blue
1FD2 in White
 TAXI OUT – Case 2

ALT NAV 1FD2

If FMA reads ALT in Blue

instead of CLB,

The FCU altitude is set at or

below Acceleration Altitude
entered in the PERF Page of
the FMGC.
 TAXI OUT – Case 3-HDG PRESET
CLB 1FD2

Push

If FMA shows CLB in Blue and Lateral Column

is blank instead of showing NAV:
…it means HDG knob on the FCU is rotated
for HDG PRESET/ or may have been pulled..

Push the HDG knob to get NAV in blue.

 TAXI OUT – Case 3-HDG PRESET
CLB 1FD2

In HDG Preset :

NAV is disarmed …..

(by rotating HDG knob, NAV is
disarmed and
Lateral Column becomes blank)

This is done if ATC

requires you
to fly Rwy heading or a
specific heading after take
off.
 HDG/TRK preset function

The system has a HDG/TRK preset function for takeoff and go-around.

If the flight crew chooses not to fly the flight plan after takeoff or go-
around, they may preset a HDG or a TRK on the FCU by turning the
HDG/TRK knob.

The value they set remains displayed in the FCU HDG/TRK window until
they pull the knob.
 HDG/TRK preset function

HDG/TRK preset is available before takeoff and up to 30 ft RA.

Turning the HDG/TRK knob only before 30 ft can engage the

HDG / TRK function.

Indications of HDG / TRK Preset:

• NAV is disarmed from the Lateral window on FMA.

• FCU HDG/TRK window display the value set for HDG / TRK until
crew pull the knob.
HDG/TRK preset function
HDG/TRK preset function
HDG/TRK preset function
 HDG/TRK preset function

The HDG preset is available if the following modes are engaged:

LOC*, LOC,
LAND or
GA.

The HDG preset is available only in ILS / LOC Only approach.

HDG Preset is not available in NPAs.

 FMA during
TAKE OFF Roll
 TAKE OFF
with
HDG-PRESET
 TAKE OFF ROLL
SRS RWY
MAN 1FD2
CLB
FLX 51 A/THR

MAN
FLX 51
During T/O with HDG Pre set,
Lateral Column which was
blank, changes to RWY as
thrust lever is set in FLEX/TOGA
detent.

RWY engages only if Runway

is ILS equipped and the ILS
signal is valid.

If no ILS signal,
 @ 30 Ft
MAN SRS RWY TRK 1FD2
FLX 51 CLB A/THR

At 30 ft, RWY TRK engages

and
remains engaged until the
HDG/TRK knob is pulled.
 TAKE OFF
Normal with ILS
RWY
 TAKE OFF ROLL
MAN SRS RWY 1FD2
FLX 51 CLB NAV A/THR

As soon as Thrust Levers

are set in Flex/MCT detent,
the FMA reads as shown
above, when taking off from
an ILS equipped Rwy.
 TAKE OFF ROLL
MAN SRS RWY 1FD2
FLX 51 CLB NAV A/THR

MAN
Auto Thrust in
FLX 51
FLX T/O Blue

MAN FLX engages when thrust lever is set in FLX detent.

A/THR armed (In Blue).

 TAKE OFF ROLL
MAN SRS RWY 1FD2
FLX 51 ALT NAV A/THR

SRS engages in vertical mode (V2 to V2+10 Kts).

ALT (in Blue or Magenta) instead of CLB if FCU altitude or a
constraint is set at or below acceleration altitude.

If V2 not entered in the FMGC (PERF Take Off Page), SRS does
not engage.
 TAKE OFF ROLL
MAN SRS RWY 1FD2
FLX 51 CLB NAV A/THR

As soon as Thrust Levers

are set in Flex/MCT detent,
the FMA reads as shown
above, when taking off from
an ILS equipped Rwy.
Take – Off in TO/GA
 TAKE OFF – TOGA
MAN SRS RWY 1FD2
TOGA CLB NAV A/THR

MAN Auto Thrust in

TOGA Blue

MAN TOGA engages when thrust lever is set in TOGA

detent.

A/THR armed (In Blue)

 TAKE OFF
Normal without
ILS
 TAKE OFF ROLL
MAN SRS 1FD2
FLX 51 CLB NAV A/THR

When thrust levers are set in Take-Off detents and

if no ILS on that Runway or ILS signal Not Available.
RWY will not be displayed,
NAV is armed (In Blue).
 @ 30 Ft
MAN SRS NAV 1FD2
FLX 51 CLB A/THR

51

30

If NAV is armed, engages automatically at 30 Feet RA.

 @ 100 Ft
MAN SRS NAV AP1
FLX 51 ALT 1FD2
A/THR

51

Auto Pilot 1 or 2 is engaged.

FMGS prevent Auto Pilot engagement, till 5 seconds after Take Off.
 @ THR RED ALT
MAN SRS NAV AP1
FLX 51 CLB 1FD2
LVR CLB A/THR

51

CLB

At Thrust Reduction Altitude “LVR CLB” Flashes.

Advising Pilot to Set Thrust Lever to Climb Detent.
 After THR RED ALT
THR CLB SRS NAV AP1
CLB 1FD2
A/THR

CLB

When Thrust Lever is set to Climb Detent:

THR CLB in Green, and Auto Thrust in White.
 @ ACC ALT

THR CLB CLB NAV AP1

ALT 1FD2
A/THR

At Acceleration Altitude,
SRS changes to Climb,
if NAV is engaged.
 @ ACC ALT

THR CLB OP CLB HDG AP1

ALT 1FD2
A/THR

OP CLB HDG

At Acceleration Altitude,
SRS changes to OPEN
Climb If NAV was not
engaged.
 FMA
CLIMB
 To Climb:
To leave an FCU selected altitude for another higher target
altitude, set the new higher target altitude by ALT knob and
either: {This arms ALT mode.}
 Pull-out the ALT knob to engage the OPEN CLB mode,
or
 Push-in the ALT knob to engage the CLB mode,
or
 Select a target vertical speed (V/S) and pull out the V/S
or FPA knob to engage V/S mode,
or
 Select EXPEDITE.
 CLIMB
CLB AP1
THR CLB NAV
ALT 1FD2
A/THR

