AUTOFLIGHT SYSTEM FMGCs.

Each FMGC sends information to its own autopilot

PART 1 AUTOFLIGHT SYSTEM DESCRIPTION
➢ The auto flight system on the A320 family reduces
pilot workload, enhances safety, and optimizes
performance.
➢ The system consists of four main sections:
Computation and Processing, Input Devices,
Output Devices, And Information Sources.
➢ The heart of the system is the computation and
processing section, which is done by two flight
management guidance computers (FMGCs).
➢ Pilots provide inputs to the FMGCs using TWO multi-
purpose control and display units (MCDUs) and a
SINGLE flight control unit (FCU).
➢ The FMGCs control flight management and flight
guidance functions, including navigation, flight
planning, performance optimization, display
management, and flight control.
➢ Both FMGCs have access to the same information
sources and exchange information, and both send
commands to the auto thrust system.
➢ Important components in the cockpit include the FCU,
MCDUs, flight control director push buttons, EFIS
displays, and thrust levers.
and flight director system, and both FMGCs send commands to
the auto thrust system.
Overall, understanding the autoflight system and how to use it
is crucial for operating the A320 family of aircraft safely and
efficiently.
Bullet Summary:
➢ The A320 autoflight system reduces pilot workload,
enhances safety, and optimizes performance
➢ The system consists of four main sections:
computation and processing, input devices, output
devices, and information sources
➢ Two identical FMGCs control the system and receive
inputs from MCDUs and an FCU
➢ The FMGCs are divided into flight management and
flight guidance parts
➢ The two FMGCs have access to the same information
sources and exchange information
➢ Understanding the autoflight system is crucial for safe
and efficient operation of the A320.

The auto flight system on the A320 family of aircraft is

designed to reduce pilot workload, enhance safety, and optimize
performance. It consists of four main sections: computation and
processing, input devices, output devices, and information
sources. The system is controlled by two identical flight
management guidance computers (FMGCs) that work together.
Pilots provide inputs to the FMGCs using two multi-purpose
control and display units (MCDUs) and a single flight control
unit (FCU). The FMGCs provide outputs to the flight control
computers for pitch, roll, and yaw control, as well as thrust
control and display of information.

The FMGCs are divided into two main parts: flight

management and flight guidance.
➢ The FLIGHT MANAGEMENT part controls
navigation, flight planning, performance optimization,
and display management.
➢ The FLIGHT GUIDANCE part provides commands
to the flight control computers to control pitch, roll,
and yaw through the autopilot, auto thrust, and flight
director systems.

The two FMGCs have access to the same information

sources and exchange information. Each FMGC is linked to
its own MCDU, and both FMGCs are linked together by a
crosstalk bus. The inputs from the FCU are fed to both
PART 2 FLIGHT CONTROL UNIT FCU Bullet Summary:

➢ The Flight Control Unit (FCU) is used for speed,
lateral and vertical control, autopilot, and auto
thrust selection.
➢ The system can be operated in selected mode or
managed mode.
➢ In selected mode, the pilot has to continuously select
the desired parameters.
➢ In managed mode, the computers control the airplane
according to parameters previously input into the
FMGC.
➢ The altitude window is never dashed, and the pilot
must always set the cleared altitude.
➢ The speed mark selector controls several functions,
including setting the current aircraft speed and
selecting manage speed mode.
➢ The heading track selector knob can be pulled to show
the present aircraft heading, turned to change the
heading track, or pushed to return to ELNAV.
➢ The vertical area is divided into two parts: altitude and
vertical speed/flight path angle. The altitude window
always shows the altitude set by the crew, and the
vertical speed/flight path angle knob can be turned,
pushed, or pulled to select a vertical speed or flight
path angle.
➢ The FCU is used for speed, lateral and vertical control,
autopilot, and auto thrust selection
➢ The system can be operated in two different modes:
selected and managed
➢ The altitude window is never dashed
➢ The speed mock control area comprises a window, a
speed mark push button, and a speed mark selector knob
➢ The heading track selector knob has several functions
➢ The vertical area is divided into two parts: altitude and
vertical speed/flight path angle
➢ The altitude window always shows the altitude set by the
crew
➢ The vertical speed/flight path angle knob can be turned,
pushed, or pulled
➢ In the approach phase, the flight path angle window
indicates the current flight path angle and whether the
aircraft is descending or climbing.

The Flight Control Unit (FCU) is used for speed, lateral and
vertical control, autopilot, and auto thrust selection. The system
can be operated in two different modes: selected mode, where
the pilot continuously selects how they want the airplane to fly,
or managed mode, where the computers control the airplane
according to parameters previously input into the Flight
Management Guidance Computer (FMGC) through the
Multipurpose Control Display Unit (MCDU). The altitude
window is never dashed because the pilot must always set the
cleared altitude.
The speed mock control area comprises a window, a speed mark
push button, and a speed mark selector knob. The heading track
selector knob has several functions, such as changing the
heading track and allowing the aircraft to return to ELNAV. The
vertical area is divided into two parts: altitude and vertical
speed/flight path angle. The altitude window always shows the
altitude set by the crew. The vertical speed/flight path angle
knob can be turned, pushed, or pulled and commands a level off
or selects a vertical speed or flight path angle. In the approach
phase, the flight path angle window indicates the current flight
path angle and whether the aircraft is descending or climbing.
PART 3 FLIGHT MODE ANNUNCIATOR FMA
➢ The FCU is a main input device for FMGCs.
➢ Good CLR requires verifying inputs with appropriate
outputs.
➢ The FMA on the top of the PFD displays autopilot, flight
director, and auto thrust engagement status.
➢ The FMA is divided into five vertical columns and three
horizontal lines.
➢ The first three columns show engaged, armed, and
reminder modes for flight guidance systems.
➢ The fourth column displays approach capability and
selected minimums.
➢ The fifth column displays autopilot, flight director, and
auto throttle status.
➢ When modes change on the FMA, they are boxed in
white for 10 seconds.

