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22 Auto Flight

amm-3

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0% found this document useful (0 votes)

13 views

22 Auto Flight

amm-3

Uploaded by

Ilker Inan

We take content rights seriously. If you suspect this is your content, claim it here.

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Download as PDF, TXT or read online on Scribd

You are on page 1/ 191

Customer : THY Manual : AMM

Type : A318/A319/A320/A321 Selected applicability : ALL

Rev. Date : Feb 01, 2016
22 - AUTO FLIGHT

** ON A/C ALL

22 - AUTO FLIGHT
22-00 - AUTO FLIGHT - GENERAL

22-00-00 - AUTO FLIGHT - GENERAL

22-00-00 PB 001 CONF 00 - AUTO FLIGHT - GENERAL - DESCRIPTION AND OPERATION

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.
2. Component Location
(Ref. Fig. Layout of the AFS Components SHEET 1)

Print Date: March 25, 2016 Page 1 of 191

© AIRBUS S.A.S. ALL RIGHTS RESERVED. CONFIDENTIAL AND PROPRIETARY DOCUMENT.
Customer : THY Manual : AMM
Type : A318/A319/A320/A321 Selected applicability : ALL
Rev. Date : Feb 01, 2016
22 - AUTO FLIGHT

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
ILS PLAN 10 160 SPD METRIC TO 10 160 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

Figure 22-00-00-13200-B / SHEET 1/1 - Layout of the AFS Components

** ON A/C ALL

Print Date: March 25, 2016 Page 2 of 191

(Ref. Fig. Location of the AFS Computers SHEET 1)

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

Figure 22-00-00-13300-A / SHEET 1/1 - Location of the AFS Computers

** ON A/C ALL

Print Date: March 25, 2016 Page 3 of 191

FIN FUNCTIONAL DESIGNATION PANEL ZO AC- ATA REF

NE CESS
DOOR

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 901-901
12CA1 SOLENOID-PITCH & ROLL LOCK, CAPT 193VU 211 22-31-00
12CA2 SOLENOID-PITCH & ROLL LOCK, F/O 182VU 212 22-31-00

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 501-599, 601-602, 651-700, 901-901
1CA2 FMGC-2 84VU 128 22-83-34

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 501-599, 601-602, 901-901

1CA1 FMGC-1 83VU 127 22-83-34

** ON A/C 401-449
1CA1 FMGC-1 83VU, 8 127 83VU, 8 22-83-34
24 24
1CA2 FMGC-2 84VU, 8 128 84VU, 8 22-83-34
24 24

** ON A/C 901-901
PRE SB 22-1278 for A/C 901-901

EMB SB 22-1079 for A/C 901-901

EMB SB 22-1102 for A/C 901-901
1CC1 FAC-1 83VU, 8 127 83VU, 8 22-66-34
11 11
1CC2 FAC-2 84VU, 8 128 84VU, 8 22-66-34
11 11

** ON A/C 001-049, 054-100, 151-153, 159-199, 315-349, 501-599, 601-602, 651-700

PRE SB 22-1226 for A/C 151-153
POST SB 22-1278 for A/C 901-901

EMB SB 22-1079 for A/C 901-901

EMB SB 22-1102 for A/C 901-901
EMB SB 22-1226 for A/C 901-901
1CC1 FAC-1 83VU 127 22-66-34

** ON A/C 001-049, 054-076, 154-199, 315-349, 501-599, 601-602, 651-700

PRE SB 22-1102 for A/C 073-074
POST SB 22-1226 for A/C 151-153
POST SB 22-1278 for A/C 077-078
PRE SB 22-1278 for A/C 001-003, 154-158
1CC2 FAC-2 84VU 128 22-66-34

** ON A/C 077-100, 151-153, 303-314, 351-399, 401-449

POST SB 22-1102 for A/C 073-074
PRE SB 22-1226 for A/C 151-153
POST SB 22-1278 for A/C 001-003, 154-158, 901-901
PRE SB 22-1278 for A/C 077-078

Print Date: March 25, 2016 Page 4 of 191

FIN FUNCTIONAL DESIGNATION PANEL ZO AC- ATA REF

NE CESS
DOOR

EMB SB 22-1079 for A/C 901-901

EMB SB 22-1102 for A/C 901-901
EMB SB 22-1226 for A/C 154-158, 303-308, 401-401, 901-901
1CC2 FAC-2 84VU, 8 128 84VU, 8 22-66-34
24 24

** ON A/C 154-158, 303-314, 351-399, 401-449

POST SB 22-1226 for A/C 151-153

EMB SB 22-1226 for A/C 154-158, 303-308, 401-401

1CC1 FAC-1 83VU, 8 127 83VU, 8 22-66-34
24 24

** ON A/C ALL
2CA FCU 13VU 210 22-81-12
3CA1 MCDU-1 11VU 210 22-82-12
3CA2 MCDU-2 11VU 210 22-82-12
3CA3 MCDU-3 101VU 211 22-82-12
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 325BL 325 27-26-17

** ON A/C ALL

EMB SB 27-1139 for A/C 901-901

EMB SB 27-1147 for A/C 901-901
3CC1 SERVO ACTR-YAW DAMPER, 1 325BL 325 27-26-51
3CC2 SERVO ACTR-YAW DAMPER, 2 325BR 325 27-26-51

** ON A/C ALL
4CC LIMITATION UNIT-RUDDER TRAVEL 325DL 325 27-23-51
10CC ACTUATOR-RUDDER TRIM 325AL 325 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
12CC2 P/BSW-FLT CTL/FAC2 24VU 212 22-62-00
47CE1 RELAY-TAKEOVER & PRIORITY 1 187VU 127 27-14-00
47CE2 RELAY-TAKEOVER & PRIORITY 2 188VU 128 27-14-00
3. System Description
(Ref. Fig. General Architecture of the AFS SHEET 1)

Print Date: March 25, 2016 Page 5 of 191

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

Figure 22-00-00-15200-A / SHEET 1/1 - General Architecture of the AFS

** ON A/C ALL

Print Date: March 25, 2016 Page 6 of 191

(Ref. Fig. AFS - Controls and Indicating SHEET 1)

LIMITATION UNIT
RUDDER TRAVEL

YAW DAMPER
SERVO ACTUATORS
ACTUATORS
RUDDER
TRIM
TO ELAC-FCU
TO EIU

& FAC

TO PEDALS
F/O SIDE STICK CONTROLLER

FMGC
FMGC

2
1
COCKPIT

& INDICATING
CONTROLS

FAC
THROTTLE
CONTROL

FAC
2
LEVER
PFD

MCDU2
F/O

(IF FITTED)
ND

MCDU 3
ECAM

MCDU1

CAPT SIDE STICK CONTROLLER

FCU

CAPT
ND
FLT CTL
PANELS

CONTROL &
INDICATIONS
COMPARTMENT
PFD

N_MM_220000_0_AGM0_01_00

Figure 22-00-00-15300-A / SHEET 1/1 - AFS - Controls and Indicating

** ON A/C ALL

Print Date: March 25, 2016 Page 7 of 191

The AFS/FMS includes four computers: two FACs and two FMGCs (8 MCU each) located in the aft electronics
rack 80VU.
(Ref. Fig. Location of the AFS Computers SHEET 1)
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. AFS - Controls and Indicating SHEET 1)
(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.
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

Print Date: March 25, 2016 Page 8 of 191

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
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. Interconnection Between the AFS and the Engines SHEET 1)

Print Date: March 25, 2016 Page 9 of 191

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

Figure 22-00-00-19800-A / SHEET 1/1 - Interconnection Between the AFS and the Engines
** ON A/C ALL

Print Date: March 25, 2016 Page 10 of 191

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.
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
7. Operation
A. Flight Augmentation (FAC)
(1) General
(a) Functions
The FAC performs the functions given below:
· yaw damper
· rudder trim (manual and automatic)
· rudder travel limiting
· 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.

Print Date: March 25, 2016 Page 11 of 191

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.
(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. Display of the FAC Data on the Speed Scale of the PFD SHEET 1)

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

Figure 22-00-00-22400-A / SHEET 1/1 - Display of the FAC Data on the Speed Scale of the PFD
** ON A/C ALL

Print Date: March 25, 2016 Page 12 of 191

· 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)
· flight director (FD)
· 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 !
!---------!---------!---------!---------!-----------------!
! 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) !
-----------------------------------------------------------

Print Date: March 25, 2016 Page 13 of 191

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. AFS - FD Symbols on the PFD SHEET 1)

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

Figure 22-00-00-22800-A / SHEET 1/1 - AFS - FD Symbols on the PFD

** ON A/C ALL

Print Date: March 25, 2016 Page 14 of 191

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
!---------------------!----------------------------------!----------
! ! 2 engines ! 1 engine fail ! Runway (R
! ! operational ! ! holding o
! !----------------!-----------------! center li
! TAKEOFF ! Speed Reference! SRS : holding of! 30 ft. an
! (TO) ! System (SRS) : ! Va if Va > V2 ! after 30
! ! holding of ! V2 if Va < V2 ! available
! ! V2 + 10 kt ! (*) ! for AP)
!---------------------!----------------------------------!----------
! GO AROUND ! SRS : holding of Va if Va > VAPP ! Tr
! (GA) ! VAPP if Va < VAPP (*) !
!---------------------!----------------------------------!----------
! LOCALIZER (LOC) ! ! LOC captu
!---------------------!----------------------------------!----------
! ! ILS ! Glide capture and track (G/S) ! LOC captu
! APPROACH ! approach ! ! Align and
!(depending!----------!----------------------------------!----------
! on pilot ! non- ! Final descent (FINAL) ! Approach

Print Date: March 25, 2016 Page 15 of 191

!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 !
!-----------------!-- -------------------!-----------------------!
! 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

Print Date: March 25, 2016 Page 16 of 191

· 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. AFS - Annunciator of the Flight Modes on the PFD SHEET 1)
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
LINE 2 A2 B2 C2 D2 E2
LINE 3 A3 B3 C3 D3 E3

N_MM_220000_0_AVN0_01_00

Figure 22-00-00-23100-B / SHEET 1/1 - AFS - Annunciator of the Flight Modes on the PFD
** ON A/C ALL

Print Date: March 25, 2016 Page 17 of 191

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 ! ZON
------------------------------------------------------------------------
! ! SRS (G) ! HDG(G) ! CAT1 (W)! AP1
! ---------- ! ! ! !
! !MAN (W) ! ! ! ! !
! !TOGA (W)! (W) ! ALT CRZ (G) ! GA TRK(G) ! CAT2 (W)! AP2
! ---------- ! ! ! !
! ! ALT CST (G) ! LOC (G) ! CAT3 (W)! AP1+
! ---------------- ! ! ! !
! !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) ! ! ! !