ALT will be in BLUE:

If FCU Selected Altitude, is below
any constraints in the Flight Plan.
CLIMB : ALT CST
 CLIMB : ALT CST
THR CLB CLB NAV AP1
ALT 1FD2
A/THR

NAV AP 1
1FD2
A/THR
7000

ALT will be in Magenta:

If FCU Selected Altitude, is above any constraints in the Flight Plan.
Example:
There is an Altitude Constraint at, 7000, whereas FCU ALT set at FL 290.
ALT (in magenta) is the FMGC constraint.
 @ ALT CST
SPEED ALT CST NAV AP1
CLB 1FD2
A/THR

As Aircraft reaches
7000, it levels off @
7000 (on its own).
Thrust Mode changes
to SPEED from THR
CLB. It is to maintain
the speed.
ALT CST (in green) is
the engaged mode
and CLB gets armed
since FCU ALT is set
at FL 290.
 @ ALT CST
SPEED ALT CST NAV AP1
CLB 1FD2
A/THR

When the aircraft is in CLB mode and the system predicts that it
will miss an altitude constraint, it will not modify the target speed
in an attempt to meet it. In this case, the flight crew may select
an appropriate speed in order to meet the ALT CSTR.

‐ The guidance does not modify the target speed in order to

satisfy an altitude constraint.

Therefore the constraint may not be met and may be predicted

as missed.
 CLIMB
(After ALT CST)
THR CLB CLB NAV AP1
ALT 1FD2
A/THR

As the constraint is passed (we are in Managed Mode),

Thrust changes to Climb Thrust (itself) and the aircraft resumes climb
(itself).
CLB mode engages and ALT gets armed in blue by the system, because
FCU ALT is set at FL 290.
 MANAGED CLIMB
THR CLB CLB NAV AP1
ALT 1FD2
A/THR

Normal Managed Climb.

FMA reading THR CLB | CLB | NAV.
FCU ALTITUDE is set at FL 330.
EFFECT OF FCU
KNOBS
ON CLIMB
 During MANAGED CLIMB
if ALT KNOB PULLED
THR CLB OP CLB NAV AP1
ALT 1FD2
A/THR

When you pull ALT

knob, CLB becomes
OP CLB, DOT on FCU
vanishes. NAV no
change. No change to
THR CLB

Note: ALT dot on FCU

goes OFF. Pushing PULL
the ALT knob reverts
back to CLB from OP
CLB.
 During OPEN CLIMB
if ALT KNOB PUSHED

THR CLB CLB NAV AP1

ALT 1FD2
A/THR

PUSH

When you push ALT knob, OP CLB becomes CLB,

DOT on FCU comes ON.
NAV no change.
No change to THR CLB.
Back in the Managed Climb……
 During OPEN CLIMB
if HDG KNOB PULLED
THR CLB OP CLB HDG AP1
ALT 1FD2
A/THR

PULL PUSH
PULL NO EFFECT

NAV changes to HDG. CLB reverts to OP CLB & constraints disregarded. No

change to THR CLB
Note: ALT dot on FCU goes OFF. ALT knob push/pull has no effect. Push
HDG knob then ALT knob to get CLB/NAV
 BACK TO MANAGED CLIMB
(FROM HDG)
THR CLB CLB NAV AP1
ALT 1FD2
A/THR

1 2

PUSH PUSH

To get back to Managed Climb, first push the HDG knob to

get NAV. Then push ALT knob to get rid of OP CLB . No
change to THR CLB
Note: Pushing/Pulling ALT knob first has no effect. Push HDG knob, then
the ALT knob to get CLB/NAV
 CLIMB : V/S PULLED

SPEED V/S +1500 NAV AP1

ALT 1FD2
A/THR

THR CLB changes to SPEED, CLB becomes the current V/S.

Thrust may reduce to maintain the current V/S (priority)
& then the desired speed.
NAV remains as it is.
 CLIMB

THR CLB CLB NAV AP1

ALT 1FD2
A/THR

Push the ALT knob, SPEED changes into THR

CLB, V/S into CLB and NAV remains as it is.
 OPEN CLB

THR CLB OP CLB NAV AP1

ALT 1FD2
A/THR

OPEN CLB mode is engaged if:

The FCU selected altitude is higher than the aircraft’s present altitude and
Pull the ALT knob or
Pull the SPD/MACH knob, when TOGA mode is engaged or
Pull the SPD/MACH knob, when EXPED CLB mode is engaged or
In CLB mode if NAV mode is lost (or disengaged).
Reversion to OPEN CLB is accompanied by a triple click aural warning.
 OPEN CLB

PULL

When OPEN CLB is engaged:

‐ The FMA displays "OP CLB"
‐ The managed LVL/CH dot on the FCU goes out.

The OPEN CLB mode disregards all altitude constraints up to the FCU selected
altitude.
OPEN CLB
EXEP CLIMB
 CLIMB
(‘EXPED’ PUSHED ON FCU)

THR CLB EXP CLB NAV AP1

ALT 1FD2
A/THR

When EXPED P/B on FCU is pushed:

On FMA, EXP CLB in Green.
Target speed GREEN DOT.

Note: When in EXPED Mode, SPD CSTR, ALT CSTR and

SPD LIM are disregarded.
No visible benefit above FL 250.
When the aircraft is in EXP CLB, the target speed
is Green Dot, which is maintained with pitch
control.
Auto thrust, if active, sets the thrust at CLB
THRUST automatically.

When EXPED is engaged, the system disregards SPD

CSTR, ALT CSTR, and SPD LIM.
How to get out of
EXEP CLIMB?
….03 WAYS
How to disengage EXPEDITE manually?

 By pulling out the V/S or FPA knob to engage the V/S or

FPA mode

 By pulling out the ALT knob to engage OP CLB

 By pushing in the ALT knob to engage the CLB mode,

provided that the engagement conditions are met

 By pulling out the SPD/MACH knob to activate the

selected speed target and engage OP CLB. This will
cause Mode Reversion.
A white box appears around the longitudinal mode
and flashes for 10 s. A triple click sounds.
 OUT OF EXP CLIMB-1

SPEED V/S +1900 NAV AP1

ALT 1FD2
A/THR

Pull the V/S knob on the FCU.