The Flight Mode Annunciator (FMA) is a key part of the Flight

Management Guidance System (FMGC) used in aircraft. It is
located at the top of the Primary Flight Display (PFD) and is
divided into five vertical columns, each with three horizontal
information lines. The first three columns display engaged
modes, armed modes, and reminders or messages for the
flight guidance system. The last two columns provide
information about approach capability and the engagement
status of the flight guidance system.
The FMA can display information about autopilot flight
director, vertical autopilot flight director, lateral approach
capability, and auto thrust engagement status during approach
and landing. The color coding of the FMA will be explained
later when the concept of managed guidance and selected
guidance is discussed. The FMA is boxed in white for 10
seconds when any mode changes to draw the pilot's attention to
the new status. In this example, the aircraft is intercepting the
localizer and the glide slope is armed but has not yet been
captured.

Bullet Summary:
➢ The FMA is a key part of the FMGC used in aircraft.
➢ It is located at the top of the PFD and is divided into
five vertical columns.
➢ The FMA can display information about autopilot flight
director, vertical autopilot flight director, lateral
approach capability, and auto thrust engagement status
during approach and landing.
➢ The FMA is boxed in white for 10 seconds when any
mode changes to draw the pilot's attention to the new
status.
PART 4 FLIGHT DIRECTOR FD AUTOPILOT ➢ Flight Director push button used to turn them on or off
➢ Track flight path angle symbology can be displayed on
➢ Autopilot can be engaged at 100 feet above the ground both PFDs
if SRS is available
➢ Autopilot can only be engaged at 500 feet if SRS is not
available
➢ Autopilot 1 is used when the captain is flying, Autopilot
2 is used when the first officer is flying
➢ Auto land procedure recommends both autopilots be
engaged for redundancy
➢ Flight directors provide guidance to pilots based on
guidance modes and targets selected on the FCU
➢ Flight director symbols are displayed on PFDs and their
engagement status is indicated on the FMA
➢ Flight director crossbars consist of two independent
bars indicating pitch and roll commands
➢ Track flight path angle symbology can be displayed by
pressing the heading vertical speed track flight path
angle push button on the FCU

This module covers the engagement and disengagement of

autopilots and flight directors in an Airbus aircraft. The
autopilot may be engaged at 100 feet above the ground if
SRS (Speed Reference System) is available, otherwise, it may
be engaged at 500 feet. Autopilot 1 is used when the captain
is flying, while Autopilot 2 is used when the first officer is
flying. The Autoland procedure recommends engaging both
autopilots to ensure the best level of redundancy.
Flight directors guide pilots with guidance modes and targets
selected on the Flight Control Unit (FCU), and their
engagement status is indicated on the Flight Mode Annunciator
(FMA). The symbols on the Primary Flight Display (PFD) are
driven by either FMGC1 or FMGC2, and the Flight Director
push button on the EFIS control panel is used to turn them on
or off.
The Flight Director crossbars consist of two independent bars
referencing the aircraft attitude symbol, a horizontal bar
indicating the pitch command, and a vertical bar indicating the
roll command. The track flight path angle symbology can be
displayed on both PFDs by pressing the heading vertical speed
track flight path angle push button on the FCU.

Bullet Summary:
➢ Autopilot may be engaged at 100 feet above the ground
if SRS is available
➢ Autopilot 1 used when captain is flying, Autopilot 2
used when first officer is flying
➢ Engaging both autopilots recommended for Autoland
procedure
➢ Flight directors guide pilots with guidance modes and
targets selected on FCU
➢ Symbols on PFD driven by FMGC1 or FMGC2
PART 5 AUTOTHRUST SYSTEM
➢ Auto throttle system has two modes: speed mode and
thrust mode
➢ Modes are linked to autopilot flight director vertical
modes
➢ Auto throttle engagement range is from just forward of
idle to climb detent
➢ Auto throttle has three states: disconnected, armed, and
engaged
➢ Auto throttle engagement is disabled in reverse
segment
➢ Auto throttle adjusts thrust to maintain target speed in
speed mode
➢ Auto throttle adjusts thrust to provide constant thrust in
thrust mode
➢ Auto throttle is disabled when the levers are in the
reverse segment

The auto throttle system in the A320 family aircraft has two
modes: speed mode and thrust mode. Speed mode adjusts the
thrust to maintain a target speed during cruise or approach,
while thrust mode provides constant thrust during climb or
descent. The auto throttle is linked to autopilot flight director
vertical modes and the primary controls are the thrust levers.
The auto throttle engagement range is from just forward of the
idle detent to the climb detent, with four physical detents for
maximum climb thrust, flex/mct, toga, and reverse.
The auto throttle has three states: disconnected, armed, and
engaged. The auto throttle is armed during takeoff, and the pilot
must manually set the thrust levers to initiate the takeoff roll.
The auto throttle is engaged on crossing the thrust reduction
altitude, and the pilot must manually set the thrust levers to the
climb detent. During the flare, the pilot must reduce the thrust
by bringing the thrust levers back to idle. The auto throttle
system is disabled when the levers are in the reverse segment.

Bullet Summary:
➢ A320 auto throttle system has two modes: speed and
thrust
➢ Linked to autopilot flight director vertical modes with
thrust levers as primary controls
➢ Engagement ranges from idle to climb detent with four
physical detents
➢ Three states: disconnected, armed, and engaged
➢ Auto throttle is armed during takeoff and engaged on
crossing the thrust reduction altitude