Print Date: March 25, 2016 Page 18 of 191

! ! ALT(G) ! ! !
! THR LVR (G) ! ! ! !
! ! ALT* (G) ! ! !
! THR IDLE (G) ! ! ! !
!-----------------------------------------------------------------------
(A)* : amber box flashing
------------------------------
! ZONE BC1 !
------------------------------
! FINAL APP(G) !
!----------------------------!
! FLARE(G) !
!----------------------------!
! ROLL OUT(G) !
!----------------------------!
! LAND(G) !
!----------------------------!
------------------------------------------------------------------------
! ZONE A2 ! ZONE B2 ! ZONE C2 ! ZONE D2 ! ZONE E2
------------------------------------------------------------------------
! ! 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) ! ! !
! ! ! ! !
------------------------------------------------------------------------
------------------------------------------------------------------------
! ZONE A3 ! ZONE B3 ! ZONE C3 ! ZONE D3 ! ZONE E3
------------------------------------------------------------------------
! ! ! ! DH(W)XXX(C) ! A/THR(W)
! ! ! ! !
! LVR ASYM(A) ! ! ! NO DH(H) ! A/THR(C)
! ! ! ! !
! LVR CLB (W)* ! ! ! MDA(W)XXXX(C) !
! ! ! ! or !

Print Date: March 25, 2016 Page 19 of 191

! LVR MCT (W)* ! ! ! MDH(W)XXXX(C) !

! ! ! ! !
------------------------------------------------------------------------
(W)* : white wording flashing

---------------------------------
! ZONE AB3 !
---------------------------------
! SPEED SEL : XXX (C) !
! MACH SEL : .XX (C) !
---------------------------------

-----------------------------------
! 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.

Print Date: March 25, 2016 Page 20 of 191

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.
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 in-
serted by the load, 20 waypoints, 20 navaids, 10 runways and 3 company routes. These spe-
cific 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 per-
formance 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.

Print Date: March 25, 2016 Page 21 of 191

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. AFS - Selection of Navaids SHEET 1)

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

Figure 22-00-00-23300-A / SHEET 1/1 - AFS - Selection of Navaids

** ON A/C ALL

Print Date: March 25, 2016 Page 22 of 191

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)
· 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. AFS - Display of Flight Management Information SHEET 1)

Print Date: March 25, 2016 Page 23 of 191

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 R O 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 ARG IS 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

Figure 22-00-00-23400-A / SHEET 1/1 - AFS - Display of Flight Management Information

** ON A/C ALL

Print Date: March 25, 2016 Page 24 of 191

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.
Figure 22-00-00-13200-B / SHEET 1/1 - Layout of the AFS Components
Figure 22-00-00-13300-A / SHEET 1/1 - Location of the AFS Computers
Figure 22-00-00-15200-A / SHEET 1/1 - General Architecture of the AFS
Figure 22-00-00-15300-A / SHEET 1/1 - AFS - Controls and Indicating
Figure 22-00-00-19800-A / SHEET 1/1 - Interconnection Between the AFS and the Engines
Figure 22-00-00-22400-A / SHEET 1/1 - Display of the FAC Data on the Speed Scale of the PFD
Figure 22-00-00-22800-A / SHEET 1/1 - AFS - FD Symbols on the PFD
Figure 22-00-00-23100-B / SHEET 1/1 - AFS - Annunciator of the Flight Modes on the PFD
Figure 22-00-00-23300-A / SHEET 1/1 - AFS - Selection of Navaids
Figure 22-00-00-23400-A / SHEET 1/1 - AFS - Display of Flight Management Information

22-10 - AUTOPILOT/FLIGHT DIRECTOR (AP/FD)

22-10-00 - AUTOPILOT/FLIGHT DIRECTOR (AP/FD)

22-10-00 PB 001 CONF 00 - AUTOPILOT/FLIGHT

DIRECTOR (AP/FD) - DESCRIPTION AND OPERATION

Print Date: March 25, 2016 Page 25 of 191

1. General
(Ref. Fig. Layout of AP/FD and Flight Control Components)

A
TO TO
TO FA
SE EL C1
C1 AC1 AN
,S AN D
EC DE FA
2A C2
ND LA
SE C2
C3
D

SEC 1 FAC 1

1CE1 1CC1 TO RUDDER

SEC 2 TO SPOILER FAC 2

1CE2 1CC2

SEC 3 FMGC 1

1CE3 1CA1 TO FCU AND MCDU

BSCU TO NLG AND MLG FMGC 2

10GG 1CA2

ELAC 1

2CE1 TO AILERON AND ELEVATOR

ELAC 2

2CE2
NO SPECIFIED LINK
N_MM_221000_0_AAM0_01_01

Figure 22-10-00-12400-A / SHEET 1/3 - Layout of AP/FD and Flight Control Components
** ON A/C ALL

Print Date: March 25, 2016 Page 26 of 191

SPD HDG LAT ALT LVL / CH V/S

HDG V/S
CSTR WPT VOR.D NDB ARPT ARPT NDB VOR.D WPT CSTR
BARO BARO
ROSE NAV 40 UP 40 ROSE NAV
VOR ARC 80 HDG V/S 100 1000 80 VOR ARC
20 20
TRK FPA PUSH
in Hg h PA SPD METRIC TO in Hg h PA
LS PLAN 10 160 10 160 LS PLAN
MACH ALT LEVEL
PULL AP1 AP2 OFF PULL
STD 320 320 STD
1 2 DM 1 2
ADF VOR ADF VOR ADF VOR ADF VOR
LOC A/THR APFR
FD LS LS FD
OFF OFF OFF OFF

FLIGHT CONTROL UNIT

B 01

13VU

FM 1 IND RDY FM 2

DAT A I N DE X 1/2
POS I T I ON
260 ° / 109 / FL 370

2 5 8 ° / 08 0 / FL 3 5 0

2 6 5 ° / 0 9 6 / FL 3 30
P RE V
2 4 5 ° / 08 5 / FL 2 90 P HA SE
S A T / AL T N E XT
- 4 5° / FL 3 3 0 P H A SE
U P L I NK UP L I NK
C A NCE L I N S ER T

BRT
DIR PROG PERF INIT DATA
OFF
F-PLN RAD FUEL SEC RAD MCDU
NAV PRED F-PLN NAV MENU

DIR
A B C D E

F F G H I J M
A C
I D
L K L M N O U
1 2 3
M
F E
M
4 5 6 P Q R S T N
U

7 8 9 U V W X Y

+- OVFY
0 Z / SP CLR

MCDU
NOTE: C 01
01 TYPICAL
N_MM_221000_0_AAM0_02_00

Figure 22-10-00-12400-A / SHEET 2/3 - Layout of AP/FD and Flight Control Components
** ON A/C ALL

Print Date: March 25, 2016 Page 27 of 191

824 E
Z120

FR24
F
1CC1
FAC 1
1CA1
811 FMGC1
FR1 D
1CE1
SEC1

ELAC2
2CE2

SEC2
1CE2
FMGC2
1CA2
FAC2
1CC2
E ELAC1
2CE1
80VU

BSCU
10GG

F SEC3
90VU 1CE3

N_MM_221000_0_AAM0_03_00

Figure 22-10-00-12400-A / SHEET 3/3 - Layout of AP/FD and Flight Control Components
** ON A/C ALL

Print Date: March 25, 2016 Page 28 of 191

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)
· flight director (FD)
· automatic thrust control (A/THR)
· flight management.
The functions of the FAC are:
· yaw damper
· rudder trim
· rudder travel limiting
· 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).
2. Component Location

** ON A/C 901-901
PRE SB 22-1138 for A/C 901-901
(Ref. Fig. Location of FCU and MCDUs SHEET 1)

Print Date: March 25, 2016 Page 29 of 191

100 1000 UP
HDG V/S
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
DN

FLIGHT CONTROL UNIT

B B

BRT
DIR PROG PERF INIT DATA

F-PLN RAD FUEL SEC MCDU

NAV PRED F-PLN MENU

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

Figure 22-10-00-12600-C / SHEET 1/1 - Location of FCU and MCDUs

** ON A/C 901-901 | PRE SB 22-1138 for A/C 901-901

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
POST SB 22-1138 for A/C 901-901
(Ref. Fig. Location of FCU and MCDUs SHEET 1)

Print Date: March 25, 2016 Page 30 of 191

B B

SPD HDG LAT ALT LVL / CH V/S

FLIGHT CONTROL UNIT TYPICAL

FM 1 IND RDY FM 2

BRT
DIR PROG PERF INIT DATA
OFF
F-PLN RAD FUEL SEC RAD MCDU
NAV PRED F-PLN NAV MENU

DIR
A B C D E

F F G H I J M
A C
I D
L K L M N O U
1 2 3
M
F E
M
4 5 6 P Q R S T N
U

7 8 9 U V W X Y

+- OVFY
0 Z / SP CLR

MCDU TYPICAL
B
N_MM_221000_0_AEU0_01_00

Figure 22-10-00-12600-E / SHEET 1/1 - Location of FCU and MCDUs

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449,
501-599, 601-602, 651-700 | POST SB 22-1138 for A/C 901-901

** ON A/C ALL

Print Date: March 25, 2016 Page 31 of 191

(Ref. Fig. Location of Components)