We revert to SPEED and current V/S and EXP CLB
disengages.
NAV remains engaged.

Note: To get rid of V/S, you can push or pull the ALT knob
also, to go into CLB or OP CLB
 OUT OF EXP CLIMB-2

THR CLB OP CLB NAV AP1

ALT 1FD2
A/THR

Pull the ALTknob on FCU,

OPEN CLIMB mode will engage and disengages EXP CLB
 OUT OF EXP CLIMB- 2

THR CLB CLB NAV AP1

ALT 1FD2
A/THR

Push the ALT knob on FCU,

CLIMB mode will engage and EXP CLB disengages.
 OUT OF EXP CLIMB-3

SPEED OP CLB NAV AP1

ALT 1FD2
A/THR

Pull the SPD/MACH knob on the FCU, & select a SPEED.

OP CLB engages and EXP CLB disengages.

Note: To get rid of SPEED, you can push the SPD/MACH

knob and push the ALT knob to go into CLB.
 In EXPED CLIMB

THR CLB EXP CLB NAV AP1

ALT 1FD2
A/THR

When EXPED P/B on FCU is pushed:

EXP CLB in Green.
Target speed GREEN DOT.

Note: When in EXPED Mode, SPD CSTR, ALT CSTR and

SPD LIM are disregarded.
No visible benefit above FL 250.
 EXPED CLIMB
(AT ALT*)

MACH ALT* NAV AP1

1FD2
A/THR

At ALT* engagement, EXEP CLB

automatically disengages.
 FMA
in
CRUISE
 CLIMB @ ALT*

MACH ALT* NAV AP1

1FD2
A/THR

At ALT* engagement, CLB / OP CLB / EXEP CLB

automatically disengages.

ALT* mode guides the aircraft to acquire the FCU selected

altitude.
ALT CST* guides the aircraft to acquire an altitude constraint
provided by Flight Management. Once the aircraft has reached
the altitude, the ALT* mode changes to ALT or ALT CST.
CLIMB @ ALT*
 CLIMB @ ALT*

ALT* and ALT CST* modes have internal protections that

decreases the vertical speed when VLS or VMAX is reached
(VLS or VMAX becomes the priority target).

Note: ‐ If the baro setting is changed during ALT* mode, this may
lead to an FCU target overshoot due to the change of the current
value of the altitude. However ALT* mode will allow the FCU
altitude to be regained.
‐ For aircraft equipped with QFE option, a switching from STD to
QFE (or vice versa) in ALT CST* mode, will change the target
value and a reversion to V/S may occur if the target value is
modified of 250 ft or more.
 CRUISE-- ALT

MACH ALT NAV AP1

1FD2
A/THR

ALT Green shows that the aircraft has leveled off at an

altitude lower than the FMGC entered altitude.
{entries made in INIT A Page during cockpit preparation}.
 CRUISE-- ALT CRZ
MACH ALT CRZ NAV AP1
1FD2
A/THR

If this is the final level,

correct the cruise level on
the PROG page.

Now Soft Mode available.

ALT changes to ALT CRZ
 CRUISE-- ALT CRZ
MACH ALT CRZ NAV AP1
1FD2
A/THR

The soft altitude mode engages when the aircraft reaches the
FCU altitude set as the cruise flight level (entered in the F-PLN
or on PROG page).

The soft altitude mode corrects minor deviations from the Mach
target by allowing a ±50 ft variation from the CRZ FL.

This feature improves fuel efficiency and passenger comfort

and minimizes the changes in thrust.
 FMA
in
Descent
FMGS will change in to DESCENT
Phase when:

♣ No step descent, and distance to

destination < 200 NM,
or
all engines operative and selected
altitude below Max [FL 200, highest DES
ALT CSTR].
♣ If you change your FL and are more
than 200 NMs from destination, aircraft
will descent to new lower altitude but
FMGS will remain in CRZ phase after
Level Off to lower levels.
♣ If you change your FL when less than
200 NMs from destination, FMGS will
shift in DES Mode.
 In Managed DES

• The DES mode guides the aircraft along

the descent path computed by the FMGS.

• The system computes this flight path

backwards from the deceleration point up
to the top of descent (T/D), considering the
speed and altitude constraints at the
deceleration point.
In Managed DES
 The FMGS has computed a descent profile,
assuming that the aircraft will descend initially with
idle thrust and ECON DES speed, and then will
follow the descent profile in order to reach 1000 ft
AGL at VAPP.

The symbol for this Top of Descent is illustrated

by the symbol (T/D) on the MCDU, and by the arrow
symbol on the ND.
MENU
MENU 83/33
83/99
83/29
83/31
83/
 In Managed DES

The current geometric path segment can be

replaced by an idle path segment in case of:
 Modification of CI
 Entry or modification of DES auto MACH/SPD on PERF
DES page
 Insertion of a DIR TO (including ABEAM, RADIAL IN and
RADIAL OUT)
 Entry or modification of an attitude constraint on the
active segment.
 In Managed DES

The aircraft may deviate from the DES profile

while DES mode is engaged if:
 Unexpected wind conditions are
encountered
 Anti-icing is turned on
 The lateral flight plan is changed.

The managed descent profile from high altitude is

approximately 2.5 °. {FCTM NO-090 P 2/8}
In Managed DES
In Managed DES
 If aircraft has overflown the Top
of Descent, the FMA and MCDU
will display the message
DECELERATE;

It is the suggestion to select a lower

speed since the aircraft will be above the
descent profile, MENU
MENU 88/33
88/99
88/29
88/31
88/
 The aircraft vertical position versus the
descent path is indicated by the Vertical
DEViation (VDEV) symbol along the
altitude scale.

You can see that the aircraft is approx.

300 ft above path.
MENU
MENU 89/33
89/99
89/29
89/31
89/
 ATC has cleared to descend
to FL 110.

Since NAV is engaged,

managed descent can be used.