824 A 1CC1
FAC 1
Z120 1CA1
FMGC1
1CE1
SEC1

B FR24

ELAC2
2CE2

SEC2
811 FR1 1CE2
FMGC2
1CA2
FAC2
1CC2
ELAC1
A 2CE1 C
80VU

BSCU
10GG

15CA2
15CA1

SEC3 21CA
24CA
B 1CE3

90VU 22CA

23CA

C
187VU
N_MM_221000_0_ACM0_01_01

Figure 22-10-00-12500-A / SHEET 1/2 - Location of Components

** ON A/C ALL

Print Date: March 25, 2016 Page 32 of 191

FIN FUNCTIONAL DESIGNATION PANEL ZO AC- ATA REF

NE CESS
DOOR

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 501-599, 601-602, 651-700, 901-901
1CA2 FMGC-2 84VU 128 22-83-34

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 501-599, 601-602, 901-901

1CA1 FMGC-1 83VU 127 22-83-34

** ON A/C 401-449
1CA1 FMGC-1 83VU, 8 127 83VU, 8 22-83-34
24 24
1CA2 FMGC-2 84VU, 8 128 84VU, 8 22-83-34
24 24

** ON A/C ALL
2CA FCU 13VU 210 22-81-12
3CA1 MCDU-1 11VU 210 22-82-12
3CA2 MCDU-2 11VU 210 22-82-12

** ON A/C ALL
15CA1 RELAY-RUDDER ARTF FEEL 1 187VU 127 22-31-00
15CA2 RELAY-RUDDER ARTF FEEL 2 187VU 127 22-31-00

** ON A/C 001-049, 061-072, 158-199, 307-314, 351-399, 401-449, 501-599, 601-602, 651-700
16CA SOLENOID-RUDDER ARTF FEEL 325 27-23-17

** ON A/C 054-060, 073-100, 151-157, 303-306, 315-349, 901-901

16CA SOLENOID-RUDDER ARTF FEEL 325AL 325 27-23-17

** ON A/C ALL
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

** ON A/C 901-901
PRE SB 22-1278 for A/C 901-901

EMB SB 22-1079 for A/C 901-901

EMB SB 22-1102 for A/C 901-901
1CC1 FAC-1 83VU, 8 127 83VU, 8 22-66-34
11 11
1CC2 FAC-2 84VU, 8 128 84VU, 8 22-66-34
11 11

** ON A/C 001-049, 054-100, 151-153, 159-199, 315-349, 501-599, 601-602, 651-700

Print Date: March 25, 2016 Page 33 of 191

FIN FUNCTIONAL DESIGNATION PANEL ZO AC- ATA REF

NE CESS
DOOR
PRE SB 22-1226 for A/C 151-153
POST SB 22-1278 for A/C 901-901

EMB SB 22-1079 for A/C 901-901

EMB SB 22-1102 for A/C 901-901
EMB SB 22-1226 for A/C 901-901
1CC1 FAC-1 83VU 127 22-66-34

** ON A/C 001-049, 054-076, 154-199, 315-349, 501-599, 601-602, 651-700

PRE SB 22-1102 for A/C 073-074
POST SB 22-1226 for A/C 151-153
POST SB 22-1278 for A/C 077-078
PRE SB 22-1278 for A/C 001-003, 154-158
1CC2 FAC-2 84VU 128 22-66-34

** ON A/C 077-100, 151-153, 303-314, 351-399, 401-449

POST SB 22-1102 for A/C 073-074
PRE SB 22-1226 for A/C 151-153
POST SB 22-1278 for A/C 001-003, 154-158, 901-901
PRE SB 22-1278 for A/C 077-078

EMB SB 22-1079 for A/C 901-901

EMB SB 22-1102 for A/C 901-901
EMB SB 22-1226 for A/C 154-158, 303-308, 401-401, 901-901
1CC2 FAC-2 84VU, 8 128 84VU, 8 22-66-34
24 24

** ON A/C 154-158, 303-314, 351-399, 401-449

POST SB 22-1226 for A/C 151-153

EMB SB 22-1226 for A/C 154-158, 303-308, 401-401

1CC1 FAC-1 83VU, 8 127 83VU, 8 22-66-34
24 24

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 601-602, 901-901

PRE SB 27-1160 for A/C 075-076
PRE SB 27-1173 for A/C 073-076, 078-078
PRE SB 27-1182 for A/C 073-076
2CE1 ELAC-1 83VU 127 27-93-34
2CE2 ELAC-2 84VU 128 27-93-34

** ON A/C 501-599, 651-700

POST SB 27-1160 for A/C 075-076
POST SB 27-1173 for A/C 073-076, 078-078
POST SB 27-1182 for A/C 073-076

EMB SB 27-1160 for A/C 073-074

Print Date: March 25, 2016 Page 34 of 191

FIN FUNCTIONAL DESIGNATION PANEL ZO AC- ATA REF

NE CESS
DOOR
2CE1 ELAC-1 83VU, 8 127 83VU, 8 27-93-34
24 24
2CE2 ELAC-2 84VU, 8 128 84VU, 8 27-93-34
24 24

** ON A/C ALL
1CE1 SEC-1 83VU 127 27-94-34
1CE2 SEC-2 84VU 128 27-94-34
1CE3 SEC-3 93VU 121 27-94-34

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 901-901
8CE1 P/BSW-TAKEOVER & PRIORITY, CAPT 191VU 211 27-92-41
8CE2 P/BSW-TAKEOVER & PRIORITY, F/O 180VU 212 27-92-41

** ON A/C ALL

EMB SB 32-1232 for A/C 901-901

EMB SB 32-1350 for A/C 054-068, 073-078, 151-158, 303-316, 401-401, 601-602
10GG BSCU 94VU 122 32-42-34

** ON A/C ALL
3. System Description
A. Control and Indicating
(Ref. Fig. AP/FD Controls and Indicating in the Cockpit)

Print Date: March 25, 2016 Page 35 of 191

A
Z210

D
Z120 E E

B C C
H F

J A
824
TAKE OVER P/BSW

8CE1
(8CE2)
FR24

FR1 B
C 01

NOTE:
01 TYPICAL N_MM_221000_0_AGM0_01_01

Figure 22-10-00-14100-A / SHEET 1/3 - AP/FD Controls and Indicating in the Cockpit
** ON A/C ALL

Print Date: March 25, 2016 Page 36 of 191

SPD HDG LAT ALT LVL / CH V/S

FLIGHT CONTROL UNIT

D 01
FD ORDER
FMA 13VU
MAN SRS RWY
FLX 56 1FD1
CLB NAV
A/THR

3700 6

2
20 20 015
160 1

10 10
140 00
10 80
60
010 40
120
10 10
1 08
20 20
100
800 2 FM 1 IND RDY FM 2
SWITCHING 8VU FM 1 IND RDY FM 2

355
6 ATT HDG AIR DATA EIS DMC ECAM / ND XFR
QNH 1013 DAT A I N DE X 1/2 NORM NORM NORM NORM DAT A I N DE X 1/2
P OS T I ON CAPT F/O CAPT F/O CAPT F/O CAPT F/O P OS T I ON
3 3 3 3 3 3
260 ° / 109 / FL 370 260 ° / 109 / FL 370
21 22 23 24 25
2 5 8 ° / 08 0 / FL 3 50 2 5 8 ° / 08 0 / FL 3 50

CAPT & F/O PFD 2 6 5 ° / 0 96 / FL 3 30

2 4 5 ° / 08 5 / FL 2 90
P RE V
P HA SE
2 6 5 ° / 0 96 / FL 3 30

2 4 5 ° / 08 5 / FL 2 90
P RE V
P HA SE
S A T / AL T N E XT S A T / AL T N E XT
- 4 5° / FL 3 3 0 P HA SE - 4 5° / FL 3 3 0 P HA SE
SWITCHING PANEL
E
U P L I NK UP L I NK U P L I NK UP L I NK

01 C A NCE L I N S ER T C A NCE L I N S ER T

MCDU1 MCDU2
F 01

THROTTLE CONTROL LEVERS

FLX
90.1 %
6 10 6 10 56 °C

N1
90.1 % 90.1
EGT
°C
730 730
N2
97. 3 % 97. 3
FF
3500 KG/H
3500

S F
FOB: 6700 KG 2

T.O AUTO BRK T.O INHIBIT

SIGNS ON LDG LT
SPLRS ARM
FLAP T.O
T.O CONFIG NORMAL

ENGINE
F.USED
207 KG 215

OIL
14. 0 QT 14. 0

PSI
45 45
65 °C 65

G
1. 6 VIB N1 1. 6
0.3 N2 0.3

TAT +10 °C GW 54700 KG

SAT +10 °C 17 H 05

LOWER & UPPER ECAM DU

H 01
NOTE:
01 TYPICAL N_MM_221000_0_AGM0_02_00

Figure 22-10-00-14100-A / SHEET 2/3 - AP/FD Controls and Indicating in the Cockpit
** ON A/C ALL

Print Date: March 25, 2016 Page 37 of 191

FMGC2

FMGC1

DMC2
FWC2
FWC1
DMC1
DMC3
J
80VU
DMC 1

1WT1

DMC 2

1WT2

DMC 3 TO PFDs AND ECAM DU

1WT3

FWC 1

1WW1

FWC 2

1WW2

FMGC 1

1CA1

FMGC 2

1CA2

NO SPECIFIED LINK
N_MM_221000_0_AGM0_03_00

Figure 22-10-00-14100-A / SHEET 3/3 - AP/FD Controls and Indicating in the Cockpit
** ON A/C ALL

Print Date: March 25, 2016 Page 38 of 191

(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.
(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 sys-
tem and those on the glareshield are generated by the FWCs.

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.