Push the ALT knob to initiate

the descent.

MENU
MENU 90/33
90/99
90/29
90/31
90/
 Aircraft has started
descending in Managed DES
mode.

When DES mode is engaged:

‐ The V/S - FPA window of the FCU shows dashes
‐ The managed LVL/CH dot on the FCU lights up.

MENU
MENU 91/33
91/99
91/29
91/31
91/
 DESCENT : MANAGED

THR IDLE DES NAV AP1

ALT 1FD2
A/THR

During Managed Descent:

In 2nd column DES means vertical constraints will be met.
VDEV will be kept zero on PROG Page.
Thrust can be THR IDLE or MACH/SPEED.
NAV means lateral Flt Plan is being followed.
 DESCENT : MANAGED

THR IDLE DES NAV AP1

ALT 1FD2
A/THR

AP1
SPEED DES NAV 1FD2
ALT A/THR

During Managed Descent:

If aircraft is above or on profile, Thrust window show: “THR IDLE”.

This is called as Idle Path-Descent.

If aircraft is below profile, Thrust window show: “MACH / SPEED”.

This is called as Geometric Path- Descent.
 By pushing the ALT selector, NAV engages:

- DES appears on the FMA

- thrust is reduced to THR IDLE mode

This mode will attempt to maintain a descent path with zero

vertical deviation. The magenta circle shows deviation from the
computed descent path.

MENU
MENU 94/33
94/99
94/29
94/31
94/
 In a managed descent, a symbol appears on the speed scale showing the
target speed. A set of magenta brackets appears above and below the target speed
symbol, ultimately providing a plus and minus 20 kt range. This provides
flexibility for the system to maintain idle thrust by varying the speed when
external conditions are not as expected (e.g. different winds than forecast, aircraft
kept high by ATC).

In this example, aircraft is above the path.

The system will compensate by pitching nose down until the speed is at the
upper margin of the speed range.

MENU
MENU 95/33
95/99
95/29
95/31
95/
When the speed is managed, a target speed range
displayed on the PFD defines acceptable speed variations
around the nominal descent speed target.

MENU
MENU 96/33
96/99
96/29
96/31
96/
The descent speed profile is usually the ECON SPD profile, amended by any
speed constraints and speed limit contained in the flight plan.

Before the descent phase is active, if flight crew does not intend to fly the
ECON speed/Mach profile, a different speed or Mach can be entered to amend
the speed profile.

If the flight crew reverts to the SELECTED speed/MACH mode during descent,
the profile is not modified and the aircraft flies the same profile at the FCU
selected speed/MACH value.

Basic managed SPD/MACH profile in DES mode is:

‐ ECON MACH, or SELECTED Mach, or AUTO MACH
‐ ECON SPD, or SELECTED Speed, or AUTO SPD
‐ SPD CSTR (if any)
‐ SPD LIMIT
‐ Green Dot/S/F/VAPP
‐ VAPP TARGET.
MENU
MENU 97/33
97/99
97/29
97/31
97/
 MANAGED DESCENT
(ABOVE PROFILE)

THR IDLE DES NAV AP1

ALT 1FD2
A/THR

SPEED changes to THR IDLE (as you are above profile),

 If the aircraft is really high above the descent path, even the
increased speed my not be enough to compensate, especially if there
is an altitude constraint ahead. In this case, the ND intercept symbol
is too close to the constraint WPT.

FMA will display a MORE DRAG message. It is a suggestion to use

speed brakes to increase the rate of descent.

So pilot should extend the speed brakes.

MENU
MENU 99/33
99/99
99/29
99/31
99/
If the aircraft is above the descent profile, the speed will increase
toward the upper limit of the managed speed range. If the speed
reaches the upper limit, the aircraft will maintain the speed but will
deviate from the profile (auto thrust at idle).
The navigation display presents a pseudo waypoint (intercept
point) along the flight plan that assumes the aircraft will return to the
profile using:
‐ Idle thrust
‐ 1/2 speed brake extension
‐ ECON speed plus a margin (until intercepting the profile).

MENU
MENU 100/33
100/99
100/29
100/31
100/
 Once the aircraft is back on the descent
path (VDEV close to 0), the MORE DRAG
message disappears. The speed brakes
may now be retracted.

MENU
MENU 101/33
101/99
101/29
101/31
101/
 Since the aircraft is managed descent, the system will
attempt to keep the aircraft on the descent path.
However, in this case, the speed will drop below the
target speed. To keep the speed from becoming too low,
the A/THR will revert from idle to SPEED to maintain the
target speed, even though the speed brakes are still
extended. This is obviously not efficient.

MENU
MENU 102/33
102/99
102/29
102/31
102/
With DES mode engaged, the speed
brakes extension will not necessarily
increase the descent rate.
It increases only if the aircraft is
above path.

MENU
MENU 103/33
103/99
103/29
103/31
103/
MENU
MENU 104/33
104/99
104/29
104/31
104/
MENU
MENU 105/33
105/99
105/29
105/31
105/
MENU
MENU 106/33
106/99
106/29
106/31
106/
 MANAGED DESCENT
(BELOW PROFILE)

SPEED DES NAV AP1

ALT 1FD2
A/THR

THR IDLE changes to SPEED (as you are below profile),

thrust added to correct the profile. DES mode keeps the
aircraft on the profile; VDEV zero on the PROG Page.
MENU
MENU 108/33
108/99
108/29
108/31
108/
MENU
MENU 109/33
109/99
109/29
109/31
109/
MENU
MENU 110/33
110/99
110/29
110/31
110/
 MANAGED DES - With ALT CSTR
THR IDLE DES NAV AP1
ALT 1FD2
A/THR

During Managed Descent, 2nd column DES means vertical constraints will
be met. Thrust can be THR IDLE or MACH/SPEED. NAV means lateral Flt
Plan is being followed.
LEVELING OFF @ ALT CST

SPEED ALT CST NAV AP1

DES 1FD2
A/THR
 As per ATC you come on a
heading of 255.

On the ND, the solid green line

now indicates the track line, and
the flight plan is shown in dotted
green.