Print Date: March 25, 2016 Page 39 of 191

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. Different FD Orders SHEET 1)
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

Figure 22-10-00-15500-B / SHEET 1/1 - Different FD Orders

** ON A/C ALL

Print Date: March 25, 2016 Page 40 of 191

B. AP/FD Modes

** ON A/C 001-049, 054-076, 078-100, 151-153, 156-157, 159-199, 303-314, 401-449, 501-599, 601-602,
651-700, 901-901
(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
--------------!---------------------------!------------!--------!-------------
! ! ! ! --
! - 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 ! ! ! !
!---------!-------------------------------!-------------------!-------!------!

Print Date: March 25, 2016 Page 41 of 191

!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 ! !
!-------------------------!-------------------------!------------------------!
! 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.

** ON A/C 077-077, 154-155, 158-158, 315-349, 351-399

(5) 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).
(6) Cruise modes
The table below presents the cruise modes.
------------------------------------------------------------------------------
! MODE !AVAILABILITY! PHASES ! NOTE

Print Date: March 25, 2016 Page 42 of 191

--------------!---------------------------!------------!--------!-------------
! ! ! ! --
! - 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 ! !
--------------!---------------------------!------------!--------!-------------
! ! ! ! --
! - Heading hold (HDG) ! AP/FD ! HOLD ! ! Lat
! - TRACK ! AP/FD ! HOLD ! ! selector
! ! ! ! -- (pulled)
LATERAL ! - Navigation (NAV) ! AP/FD !ARM-HOLD! Lat selector
! ! ! ! (pushed)
------------------------------------------------------------------------------
(7) 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
(8) AP-A/THR mode compatibility

Print Date: March 25, 2016 Page 43 of 191

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 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 ! !
!-------------------------!-------------------------!------------------------!
! 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.

** ON A/C ALL
C. Operational Use
(Ref. Fig. LEVEL CHANGE in Manual and Automatic Control SHEET 1)

Print Date: March 25, 2016 Page 44 of 191

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

FLIGHT CONTROL UNIT

N_MM_221000_0_ALP0_01_00

Figure 22-10-00-16300-B / SHEET 1/1 - LEVEL CHANGE in Manual and Automatic Control
** ON A/C ALL

Print Date: March 25, 2016 Page 45 of 191

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 CON
! ! - ALT CNSTR !
! ! - DESC !
!------------------------!-------------------------!--------------------
! SPEED ! FMGC REFERENCE ! FCU REFERENCE
!------------------------!-------------------------!--------------------
! ! RNAV !
! APPROACH ! APPR !
! ! LAND LOC/GLIDE/FLARE/ !
! ! ALIGN/ROLLOUT/RETARD !
------------------------------------------------------------------------
* If fitted

NOTE: Speed is always controlled through the AP/FD system or the A/THR function. Level change al-
ways requires two actions : - selection of a new level - pull or push action on the altitude select-
or knob on the FCU.

5. Interface
A. Interface with Flight Controls and Nose Wheel Control
(1) General
(Ref. Fig. AFS/EFCS Interface SHEET 1)

Print Date: March 25, 2016 Page 46 of 191

2
2

FAC 1
FMGC 1

RUDDER

AILERON
ELEVATOR
ELAC 1

3 SPOILERS

SEC 1

BSCU

N_MM_221000_0_ANM0_01_00

Figure 22-10-00-17700-A / SHEET 1/1 - AFS/EFCS Interface

** ON A/C ALL

Print Date: March 25, 2016 Page 47 of 191

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. Rudder Control SHEET 1)

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

Figure 22-10-00-17900-A / SHEET 1/1 - Rudder Control

** ON A/C ALL

Print Date: March 25, 2016 Page 48 of 191

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. AMM D/O 22-63-00-00) in cruise.
It is also used for rudder autotrim by the RUDDER TRIM function (Ref. AMM D/
O 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.

** ON A/C 001-049, 054-100, 151-199, 601-602, 901-901

(3) Pitch and Aileron Control
(Ref. Fig. Pitch Control SHEET 1)

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

Figure 22-10-00-18100-A / SHEET 1/1 - Pitch Control

** ON A/C ALL

Print Date: March 25, 2016 Page 49 of 191

(Ref. Fig. Aileron Control SHEET 1)

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

N_MM_221000_0_AUM0_01_00

Figure 22-10-00-18200-A / SHEET 1/1 - Aileron Control

** ON A/C ALL

Print Date: March 25, 2016 Page 50 of 191

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.
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.

** ON A/C 303-349, 351-399, 401-449, 501-599, 651-700

(3) Pitch and Aileron Control
(Ref. Fig. Pitch Control SHEET 1)
(Ref. Fig. Aileron Control SHEET 1)
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 45 deg and rolling speed limit equal to
plus or minus 10 deg/s (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

Print Date: March 25, 2016 Page 51 of 191

. 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.
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.

** ON A/C ALL
(4) Spoiler Control
(Ref. Fig. Spoiler Control SHEET 1)

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

N_MM_221000_0_AWM0_01_00

Figure 22-10-00-18400-A / SHEET 1/1 - Spoiler Control

** ON A/C ALL

Print Date: March 25, 2016 Page 52 of 191

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. Nose Wheel Control SHEET 1)

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

N_MM_221000_0_AYM0_01_00

Figure 22-10-00-18600-A / SHEET 1/1 - Nose Wheel Control

** ON A/C ALL

Print Date: March 25, 2016 Page 53 of 191

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. AP/FD Information on the PFDs SHEET 1)

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

Figure 22-10-00-19000-A / SHEET 1/1 - AP/FD Information on the PFDs

** ON A/C ALL

Print Date: March 25, 2016 Page 54 of 191

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.
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. Interface Between FMGCs and PFDs SHEET 1)

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

N_MM_221000_0_BCM0_01_00

Figure 22-10-00-19400-A / SHEET 1/1 - Interface Between FMGCs and PFDs

** ON A/C ALL

Print Date: March 25, 2016 Page 55 of 191

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.
· 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

Print Date: March 25, 2016 Page 56 of 191

· 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).
Figure 22-10-00-12400-A / SHEET 1/3 - Layout of AP/FD and Flight Control Components
Figure 22-10-00-12400-A / SHEET 2/3 - Layout of AP/FD and Flight Control Components
Figure 22-10-00-12400-A / SHEET 3/3 - Layout of AP/FD and Flight Control Components
Figure 22-10-00-12500-A / SHEET 1/2 - Location of Components
DELETED

** ON A/C 901-901
PRE SB 22-1138 for A/C 901-901
Figure 22-10-00-12600-C / SHEET 1/1 - Location of FCU and MCDUs

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
POST SB 22-1138 for A/C 901-901
Figure 22-10-00-12600-E / SHEET 1/1 - Location of FCU and MCDUs

** ON A/C ALL
Figure 22-10-00-14100-A / SHEET 1/3 - AP/FD Controls and Indicating in the Cockpit
Figure 22-10-00-14100-A / SHEET 2/3 - AP/FD Controls and Indicating in the Cockpit
Figure 22-10-00-14100-A / SHEET 3/3 - AP/FD Controls and Indicating in the Cockpit
Figure 22-10-00-15500-B / SHEET 1/1 - Different FD Orders
Figure 22-10-00-16300-B / SHEET 1/1 - LEVEL CHANGE in Manual and Automatic Control
Figure 22-10-00-17700-A / SHEET 1/1 - AFS/EFCS Interface
Figure 22-10-00-17900-A / SHEET 1/1 - Rudder Control
Figure 22-10-00-18100-A / SHEET 1/1 - Pitch Control
Figure 22-10-00-18200-A / SHEET 1/1 - Aileron Control
Figure 22-10-00-18400-A / SHEET 1/1 - Spoiler Control
Figure 22-10-00-18600-A / SHEET 1/1 - Nose Wheel Control
Figure 22-10-00-19000-A / SHEET 1/1 - AP/FD Information on the PFDs
Figure 22-10-00-19400-A / SHEET 1/1 - Interface Between FMGCs and PFDs

22-10-00 PB 501 CONF 00 - AUTOPILOT/

FLIGHT DIRECTOR (AP/FD) - ADJUSTMENT/TEST

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

Print Date: March 25, 2016 Page 57 of 191

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

** ON A/C 151-153, 158-199, 401-449, 501-599, 651-700

(Ref. 34-10-00-860-004-A-01). Automatic IR Alignment Procedure

** ON A/C ALL

3. Job Set-up
Subtask 22-10-00-860-050-A
A. Aircraft Maintenance Configuration
(1) Energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-00
(2) Align the ADIRS (two ADIRS are necessary in this test)
(Ref. AMM TASK 34-10-00-860-004)

** ON A/C 151-153, 158-199, 401-449, 501-599, 651-700

(Ref. AMM TASK 34-10-00-860-004)

** ON A/C ALL
.
(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

Print Date: March 25, 2016 Page 58 of 191

(Ref. AMM TASK 31-60-00-860-001) .

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:

PANEL DESIGNATION FIN LOCATION

49VU FLIGHT CONTROLS/ELAC1/NORM/ 15CE1 B11
SPLY
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

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU AUTO FLT/FCU/2 9CA2 M21

** ON A/C ALL
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/ 15CE2 R20
SPLY

** ON A/C 901-901
121VU AUTO FLT/FCU/2 9CA2 M15

** ON A/C ALL
4. Procedure
Subtask 22-10-00-710-050-C
A. Do this test:

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.
3.On the Captain's side stick controller: The AP1(2) disengages.
· Push then release the Captain's takeover and pri- On the FCU:
ority pushbutton switch.

Print Date: March 25, 2016 Page 59 of 191

ACTION RESULT
· The AP1(2) pushbutton switch goes off. The warn-
ings related to AP disengagement occur as follows:
· You can hear the cavalry charge warning for ap-
proximately 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 indica-
tion is shown for approximately 9 seconds.
4.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.
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 warn-
ings related to AP disengagement occur as follows:
· You can hear the cavalry charge warning for ap-
proximately 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 indica-
tion is shown for approximately 9 seconds.
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.
7.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.
8.On the Captain's side stick controller: The AP1(2) disengages.
· Push then release the Captain's takeover and pri- On the FCU:
ority pushbutton switch. · The AP1(2) pushbutton switch goes off. The warn-
ings related to AP disengagement occur as follows:
· You can hear the cavalry charge warning for ap-
proximately 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 indica-
tion is shown for approximately 9 seconds.
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 in- You must get the same results (step by step).
formation between parentheses.

5. Close-up

** ON A/C 054-068, 073-100, 151-158, 303-349, 601-602, 901-901

Subtask 22-10-00-860-051-A
A. Aircraft Maintenance Configuration
(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. AMM TASK 31-60-00-860-002) .

Print Date: March 25, 2016 Page 60 of 191

(3) De-energize the aircraft electrical circuits

(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-00

** ON A/C 001-049, 069-072, 159-199, 351-399, 401-449, 501-599, 651-700

Subtask 22-10-00-860-051-B
A. Aircraft Maintenance Configuration
(1) On the overhead panel, on the ADIRS MSU, set the OFF/NAV/ATT selector switches to OFF.
(2) Do the EIS stop procedure (Ref. AMM TASK 31-60-00-860-002) .
(3) De-energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-00

** ON A/C ALL
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).

TASK 22-10-00-710-002-A
Operational Test of Autopilot Disengagement and Locking Devices of the Side Stick Controller and Rudder Pedals

WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROLS ARE CLEAR. MOVE-
MENT OF FLIGHT CONTROLS CAN CAUSE INJURY TO PERSONS AND/OR DAMAGE.

WARNING: MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU
SUPPLY ELECTRICAL POWER TO THE AIRCRAFT.

1. Reason for the Job

Refer to the MPD TASK: 221000-01
OPERATIONAL CHECK OF AP DISENGAGEMENT AND LOCKING DEVICES OF SIDE STICK
CONTROLLER AND RUDDER PEDALS
2 Job Set-up Information
A. Work Zones and Access Panels

ZONE/ACCESS ZONE DESCRIPTION

210 CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B. Referenced Information

Print Date: March 25, 2016 Page 61 of 191

REFERENCE DESIGNATION
(Ref. 24-41-00-862-002-A-02). De-energize the Aircraft Electrical Circuits Supplied from the Engine
1(2)
(Ref. 29-10-00-863-003-A). Pressurize the Blue Hydraulic System with a Hydraulic Ground Power-
Cart
(Ref. 29-10-00-863-003-A-01). Pressurize the Blue Hydraulic System with the Blue Electric Pump
(Ref. 29-10-00-864-003-A). Depressurize the Blue Hydraulic System
(Ref. 29-23-00-863-001-A). Pressurize the Green Hydraulic System from the Yellow Hydraulic Sys-
tem through the PTU with the Electric Pump
(Ref. 29-23-00-864-001-A). Depressurize the Green and Yellow Hydraulic Systems after Operation
of the PTU
(Ref. 31-60-00-860-001-A). EIS Start Procedure
(Ref. 31-60-00-860-002-A). EIS Stop Procedure
(Ref. 34-10-00-860-004-A). IR Alignment Procedure

** ON A/C 151-153, 158-199, 401-449, 501-599, 651-700

(Ref. 34-10-00-860-004-A-01). Automatic IR Alignment Procedure

** ON A/C ALL
Ref. TSM 22-11-00-810-835 Results of the Operational Test of the Autopilot Engagement and Lock-
ing Devices of the Side Stick Controller and Rudder Pedals not Satis-
factory (for corrective action)

3. Job Set-up
Subtask 22-10-00-860-052-A
A. Aircraft Maintenance Configuration
(1) Energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-00
(2) Align the ADIRS (two ADIRS are necessary in this test)
(Ref. AMM TASK 34-10-00-860-004)

** ON A/C 151-153, 158-199, 401-449, 501-599, 651-700

(Ref. AMM TASK 34-10-00-860-004)

** ON A/C ALL
.
(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. AMM TASK 31-60-00-860-001) .
(5) On the center pedestal, on the ECAM control panel, set the F/CTL page.
(6) Pressurize the aircraft hydraulic systems
(Ref. AMM TASK 29-23-00-863-001)
(Ref. AMM TASK 29-10-00-863-003) (Ref. AMM TASK 29-10-00-863-003) .
Subtask 22-10-00-865-051-A
B. Make sure that this(these) circuit breaker(s) is(are) closed:

Print Date: March 25, 2016 Page 62 of 191

PANEL DESIGNATION FIN LOCATION

49VU AUTO FLT/FCU/1 9CA1 B05
49VU AUTO FLT/FMGC/1 10CA1 B02

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU AUTO FLT/FCU/2 9CA2 M21

** ON A/C ALL
121VU AUTO FLT/FMGC/2 10CA2 M17
121VU AUTO FLT/RUDDER/ARTF/FEEL 14CA N17
121VU AUTO FLT/STICK/LOCK 13CA N16

** ON A/C 901-901
121VU AUTO FLT/FCU/2 9CA2 M15

** ON A/C ALL
4. Procedure
Subtask 22-10-00-710-051-C
A. Do this test:

NOTE: Ignore the warnings related to this test.

NOTE: If the result of the test is not satisfactory, do the trouble shooting procedure Ref.
TSM 22-11-00-810-835 .

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 push- · The white 1FD2 indications are in view.
button 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.Move on pedal to operate the rudder pedals until On the lower ECAM DU, on the F/CTL page:
its mechanical stop. · The rudder moves in relation with the command.
Do the same for the other pedal. Feel the load applied on the pedals (usual load).
Check that the rudder pedals on the opposite loc-
ation (CAPT of F/O) move in the same way during
the pedal movement.
4.Release the rudder pedals to the neutral position.
5.Move the Captain's side stick controller around its The side stick controllers move freely.
axis and then to zero.
6.Move the First Officer's side stick controller The side stick controllers move freely.
around its axis and then to zero.
7.On the FCU:
· Push the AP1 pushbutton switch to engage the This pushbutton switch comes on.
AP1.
8.Apply an usual load on the rudder pedals. A resistance is felt on the rudder pedals (it shows the
AP engagement threshold).

Print Date: March 25, 2016 Page 63 of 191

ACTION RESULT

NOTE: Do not override this threshold because AP

will be disengaged.

9.Apply a load on the rudder pedals to override the The AP1 disengages.
resistance.
10.Release the rudder pedals to the neutral posi-
tion.
11.Engage the AP1 again. This pushbutton switch comes on.
12.On the First Officer's side stick controller:
· Move the side stick controller to its mechanical The side stick controller is locked.
stop. Feel the load applied on the side stick controller (usu-
al load).
· Apply a load on the side stick controller to over- The AP1 disengages.
ride the resistance.
13.Release the First Officer's side stick controller to
the neutral position.
14.Engage the AP1 again. This pushbutton switch comes on.
15.Do the step 12 with the Captain's side stick con- You must get the same results as step 12.
troller.
16.Release the Captain's side stick controller to the
neutral position.
17.Close the circuit breaker 10CA2, and after the On the First Officer's PFD:
safety 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 ped-
als 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 load on the rudder pedals to override the The AP2 disengages.
resistance.
22.Release the rudder pedals to the neutral posi-
tion.
23.Engage the AP2 again. This pushbutton switch comes on.
24.On the First Officer's side stick controller:
· Move the side stick controller to its mechanical The side stick controller is locked.
stop.
· Apply a load on the side stick controller to over- The AP2 disengages.
ride the resistance.
25.Release the First Officer's side stick controller to
the neutral position.
26.Engage the AP2 again. This pushbutton switch comes on.
27.Do the step 24 with the Captain's side stick con- You must get the same results as those of step 24.
troller.
28.Release the Captain's side stick controller to the
neutral position.
29.Close the circuit breaker 10CA1 and after the On the Captain's PFD:
safety test, make sure that the FD1 engages. · The 1FD2 indication replaces the 2FD2 indication.
30.Cancel the AP warnings:

Print Date: March 25, 2016 Page 64 of 191

ACTION RESULT
· Engage the AP1 or AP2
· Push and release the takeover and priority push-
button 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).

5. Close-up

** ON A/C 054-068, 073-100, 151-158, 303-349, 601-602, 901-901

Subtask 22-10-00-860-053-A
A. Aircraft Maintenance Configuration
(1) Depressurize the aircraft hydraulic system
(Ref. AMM TASK 29-23-00-864-001) (Ref. AMM TASK 29-10-00-864-003) .
(2) On the overhead panel , on the ADIRS CDU, set the OFF/NAV /ATT selector switches to OFF.
(3) Do the EIS stop procedure (Ref. AMM TASK 31-60-00-860-002) .
(4) De-energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-00

** ON A/C 001-049, 069-072, 159-199, 351-399, 401-449, 501-599, 651-700

Subtask 22-10-00-860-053-B
A. Aircraft Maintenance Configuration
(1) Depressurize the aircraft hydraulic systems
(Ref. AMM TASK 29-23-00-864-001) and (Ref. AMM TASK 29-10-00-864-003) .
(2) On the overhead panel , on the ADIRS MSU, set the OFF/NAV /ATT selector switches to OFF.
(3) Do the EIS stop procedure (Ref. AMM TASK 31-60-00-860-002) .
(4) De-energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-00

** 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 ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU
SUPPLY ELECTRICAL POWER TO THE AIRCRAFT.

WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE
CLEAR BEFORE YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.