MENU
MENU 113/33
113/99
113/29
113/31
113/
 At the same time, the DES mode automatically reverts to the present
Vertical Speed. {-1000 fpm. }

The cardinal rule is: NAV must be engaged before managed descent.

Thus, when you engage the HDG mode, NAV disengages and managed
descent automatically reverts to the current vertical speed.

MENU
MENU 114/33
114/99
114/29
114/31
114/
 MANAGED DESCENT
(HDG KNOB PULLED)

SPEED V/S -1000 HDG AP1

ALT 1FD2
A/THR

During Managed Descent, if the HDG knob is pulled:

THR IDLE changes to SPEED,
DES to V/S on current V/S.{-1000 fpm}
NAV to HDG.
 TO DISENGAGE V/S
(PULL ALT KNOB)

THR IDLE OP DES HDG AP1

ALT 1FD2
A/THR

To get rid of the V/S, pull the ALT knob.

V/S will become OP DES.
First Column SPEED will change to THR IDLE.
 TO GO INTO MANAGED
DESCENT FROM HDG

THR IDLE DES NAV AP1

ALT 1FD2
A/THR

First push the HDG knob, and then push the ALT knob.
When HDG is pushed, HDG changes to NAV (limitations??).
When ALT knob is pushed, OP DES changes to DES.
 OPEN DES

THR IDLE OP DES NAV AP1

ALT 1FD2
A/THR

OPEN DES mode is engaged if:

The FCU selected altitude is lower than the aircraft’s present altitude and
Pull the ALT knob or
Pull the SPD/MACH knob, when EXPED DES mode is engaged.
 OPEN DES

PULL

When OPEN DES is engaged:

‐ The FMA displays "OP DES"
‐ The managed LVL/CH dot on the FCU goes out.
‐ The system arms the ALT mode.

The OPEN DES mode disregards all altitude constraints up to the FCU selected
altitude.
DESCENT in V/S - FPA

PULL
 DESCENT
(V/S -inFPA)
V/S - FPA
The flight crew can engage the mode manually as follows:
• Pull out the V/S or FPA knob (at least 5 s after lift-off) or push
it in for an immediate level off (V/S=0)
• Engage the AP and/or FD if AP and FD are not engaged
(basic mode of AP/FD engagement)
• Select a different altitude (more than 250 ft from present
altitude) when in ALT* mode,
• Select a higher altitude than present altitude when in DES,
OP DES modes or EXP DES mode,
• Select a lower altitude than present altitude when in CLB, OP
CLB modes or EXP CLB mode.
 V/S - FPA
(V/S - FPA)
• The mode engages automatically:
• ‐ 5 s after lift-off, if no other vertical mode is engaged
• ‐ Upon loss of G/S* or G/S mode
• ‐ Upon loss of FINAL mode
• ‐ Upon loss of LOC* or LOC mode
• ‐ Upon loss of NAV mode when DES mode is engaged
• ‐ Upon loss of vertical flight path in DES mode.

The flight crew can disengage the V/S mode manually by:
‐ Pulling or pushing the Altitude knob, or
‐ Pushing the EXPED pb or
‐ Initiating a go-around.
It disengages automatically:
‐ When the aircraft reaches the FCU altitude, or
‐ Upon G/S* engagement.
 EXEP
DESCENT
When the aircraft is in EXP DES, the target speed
is 340 kt or M 0.8 which is maintained with pitch
control.

Auto thrust, if active, sets the thrust at IDLE

automatically.

When EXPED is engaged, the system disregards SPD

CSTR, ALT CSTR, and SPD LIM.
 DESCENT
(EXPED ON FCU PUSHED)

THR IDLE EXP DES NAV AP1

ALT 1FD2
A/THR

When EXPED P/B on FCU is pushed, EXP DES in Green.

Target speed 340 Kts / 0.8 Mach.
Note: When in Expedite Mode, SPD CSTR, ALT CSTR and
SPD LIM are disregarded.
 DESCENT
(EXPED ON FCU PUSHED)
THR IDLE DES NAV AP1
ALT 1FD2
A/THR

ALT
PUSHED

To revert to normal descent, Push the ALT selector knob,

DES mode will engage.

Note: Pulling ALT or V/S or SPD/MACH knob also

disengages EXP DES. Pushing EXP button does not
Approach
 FMA
ILS APP
 ILS APPROACH
(V/S - FPA)
The ILS approach is selected when the APPR pb of the FCU is
pressed and:
An ILS approach is inserted in the Flight Management flight
plan (ARRIVAL page), and an ILS frequency is set in on the
MCDU, or
A runway only is inserted in the Flight Management flight plan
(ARRIVAL page), and an ILS frequency is set in on the
MCDU, or
Even No Approach is inserted in the Flight Management flight
plan (ARRIVAL page), but an ILS frequency is set in on the
MCDU, or
Both radio management panels are set to NAV and each one
has the ILS frequency and course set in.
 ILS APPROACH
(V/S - FPA)
The ILS approach mode includes the following modes:
VERTICAL MODE LATERAL MODE

G/S* (capture) LOC* (capture)

G/S (track) LOC (track)

COMMON MODES:
LAND - FLARE - ROLL OUT

The sequencing of these modes is automatic once the flight

crew has pushed the APPR pb and the conditions for
engagement are met.
 ILS APPROACH
The ILS approach is armed when the APPR pb of the FCU is pressed and:
• An ILS approach is inserted
{ILS frequency and course have to be identically set on both receivers}
• The aircraft is above 400 ft RA.
• The ILS and RA are available
• Go-around or takeoff or FINAL mode is not engaged.

LOC and G/S blue are displayed on the FMA. Both modes will automatically
engage when conditions are met.
Second autopilot may be engaged.
Current landing capability is displayed on the FMA.
{PRO-NOR-SOP-18-C P}
Above 5 000 ft AGL, the FMA displays CAT 1.
Below 5 000 ft AGL, the FMA displays the correct approach capability for the intended
approach.
 ILS APPROACH

SPEED ALT NAV AP1

1FD2
A/THR

Initial aircraft configuration.

 NAV

Press ILS p/b on FCU to display the ILS raw

data

MENU
MENU 139/41
139/33
139/99
139/56
139/
 NAV

IMIA

The ILS switch illuminates green, and the

raw data ILS scales are displayed on the
PFD.

On the FMA, a DH of 200 ft. has previously

been inserted into the MCDU PERF page.

MENU
MENU 140/41
140/33
140/99
140/56
140/
 ILS APPROACH

PUSH PUSH

When cleared for the Approach,

APPR button is pressed,
And because of this G/S & LOC get armed.

2nd A/P is engaged.

 ILS APPROACH
SPEED ALT NAV CAT3 AP1+2
G/S LOC DUAL 1FD2
DH 50 A/THR

FMA : when APPR button

pressed and 2nd A/P engaged.
ILS APPROACH
 ILS APPROACH
SPEED ALT LOC* CAT3 AP1+2
G/S DUAL 1FD2
DH 50 A/THR

DH 50

FMA: when Localizer

captured
(LOC* Green).

G/S still in Blue

(Armed).
 ILS APPROACH
SPEED G/S* LOC CAT3 AP1+2
DUAL 1FD2
DH 50 A/THR

DH 50

FMA: when Glide Slope

captured (G/S* Green).

Localizer Tracked
(LOC Green)
 ILS APPROACH

SPEED G/S LOC CAT3 AP1+2

DUAL 1FD2
DH 50 A/THR

Glide Slope Tracked (G/S Green).

Localizer Tracked (LOC Green).
 ILS APPROACH

SPEED G/S LOC CAT3 AP1+2

DUAL 1FD2
DH 50 A/THR
When the aircraft is established on the LOC axis, the LOC mode engages.
When the aircraft is established on the G/S axis, the G/S mode engages.
The FMA displays “LOC” and “G/S” in green.

The AP/FD guides the aircraft along the G/S down to 30 ft, and along the LOC during the
flare and rollout.

Note: G/S* or G/S modes may be engaged above the operating range of the radio
altimeters (8 000 ft for TRT, and 5 000 ft for Collins and Honeywell radio altimeters). The
landing capability displayed on the FMA will reflect the lack of RA validity (CAT 1) until
the radio altimeters become active.
But, if the radio altimeters fail, or if the FMGS receives no radio altimeter data, LOC,
G/S, and AP/FDs will disengage and FDs will re-engage on basic modes.
{DSC-22_30-80-30-10}
 ILS APPROACH

SPEED LAND CAT3 AP1+2

DUAL 1FD2
DH 50 A/THR

Below 400 feet RA, LAND Green

 ILS APPROACH

SPEED FLARE CAT3 AP1+2

DUAL 1FD2
DH 50 A/THR

Below 50 feet AGL, FLARE Green.

 ILS APPROACH
THR FLARE CAT3 AP1+2
IDLE DUAL 1FD2
DH 50 A/THR

At 30 feet AGL FLARE remains Green.

IDLE on the Auto Thrust Column.
 ILS APPROACH
FLARE CAT3 AP1+2
DUAL 1FD2
DH 50

At 10 feet , Auto Call out “RETARD”. “RETARD”. “RETARD”.

Thrust Levers retarded to IDLE.
A/THR disengages.
 ILS APPROACH
ROLL OUT AP1+2
1FD2

At Touch down ROLL OUT is

displayed in column two and
three.
Yaw Bar is displayed on PFD..
 ILS APPROACH
SOME SYSTEM PARTICULARS:
• Below 700 ft RA, data coming from the FMS is frozen e.g. ILS tune
inhibit.
• Below 400 ft RA, the FCU is frozen.
• At 350 ft, LAND must be displayed on FMA. This ensures correct final
approach guidance.
• Below 200 ft, the AUTOLAND red light illuminates if {various conditions
for different MSNs}:
– Both APs trip off.
– Excessive beam deviation is sensed.
– Localizer or glide slope transmitter or receiver fails.
– A RA discrepancy of at least 15 ft is sensed.
• Flare comes at or below 40 ft
• THR IDLE comes at or below 30 ft
• RETARD auto call out comes at 10 ft for auto land as an order.
(Instead of 20 ft for manual landing as an indication)
 FMA
in NPA
 Introduction

There are 3 levels of automation available for conducting a

Non-Precision approach (NPA) :

1. Selected / Selected ( FPA/ TRK)

2. Vertical Selected / Lateral Managed ( FPA/ NAV)

3. Full Managed (FINAL APP)

Note: Engine out approach with A/P engaged, only the “Selected” type of
approach is permitted.

Non Precision Approach-S.Jumaily 156

VOR APP
(SELECTED)
 VOR APPROACH
(Selected Guidance)

SPEED ALT NAV AP1

1FD2
MDA 930 A/THR

Approaching for a Non Precision Approach (VOR)

Selected Guidance (Lateral & Vertical)
 VOR APPROACH
(Selected Guidance)

SPEED FPA -2.8º TRK AP1

1FD2
MDA 930 A/THR

At FAF Select Final Track.

Selected Final Path Angle -2.8º.
Set Go Around Altitude on the FCU.
 You are level at 2000 ft, the approach phase has been activated, the weather
is VFR, and you are going to do a visual approach, backed up by the data for a
VOR approach to runway 23.
You have chosen to fly the approach using TRK/FPA. The FMAs show ALT
and TRACK, indicating that the aircraft will now maintain 2000ft on a selected
track of 255.

MENU
MENU 160/33
160/99
160/29
160/31
160/
 When you intercept the approach
course, you select the VOR approach
track of 227º.
Even if the wind varies during final
approach, you will fly a constant track
during the approach.

MENU
MENU 161/33
161/99
161/29
161/31
161/
 On the approach chart, you have
determined that the final approach path
is - 3º and starts at 4.4 DME (labeled
FAF on the approach chart).
As you cross the FAF, you engage
the FPA mode by selecting -3.0, and
pulling the FPA selector on the FCU.

MENU
MENU 162/33
162/99
162/29
162/31
162/
 The FMA displays FPA- 3.0º , indicating
that the autopilot will descend on a - 3 º
descent path.