1. Reason for the Job

To do a check of a longitudinal mode and a lateral mode.
2 Job Set-up Information
A. Work Zones and Access Panels

Print Date: March 25, 2016 Page 65 of 191

ZONE/ACCESS ZONE DESCRIPTION

210 CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B. Referenced Information

REFERENCE DESIGNATION
(Ref. 24-41-00-861-002-A). Energize the Aircraft Electrical Circuits from the External Power
(Ref. 24-41-00-861-002-A-01). Energize the Aircraft Electrical Circuits from the APU
(Ref. 24-41-00-861-002-A-02). Energize the Aircraft Electrical Circuits from Engine 1(2)
(Ref. 24-41-00-862-002-A). De-energize the Aircraft Electrical Circuits Supplied from the External
Power
(Ref. 24-41-00-862-002-A-01). De-energize the Aircraft Electrical Circuits Supplied from the APU
(Ref. 24-41-00-862-002-A-02). De-energize the Aircraft Electrical Circuits Supplied from the Engine
1(2)
(Ref. 29-10-00-863-003-A). Pressurize the Blue Hydraulic System with a Hydraulic Ground Power-
Cart
(Ref. 29-10-00-863-003-A-01). Pressurize the Blue Hydraulic System with the Blue Electric Pump
(Ref. 29-10-00-864-003-A). Depressurize the Blue Hydraulic System
(Ref. 29-23-00-863-001-A). Pressurize the Green Hydraulic System from the Yellow Hydraulic Sys-
tem through the PTU with the Electric Pump
(Ref. 29-23-00-864-001-A). Depressurize the Green and Yellow Hydraulic Systems after Operation
of the PTU
(Ref. 31-60-00-860-001-A). EIS Start Procedure
(Ref. 31-60-00-860-002-A). EIS Stop Procedure
(Ref. 34-10-00-860-004-A). IR Alignment Procedure

** ON A/C 151-153, 158-199, 401-449, 501-599, 651-700

(Ref. 34-10-00-860-004-A-01). Automatic IR Alignment Procedure

** ON A/C ALL

3. Job Set-up
Subtask 22-10-00-860-054-A
A. Aircraft Maintenance Configuration
(1) Energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-00
(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. AMM TASK 34-10-00-860-004)

** ON A/C 151-153, 158-199, 401-449, 501-599, 651-700

(Ref. AMM TASK 34-10-00-860-004)

** ON A/C ALL
.
(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).

Print Date: March 25, 2016 Page 66 of 191

NOTE: One ELAC, one SEC and one FAC are necessary for this test.

(5) Do the EIS start procedure

(Ref. AMM TASK 31-60-00-860-001) .
(6) On the center pedestal, on the ECAM control panel, set the F/CTL page.
(7) Pressurize the aircraft hydraulic systems
(Ref. AMM TASK 29-23-00-863-001)
(Ref. AMM TASK 29-10-00-863-003) (Ref. AMM TASK 29-10-00-863-003) .
Subtask 22-10-00-865-052-A
B. Make sure that this(these) circuit breaker(s) is(are) closed:

PANEL DESIGNATION FIN LOCATION

49VU AUTO FLT/FCU/1 9CA1 B05
49VU AUTO FLT/FMGC/1 10CA1 B02

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU AUTO FLT/FCU/2 9CA2 M21

** ON A/C ALL
121VU AUTO FLT/FMGC/2 10CA2 M17
121VU AUTO FLT/RUDDER/ARTF/FEEL 14CA N17
121VU AUTO FLT/STICK/LOCK 13CA N16

** ON A/C 901-901
121VU AUTO FLT/FCU/2 9CA2 M15

** ON A/C ALL
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 push- · The white 1FD2 indications are in view
button switches on the FCU (glareshield · The cyan ALT indications are in view
13VU) · 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.
2.On the FCU: This pushbutton switch comes on.
· 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:

Print Date: March 25, 2016 Page 67 of 191

ACTION RESULT
· The dashes go out of view and are replaced by the
zero value.
· Turn the V/S-FPA selector knob to UP. On the FCU:
· The vertical speed shown in the V/S window in-
creases 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 ver- On the FCU:
tical 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 in- On the FCU:
crease 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 con- The AP1 (AP2) disengages.
troller: The warnings related to AP disengagement occur
momentarily.

Print Date: March 25, 2016 Page 68 of 191

ACTION RESULT
· Push the Captain's AP disconnect and priority
pushbutton switch.
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 pushbut- · The TRK-FPA indication replaces the HDG-V/S in-
ton switch. dication. On the PFDs:
· The roll and pitch FD bars are replaced by the
Flight Path Director and Flight Path Vector sym-
bols.
· 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

** ON A/C 054-068, 073-100, 151-158, 303-349, 601-602, 901-901

Subtask 22-10-00-860-055-A
A. Aircraft Maintenance Configuration
(1) Depressurize the aircraft hydraulic systems
(Ref. AMM TASK 29-23-00-864-001) (Ref. AMM TASK 29-10-00-864-003) .
(2) On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switches to OFF.
(3) Do the EIS stop procedure (Ref. AMM TASK 31-60-00-860-002) .
(4) De-energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-00

** ON A/C 001-049, 069-072, 159-199, 351-399, 401-449, 501-599, 651-700

Subtask 22-10-00-860-055-B
A. Aircraft Maintenance Configuration
(1) Depressurize the aircraft hydraulic systems
(Ref. AMM TASK 29-23-00-864-001) (Ref. AMM TASK 29-10-00-864-003) .
(2) On the overhead panel, on the ADIRS MSU, set the OFF/NAV/ATT selector switches to OFF.
(3) Do the EIS stop procedure (Ref. AMM TASK 31-60-00-860-002) .
(4) De-energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-00

** ON A/C ALL

TASK 22-10-00-710-004-A
Operational Test of the FCU Lighting

WARNING: MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU
SUPPLY ELECTRICAL POWER TO THE AIRCRAFT.

Print Date: March 25, 2016 Page 69 of 191

1. Reason for the Job

To do a check of the integral lighting and the window lighting of the FCU.
2 Job Set-up Information
A. Work Zones and Access Panels

ZONE/ACCESS ZONE DESCRIPTION

210 CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B. Referenced Information

3. Job Set-up
Subtask 22-10-00-861-053-A
A. Energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) .
Subtask 22-10-00-865-053-A
B. Make sure that this(these) circuit breaker(s) is(are) closed:

PANEL DESIGNATION FIN LOCATION

49VU AUTO FLT/FCU/1 9CA1 B05

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU AUTO FLT/FCU/2 9CA2 M21

** ON A/C 901-901
121VU AUTO FLT/FCU/2 9CA2 M15

** ON A/C ALL
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.
3.Set the right potentiometer to the right stop. · The window lighting increases.

Print Date: March 25, 2016 Page 70 of 191

ACTION RESULT
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
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) .

TASK 22-10-00-710-005-A
Operational Test of the Indicator Lights and Displays of the FCU

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 indicator lights and displays of the FCU.
2 Job Set-up Information
A. Work Zones and Access Panels

ZONE/ACCESS ZONE DESCRIPTION

210 CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B. Referenced Information

3. Job Set-up
Subtask 22-10-00-861-054-A
A. Energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) .
Subtask 22-10-00-865-054-A
B. Make sure that this(these) circuit breaker(s) is(are) closed:

PANEL DESIGNATION FIN LOCATION

49VU AUTO FLT/FCU/1 9CA1 B05
49VU AUTO FLT/FMGC/1 10CA1 B02

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU AUTO FLT/FCU/2 9CA2 M21

Print Date: March 25, 2016 Page 71 of 191

PANEL DESIGNATION FIN LOCATION

** ON A/C ALL
121VU AUTO FLT/FMGC/2 10CA2 M17

** ON A/C 901-901
121VU AUTO FLT/FCU/2 9CA2 M15

** ON A/C ALL
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.
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. De-energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) .

TASK 22-10-00-710-006-A
Operational Test of the FCU

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 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.
2 Job Set-up Information
A. Work Zones and Access Panels

ZONE/ACCESS ZONE DESCRIPTION

210 CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B. Referenced Information

Print Date: March 25, 2016 Page 72 of 191

3. Job Set-up
Subtask 22-10-00-861-055-A
A. Energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) .
Subtask 22-10-00-865-055-A
B. Make sure that this(these) circuit breaker(s) is(are) closed:

PANEL DESIGNATION FIN LOCATION

49VU AUTO FLT/FCU/1 9CA1 B05
Subtask 22-10-00-865-059-A
C. Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:

PANEL DESIGNATION FIN LOCATION

49VU AUTO FLT/FMGC/1 10CA1 B02

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU AUTO FLT/FCU/2 9CA2 M21

** ON A/C ALL
121VU AUTO FLT/FMGC/2 10CA2 M17

** ON A/C 901-901
121VU AUTO FLT/FCU/2 9CA2 M15

** ON A/C ALL
4. Procedure

** ON A/C 901-901
PRE SB 22-1138 for A/C 901-901
Subtask 22-10-00-710-056-B
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:

Print Date: March 25, 2016 Page 73 of 191

ACTION RESULT
· Pull and turn the selector knobs to change the · V/S: +30oo
values 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
6.Close the circuit breaker 9CA1. No change.
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.
9.Wait more than 7 minutes and then close the cir- At the end of the safety test, the FCU shows these
cuit breaker 9CA2. values:
· 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.
11.Close the circuit breaker 9CA1. The FCU shows the same values as in step 9.
12.Close the circuit breaker 9CA2. No change.
13.On the FCU: On the FCU:
· Push then release the HDG-V/S/TRK FPA push- · The TRK-FPA data is shown (indication and dis-
button switch. play windows).
· Push the pushbutton switch again. · The HDG-V/S data is shown (indication and dis-
play 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.
· Push and release the SPD/MACH pushbutton · The related display window shows
switch. 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.

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
POST SB 22-1138 for A/C 901-901
Subtask 22-10-00-710-056-C
A. Do this test:

NOTE: During the test, ignore the visual and aural warnings.

Print Date: March 25, 2016 Page 74 of 191

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 · V/S: +30oo
values 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
6.Close the circuit breaker 9CA1. No change.
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 cir- At the end of the safety test, the FCU shows these
cuit breaker 9CA2. values:
· 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 ex-
ists.
11.Close the circuit breaker 9CA1. The FCU shows the same values as in step 9.
12.Close the circuit breaker 9CA2. No change.
13.On the FCU: On the FCU:
· Push then release the HDG-V/S/TRK FPA push- · The TRK-FPA data is shown (indication and dis-
button switch. play windows).
· Push the pushbutton switch again. · The HDG-V/S data is shown (indication and dis-
play 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.
· Push and release the SPD/MACH pushbutton · The related display window shows
switch. 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.