After crossing the FAF, select the proper

G0-AROUND altitude, and crosscheck the
approach using raw data information (VOR
bearing, altitude versus DME).

MENU
MENU 163/33
163/99
163/29
163/31
163/
 Even though in visual conditions, at
MDA, you still have not received a
clearance to land, so you have to level
off.

We push VS/FPA knob to level off.

MENU
MENU 164/33
164/99
164/29
164/31
164/
 VOR APP
- MANAGED - LATERAL
- SELECTED - VERTICAL
 VOR APPROACH
(Managed Lat & Selected Vert)

SPEED ALT NAV AP1

1FD2
MDA 930 A/THR

Approaching for a Non Precision Approach (VOR) with

Managed Lateral & Selected Vertical Guidance.
 VOR APPROACH
(Managed Lat & Selected Vert)

SPEED FPA -2.8º NAV AP1

1FD2
MDA 930 A/THR

At FAF Selected Final Path Angle -2.8º.

Set Go Around Altitude on the FCU
VOR APP
(MANAGED)
 VOR : MANAGED
(Lateral & Vertical)

SPEED ALT NAV AP1

1FD2
A/THR

• Strategy:
- Flown like an ILS
(Similar mental image)
• Course references:
- The managed approach no longer refers to external signals but to
FMS Flight Plan
 VOR : MANAGED
(Lateral & Vertical)

Conditions for Managed Approach :

1. A specific approach profile coding must exist in the FMS data base and be
validated, and …
2. The final approach extracted from the Data Base is not revised by the crew
3. GPS Primary or Accuracy must be high and confirmed…otherwise fly a
Selected approach.
4. Ensure that the FMS Flight plan (lateral & vertical) is correct .
 VOR : MANAGED
(Lateral & Vertical)

Conditions for Managed Approach :

1. The effect of low OAT on obstacle clearance need to be evaluated
2. Conventional radio navaids must be available and monitored during
approach, and must be considered with altitude, as primary means of
navigation .
3. Revert to Selected approach whenever necessary
4. Approach procedures does not including a PI-CF leg (PROC-T indicated
on the MCDU F-PLN)
 The Managed Approach
- Is flown using Stabilized approach technique, and Managed speed
- Is flown with A/P and FINAL APP mode
- When cleared for approach :

- Arm APPR on the FCU-check FMA

 VOR : MANAGED
(Lateral & Vertical)

SPEED ALT NAV AP1

1FD2
A/THR

Approaching for a Non Precision Approach (VOR)

with Managed Guidance
 VOR : MANAGED
(Lateral & Vertical)
SPEED V/S -600 HDG AP1
ALT FINAL APP NAV 1FD2
MDA 940 A/THR

HDG
APP NAV

Approach Push Button on

the FCU depressed.
 VOR : MANAGED
(Lateral & Vertical)
SPEED V/S -600 NAV AP1
ALT FINAL APP NAV 1FD2
MDA 940 A/THR

APP NAV

If NAV mode was already engaged,

APP NAV engages immediately.
 VOR : MANAGED
(Lateral & Vertical)
SPEED V/S -600 APP NAV AP1
ALT FINAL 1FD2
MDA 940 A/THR

APP NAV

If NAV mode was already engaged,

APP NAV engages immediately.
 VOR : MANAGED
(Lateral & Vertical)

AP1
SPEED ALT APP NAV
•MDA 1FD2
FINAL
940 A/THR

ALT
FINAL

PUSH

APPR Push Button on the FCU

depressed.
If NAV was engaged, APP NAV
engages immediately.
 VOR : MANAGED
(Lateral & Vertical)
SPEED FINAL APP AP1
1FD2
MDA 930 A/THR

SET
GO AROUND
ALT

At FAF check FINAL APP in Green,

when Aircraft intercepts the
descent profile. Select Go Around
Alt.
 The Stabilized approach

Stabilized approach (Landing configuration at FAF)

Entering VAPP as SPD CONSTRAINT at FAF…

D D

…will displace the decel point upstream

Note :
Check the VAPP at the bottom of the
speed tape, if not check the speed in
managed mode
 The Stabilized approach

Note: Select Flaps full when reaching

the FAF and descending

Clean config
green dot
Approx
Land conf
VAPP
Stabilized approach
5 NM

Select PROG page and

check estimated NAV
performance value is
FAF less than the required

MDA.. Decide !
 The Stabilized approach

AP1
SPEED FINAL APP 1FD2
MDA 930 A/THR

FAF
-Check FINAL APP GREEN on FMA
SPEED ALT HDG AP1 -Select GA ALT on FCU
APP NAV 1FD2
FINAL
MDA 930 A/THR

At 1000 ft AGL:
Confirm Stabilized approach
on target speed
SPEED ALT APP NAV
AP 1
FINAL
MDA 1FD2
FAF
930 A/THR

At MDA/MDH, Disconnect AP and MDA..

fly visual, or perform GA

SPEED FPA -2.8º TRK AP1

1FD2
MDA 930 A/THR
The Final Approach
The Final Approach
SPEED ALT HDG AP 1
FINAL APP NAV 1FD2
MDA 930
A/THR

SPEED ALT NAV AP 1

FINAL APP NAV 1FD2
MDA 930
A/THR

SPEED ALT APP NAV AP 1

FINAL 1FD2
MDA 930
A/THR

SPEED FINAL AP 1
1FD2
MDA 930
A/THR

SPEED FPA – 2.9◦ TRK

MDA 930 1FD2

A/THR
 The Final Approach
FINAL APP mode engagement
- Flight path monitoring (Lateral & Vertical)
The crew will monitor the final
approach using
• Start of descent blue symbol on
ND
• FMA on PFD
• VDEV, XTK, F-PLN on ND with
GPS PRIMARY
• VDEV, XTK, F-PLN confirmed by
needles, distance/altitude

+
In case of loss of ACCY or ACCY downgraded,
revert to Selected
 The Final Approach
L/DEV and V/DEV
Note :
Don’t mix the V/DEV (BRICK)
with the yoyo
Reaching MDA… decide !