** ON A/C ALL

Print Date: March 25, 2016 Page 75 of 191

5. Close-up
Subtask 22-10-00-862-055-A
A. De-energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) .

TASK 22-10-00-710-007-A
Operational Test of the Altitude Alert Warning

WARNING: MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU
SUPPLY ELECTRICAL POWER TO THE AIRCRAFT.

WARNING: IF HYDRAULIC SYSTEMS ARE PRESSURIZED, THE PITCH TRIM COULD AUTOMATICALLY
GO TO THE NEUTRAL POSITION WHEN YOU GO BACK TO THE GROUND CONFIGURATION.

1. Reason for the Job

To do a check of the Altitude Alert Warning.
2 Job Set-up Information
A. Fixtures, Tools, Test and Support Equipment

REFERENCE QTY DESIGNATION

No specific AR SAFETY CLIP - CIRCUIT BREAKER

B. Work Zones and Access Panels

ZONE/ACCESS ZONE DESCRIPTION

210 CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C. Referenced Information

REFERENCE DESIGNATION
(Ref. 24-41-00-861-002-A). Energize the Aircraft Electrical Circuits from the External Power
(Ref. 24-41-00-861-002-A-01). Energize the Aircraft Electrical Circuits from the APU
(Ref. 24-41-00-861-002-A-02). Energize the Aircraft Electrical Circuits from Engine 1(2)
(Ref. 24-41-00-862-002-A). De-energize the Aircraft Electrical Circuits Supplied from the External
Power
(Ref. 24-41-00-862-002-A-01). De-energize the Aircraft Electrical Circuits Supplied from the APU
(Ref. 24-41-00-862-002-A-02). De-energize the Aircraft Electrical Circuits Supplied from the Engine
1(2)
(Ref. 31-60-00-860-001-A). EIS Start Procedure
(Ref. 31-60-00-860-002-A). EIS Stop Procedure
(Ref. 32-00-00-860-001-A). Flight Configuration Precautions with Electrical Power
(Ref. 32-00-00-860-001-A-01). Flight Configuration Precautions without Electrical Power
(Ref. 32-00-00-860-002-A). Ground Configuration after Flight Configuration with Electrical Power
(Ref. 32-00-00-860-002-A-01). Ground Configuration after Flight Configuration without Electrical
Power
(Ref. 34-10-00-860-002-A). ADIRS Start Procedure
(Ref. 34-10-00-860-005-A). ADIRS Stop Procedure

Print Date: March 25, 2016 Page 76 of 191

3. Job Set-up
Subtask 22-10-00-860-056-A
A. Aircraft Maintenance Configuration
(1) Energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-002) (Ref. AMM TASK 24-41-00-861-00
(2) Do the EIS start procedure
(Ref. AMM TASK 31-60-00-860-001) .
(3) Do the ADIRS start procedure
(Ref. AMM TASK 34-10-00-860-002) .
(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. AMM TASK 32-00-00-860-001) (Ref. AMM TASK 32-00-00-860-001) .

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 warn-
ings related to this simulation.

Subtask 22-10-00-865-060-A
C. Make sure that this(these) circuit breaker(s) is(are) closed:

PANEL DESIGNATION FIN LOCATION

49VU AUTO FLT/FCU/1 9CA1 B05
49VU AUTO FLT/FMGC/1 10CA1 B02
49VU CAPT/LOUD/SPKR 5WW F10
49VU FWS/FWC1/SPLY 3WW F01

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU AUTO FLT/FCU/2 9CA2 M21

** ON A/C ALL
121VU AUTO FLT/FMGC/2 10CA2 M17
121VU EIS/F/O/LOUD/SPKR 4WW P08
121VU EIS/FWC2/SPLY 2WW Q07

** ON A/C 901-901
121VU AUTO FLT/FCU/2 9CA2 M15

** ON A/C ALL
Subtask 22-10-00-865-072-A
D. Open, safety and tag this(these) circuit breaker(s):

PANEL DESIGNATION FIN LOCATION

49VU L/G/LGCIU/SYS1/NORM 1GA C09
49VU ANTI ICE/PROBES/AOA/1 4DA1 D04
49VU ANTI ICE/PROBES/PHC/1 2DA1 D03

Print Date: March 25, 2016 Page 77 of 191

PANEL DESIGNATION FIN LOCATION

49VU ANTI ICE/PROBES/PITOT/1 3DA1 D02

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU HYDRAULIC/LGCIU/SYS2 2GA Q35
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q34

** ON A/C ALL
121VU COM NAV/RAD ALTM/2 1SA2 K12
121VU COM NAV/RAD ALTM/1 1SA1 K11

** ON A/C 901-901
121VU HYDRAULIC/LGCIU/SYS2 2GA Q24
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q23

** ON A/C ALL
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
122VU ANTI ICE/PROBES/PHC/2 2DA2 Y12
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/STATIC 5DA1 Z13
122VU ANTI ICE/PROBES/1/TAT 1DA1 Z12

** ON A/C 001-049, 054-076, 078-100, 151-199, 303-314, 401-449, 501-599, 601-602, 901-901
2000VU WASTE WIP-DRAINMAST-FWD 1DU B06

** ON A/C 077-077
2000VU WASTE WIP-DRAINMAST-FWD 1DU B02

** ON A/C 315-349, 351-399, 651-700

2000VU WASTE WIP-DRAINMAST-FWD 1DU B03

** ON A/C ALL
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

Print Date: March 25, 2016 Page 78 of 191

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
· Turn the baro reference selector knob to set an only 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 On the two PFDs, the altitude counter framework no
of 30000 ft in the ALT field of the display window. longer flashes.
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 ig-
nore 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.
Wait for one minute.

NOTE: Push and release the MASTER CAUT (or

MASTER WARN) pushbutton switch to ig-
nore 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
· Turn the baro reference selector knob to set an only 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.

Print Date: March 25, 2016 Page 79 of 191

ACTION RESULT
· Turn the altitude selector knob to set an altitude On the two PFDs, the altitude counter framework no
of 30000 ft in the ALT field of the display window. longer flashes.
11.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 ig-
nore 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):

PANEL DESIGNATION FIN LOCATION

49VU L/G/LGCIU/SYS1/NORM 1GA C09

** ON A/C 001-049, 054-100, 151-199, 303-349, 351-399, 401-449, 501-599, 601-602, 651-700
121VU HYDRAULIC/LGCIU/SYS2 2GA Q35
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q34

** ON A/C ALL
121VU COM NAV/RAD ALTM/2 1SA2 K12
121VU COM NAV/RAD ALTM/1 1SA1 K11

** ON A/C 901-901
121VU HYDRAULIC/LGCIU/SYS2 2GA Q24
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q23

** ON A/C ALL
Subtask 22-10-00-860-060-A
B. After you close the LGCIU circuit breakers, put the aircraft back to the ground configuration
(Ref. AMM TASK 32-00-00-860-002) (Ref. AMM TASK 32-00-00-860-002) .
Subtask 22-10-00-865-074-A
C. Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):

PANEL DESIGNATION FIN LOCATION

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/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
122VU ANTI ICE/PROBES/PHC/2 2DA2 Y12
122VU ANTI ICE/PROBES/2/STATIC 5DA2 Y11

Print Date: March 25, 2016 Page 80 of 191

PANEL DESIGNATION FIN LOCATION

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/STATIC 5DA1 Z13
122VU ANTI ICE/PROBES/1/TAT 1DA1 Z12

** ON A/C 001-049, 054-076, 078-100, 151-199, 303-314, 401-449, 501-599, 601-602, 901-901
2000VU WASTE WIP-DRAINMAST-FWD 1DU B06

** ON A/C 077-077
2000VU WASTE WIP-DRAINMAST-FWD 1DU B02

** ON A/C 315-349, 351-399, 651-700

2000VU WASTE WIP-DRAINMAST-FWD 1DU B03

** ON A/C ALL
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. AMM TASK 31-60-00-860-002) .
(2) Do the ADIRS stop procedure
(Ref. AMM TASK 34-10-00-860-005) .
(3) De-energize the aircraft electrical circuits
(Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-002) (Ref. AMM TASK 24-41-00-862-00

22-11 - AP/FD ENGAGEMENT

22-11-00 - AP/FD ENGAGEMENT

22-11-00 PB 001 CONF 00 - AP/FD ENGAGEMENT - DESCRIPTION AND OPERATION

1. General
The engagement of the Flight Director (FD) and the Autopilot (AP) for flight guidance are described in this
section.
2. System Description
A. FD Engagement
(1) General
(Ref. Fig. FD Engagement SHEET 1)

Print Date: March 25, 2016 Page 81 of 191

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

Figure 22-11-00-12500-A / SHEET 1/1 - FD Engagement

** ON A/C ALL

Print Date: March 25, 2016 Page 82 of 191

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. FD - Engage Hardware Logic SHEET 1)

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

Figure 22-11-00-12700-A / SHEET 1/1 - FD - Engage Hardware Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 83 of 191

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. FG HLTY Logic SHEET 1)

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

Figure 22-11-00-12800-A / SHEET 1/1 - FG HLTY Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 84 of 191

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 ARINC input and output sequencers
· Monitoring of the AP output orders
· 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 ARINC input and output sequencers
· 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. FD Disengagement SHEET 1)

Print Date: March 25, 2016 Page 85 of 191

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

Figure 22-11-00-12900-A / SHEET 1/1 - FD Disengagement

** ON A/C ALL

Print Date: March 25, 2016 Page 86 of 191

This logic takes into account the actions on the FD pushbutton switches on the FCU
(Ref. Fig. FG HLTY Logic SHEET 1)

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).
3 AP/FD/A THR common conditions (Ref. para. 2. A. (4).
(3) AP/FD Common Conditions : AP/FD COND
(Ref. Fig. AP/FD COND Logic SHEET 1)

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

Figure 22-11-00-13100-A / SHEET 1/1 - AP/FD COND Logic

Print Date: March 25, 2016 Page 87 of 191

** ON A/C ALL

Print Date: March 25, 2016 Page 88 of 191

(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. AP/FD/A THR Common Conditions SHEET 1)

Print Date: March 25, 2016 Page 89 of 191

ADIRS PARAMETERS
MONITORING

FM VALIDITY AP/FD/ A/THR COND

LANDING GEAR INFORMATION

MONITORING FROM FAC

N_MM_221100_0_ALM0_01_00

Figure 22-11-00-13300-A / SHEET 1/1 - AP/FD/A THR Common Conditions

** ON A/C ALL

Print Date: March 25, 2016 Page 90 of 191

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).
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. FD Basic Loops SHEET 1)

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

Figure 22-11-00-13500-A / SHEET 1/1 - FD Basic Loops

** ON A/C ALL

Print Date: March 25, 2016 Page 91 of 191

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. FD Command Monitoring SHEET 1)

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

Figure 22-11-00-13600-A / SHEET 1/1 - FD Command Monitoring

** ON A/C ALL

Print Date: March 25, 2016 Page 92 of 191

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. Removal of FD Commands SHEET 1)

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

Figure 22-11-00-13800-A / SHEET 1/1 - Removal of FD Commands

** ON A/C ALL

Print Date: March 25, 2016 Page 93 of 191

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.
(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).