Go Around
Not visual :
The conditions for engagement of FINAL APP mode are as follows:
‐ The aircraft should be stabilized laterally and vertically before the point where
the final descent starts
‐ The DECEL must be sequenced and the FMS approach phase must be active
‐ APP NAV must be engaged, and FINAL must be armed
‐ The FMS must provide predictions
‐ The ND should display a blue arrow at the point where the FMS predicts
engagement of FINAL APP.

Note: A white arrow indicates that at least one of the engagement conditions is
not met.
 VOR : MANAGED
(Lateral & Vertical)

SPEED FPA -2.8º TRK

1FD2
MDA 930 A/THR

When A/P is disconnected or happens automatically at

MDA -50 feet or at 400 ft if no MDA entered.
The FDs revert to basic modes (HDG-V/S or TRK-FPA)
GO AROUND
Decision

 If A/C not stabilized

or
 No Visual references acquired when approaching

DH
or
MDA

Go Around 193
Sequence
THR RED

LAT
Guidance
GA ACC
Decision Action / Monitoring
Cross Checking

LDG Conf.

Pilot’s decision

Go Around 194
Action MAN SRS NAV AP 1
TOGA ALT 1FD2
A/THR

 PF orders “Go Around Flaps”

Setting TOGA
Following SRS (Manual flight)
Monitoring AP response

 PM retracts 1 step of Flaps

 When positive climb is confirmed, Gear UP

Go Around 195
 GO AROUND

MAN SRS NAV AP1

TOGA ALT 1FD2
A/THR

At least one thrust lever to the TOGA detent

+
The flaps lever is at least in position 1,
+
The aircraft is in flight, or
{The aircraft has been on ground for less
than 30 s … Touch and Go }
 GO AROUND

MAN SRS GA TRK AP1

TOGA ALT 1FD2
A/THR

At least one thrust lever to the TOGA detent

+
The flaps lever is at least in position 1,
+
The aircraft is in flight, or
{The aircraft has been on ground for less
than 30 s … Touch and Go }
 GO AROUND
MAN TOGA: Thrust Levers are now manually controlled, since TOGA is beyond the
Auto Thrust engagement range.
A/THR: the FMA is now in blue, meaning the Auto Thrust are no longer engaged,
but are armed for re-engagement.
NAV
FD bars are automatically restored in SRS/GA TRK modes. If FPV/FPD
was previously selected, it reverts to FD bars.

The FMA displays “SRS” and “GA TRK” in green / “NAV” in green.

The NAV mode is automatically engaged or armed, except if HDG/TRK was preset,
Note: Below 100 ft , the HDG mode remains engaged with NAV mode armed if
HDG/TRK was already engaged during approach.
 GO AROUND
FD bars are automatically restored in SRS/GA TRK / NAV modes.

If FPV/FPD was previously selected, it reverts to FD bars.

SPEED FINAL AP 1 NAV AP 1

1FD2
A/THR
 GO AROUND

When the GO-AROUND

phase is engaged, the
previously-flown approach
is automatically strung
back into the flight plan at
the end of the missed
approach procedure…
 GO AROUND
The SRS law maintains the current speed at Go-
around engagement, or VAPP, whichever is
higher.
Nevertheless, the SRS speed target is limited to
VLS+25 kt, in a two-engine configuration, and
NAV AP 1
VLS+15 kt, in an engine-out configuration.

The SRS mode disengages:

‐ Automatically, at the Go-around acceleration altitude
(GA ACC ALT), or if ALT* mode engages (above 400 ft
RA)
‐ If the flight crew engages another vertical mode
‐ If the flight crew selects a speed while in SRS mode:
SRS reverts to OP CLB mode and a triple-click aural
warning is heard.

Note: In Engine Out conditions, the SRS mode does

not automatically disengage at EO ACC ALT.
GO AROUND @ THR RED ALT

MAN SRS NAV AP1

TOGA ALT 1FD2
LVR CLB A/THR

At Thrust Reduction Altitude:

LVR CLB flashes.
Pilot moves Thrust Levers to CL Gate.

ALT armed (In Blue).

Engagement of NAV means we are

following Missed Approach Procedure.
 GO AROUND after THR
RED ALT

THR CLB SRS NAV AP1

ALT 1FD2
A/THR

After Thrust Reduction Altitude:

When Pilot moves Thrust Levers to
CL Gate.
FMA show THR CLB in green 1st col.
and
A/THR in white in 5th Col.
Rest of FMA same.
 GO AROUND @ GA ACCL ALT
THR CLB CLB NAV AP1
ALT 1FD2
A/THR

At GA Acceleration Altitude:
Thrust Levers are in CLB detent.

SRS disengages and CLB/OP CLB will

engage……
ALT armed (In Blue).

Engagement of NAV means we are

following Missed Approach Procedure.
 GO AROUND
THR CLB OP CLB HDG AP1
ALT 1FD2
A/THR

Engagement of HDG means we are

under Radar HDG.

OP CLB will engage.

 GO AROUND
In the GO-AROUND phase, the system makes no
predictions.

Consequently, CLB and DES modes are not

available, and the flight crew must monitor
constraints.

When the SRS mode disengages, the target

speed becomes the smaller of green dot speed or
speed constraints.
 GO AROUND
THR CLB OP CLB NAV AP1
ALT 1FD2
A/THR

When the aircraft leaves the GO-

AROUND phase:
all predictions and modes become
available again.
 GO AROUND
• HEADING/TRACK PRESET FUNCTION IN GO-AROUND PHASE:

The flight crew can use the heading/track preset, when LOC*, LOC, LAND,
FINAL or GA is engaged. SET the appropriate heading, or track value, in the
window of the FCU.
When necessary, PULL the HDG/TRK selection knob to engage the mode on the
preset value.
 GO AROUND

Monitoring of FLIGHT PARAMETERS IN GO-

AROUND:

During a go-around, the PM will make a callout for the following

conditions:
"BANK": If the bank angle becomes greater than 7 °,
"PITCH": If the pitch attitude becomes greater than 20 ° up or
less than 10 ° up,
"SINK RATE": If there is no climb rate.