Print Date: March 25, 2016 Page 94 of 191

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.
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. AP - Engage Hardware Logic SHEET 1)

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
1 TEST ON
1 AP1 ENGD M
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

Figure 22-11-00-14400-B / SHEET 1/1 - AP - Engage Hardware Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 95 of 191

(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:
· 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. AP COND Logic SHEET 1)

Print Date: March 25, 2016 Page 96 of 191

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

Figure 22-11-00-14600-A / SHEET 1/1 - AP COND Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 97 of 191

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.

** ON A/C 001-049, 054-100, 601-602

(4) Generation of AP Commands
(a) Pitch basic loop
(Ref. Fig. Pitch Basic Loop SHEET 1)
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

Figure 22-11-00-14700-A / SHEET 1/1 - Pitch Basic Loop

** ON A/C 001-049, 054-100, 151-199, 601-602, 901-901

Print Date: March 25, 2016 Page 98 of 191

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.
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. Roll Basic Loop SHEET 1)

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

Figure 22-11-00-14800-A / SHEET 1/1 - Roll Basic Loop

** ON A/C 001-049, 054-100, 151-199, 601-602, 901-901

Print Date: March 25, 2016 Page 99 of 191

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

Figure 22-11-00-15000-A / SHEET 1/1 - Yaw Basic Loop

Print Date: March 25, 2016 Page 100 of 191

** ON A/C ALL

Print Date: March 25, 2016 Page 101 of 191

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. AP Command Generation SHEET 1)

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

Figure 22-11-00-15100-A / SHEET 1/1 - AP Command Generation

** ON A/C ALL

Print Date: March 25, 2016 Page 102 of 191

The basic loop is computed for each axis in the command and monitoring channels.
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.

** ON A/C 151-199, 303-349, 351-399, 401-449, 501-599, 651-700, 901-901

(4) Generation of AP Commands
(a) Pitch basic loop

** ON A/C 151-199, 901-901

(Ref. Fig. Pitch Basic Loop SHEET 1)

** ON A/C 303-349, 351-399, 401-449, 501-599, 651-700

(Ref. Fig. Pitch Basic Loop SHEET 1)

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

+
° FILTER GAIN
+

f(Vc)

FLARE
WASH GAIN
0
N_MM_221100_0_BER0_01_00

Figure 22-11-00-14700-B / SHEET 1/1 - Pitch Basic Loop

** ON A/C 303-349, 351-399, 401-449, 501-599, 651-700

** ON A/C 151-199, 303-349, 351-399, 401-449, 501-599, 651-700, 901-901

Print Date: March 25, 2016 Page 103 of 191

** ON A/C 151-199, 901-901

(Ref. Fig. Roll Basic Loop SHEET 1)

** ON A/C 303-349, 351-399, 401-449, 501-599, 651-700

(Ref. Fig. Roll Basic Loop SHEET 1)

P
GAIN
AILERON
LIM ALIM
+

f(Vc)
+

GAIN GAIN KINEMATICS P

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_BGT0_01_00

Figure 22-11-00-14800-B / SHEET 1/1 - Roll Basic Loop

** ON A/C 303-349, 351-399, 401-449, 501-599, 651-700

** ON A/C 151-199, 303-349, 351-399, 401-449, 501-599, 651-700, 901-901

Print Date: March 25, 2016 Page 104 of 191

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. Yaw Basic Loop SHEET 1)
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 (15 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. AP Command Generation SHEET 1)
The basic loop is computed for each axis in the command and monitoring channels.
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.

** ON A/C ALL
(5) Increase of Load Thresholds on Side Stick Controllers and Rudder Pedals
(Ref. Fig. Side Stick Controllers and Rudder Pedals - Locking Logic SHEET 1)

Print Date: March 25, 2016 Page 105 of 191

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

Figure 22-11-00-15300-A / SHEET 1/1 - Side Stick Controllers and Rudder Pedals - Locking Logic
** ON A/C ALL

Print Date: March 25, 2016 Page 106 of 191

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. AP OFF Warning SHEET 1)

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

Figure 22-11-00-15500-A / SHEET 1/1 - AP OFF Warning

** ON A/C ALL

Print Date: March 25, 2016 Page 107 of 191

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
· 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 disap-
pears 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.
Figure 22-11-00-12500-A / SHEET 1/1 - FD Engagement
Figure 22-11-00-12700-A / SHEET 1/1 - FD - Engage Hardware Logic
Figure 22-11-00-12800-A / SHEET 1/1 - FG HLTY Logic
Figure 22-11-00-12900-A / SHEET 1/1 - FD Disengagement
Figure 22-11-00-13100-A / SHEET 1/1 - AP/FD COND Logic
Figure 22-11-00-13300-A / SHEET 1/1 - AP/FD/A THR Common Conditions
Figure 22-11-00-13500-A / SHEET 1/1 - FD Basic Loops
Figure 22-11-00-13600-A / SHEET 1/1 - FD Command Monitoring

Print Date: March 25, 2016 Page 108 of 191

Figure 22-11-00-13800-A / SHEET 1/1 - Removal of FD Commands

Figure 22-11-00-14400-B / SHEET 1/1 - AP - Engage Hardware Logic
Figure 22-11-00-14600-A / SHEET 1/1 - AP COND Logic

** ON A/C 001-049, 054-100, 151-199, 601-602, 901-901

Figure 22-11-00-14700-A / SHEET 1/1 - Pitch Basic Loop

** ON A/C 303-349, 351-399, 401-449, 501-599, 651-700

Figure 22-11-00-14700-B / SHEET 1/1 - Pitch Basic Loop

** ON A/C 001-049, 054-100, 151-199, 601-602, 901-901

Figure 22-11-00-14800-A / SHEET 1/1 - Roll Basic Loop

** ON A/C 303-349, 351-399, 401-449, 501-599, 651-700

Figure 22-11-00-14800-B / SHEET 1/1 - Roll Basic Loop

** ON A/C ALL
Figure 22-11-00-15000-A / SHEET 1/1 - Yaw Basic Loop
Figure 22-11-00-15100-A / SHEET 1/1 - AP Command Generation
Figure 22-11-00-15300-A / SHEET 1/1 - Side Stick Controllers and Rudder Pedals - Locking Logic
Figure 22-11-00-15500-A / SHEET 1/1 - AP OFF Warning

22-12 - CRUISE MODES

22-12-00 - CRUISE MODES

22-12-00 PB 001 CONF 00 - CRUISE MODES - DESCRIPTION AND OPERATION

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 !

Print Date: March 25, 2016 Page 109 of 191

!--------!---------!---------!--------!---------!---------!-------------------!
! 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.
2. System Description
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. Speed Control SHEET 1)

Print Date: March 25, 2016 Page 110 of 191

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

Figure 22-12-00-13700-B / SHEET 1/1 - Speed Control

** ON A/C ALL
(item C)

Print Date: March 25, 2016 Page 111 of 191

· 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. . when you push the SPD/MACH
selector knob and on condition that the reference which corresponds to the flight phase is avail-
able 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.

Print Date: March 25, 2016 Page 112 of 191

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.
(Ref. Fig. Speed Control SHEET 1)
(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.
(Ref. Fig. Speed Control SHEET 1)
(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.
(Ref. Fig. Speed Control SHEET 1)
(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".
· 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. Lateral Modes Active in Cruise SHEET 1)

Print Date: March 25, 2016 Page 113 of 191

TRACK SEL
FCU
TRACK

TRACK

HDG SEL
FCU
HDG

HDG

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

LOC TRACK

LOC

LOC
LOC CAPTURE

*
LOC

NOTE
MANAGED MODES

VOR

FMS TARGET
LATERAL

NOTE
TRACK
TRACK

FMS TARGET
___
NAV

NOTE
HDG

HDG
NOTE
H/PATH
H/PATH

CONTROL LAW
AP/FD MODE

SUBMODE

TARGET
AP/FD
FMA

N_MM_221200_0_ACR0_01_00

Figure 22-12-00-14500-A / SHEET 1/1 - Lateral Modes Active in Cruise

** ON A/C ALL

Print Date: March 25, 2016 Page 114 of 191

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. HDG/TRK Selection SHEET 1)

PUSH

FIG.3-a TRACK SELECTION ON FCU

PUSH

FIG.3-b HEADING SELECTION ON FCU

N_MM_221200_0_AER0_01_00

Figure 22-12-00-15100-B / SHEET 1/1 - HDG/TRK Selection

** ON A/C ALL

Print Date: March 25, 2016 Page 115 of 191

(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. HDG/TRK Selection SHEET 1)
(item B).
(1) Operational use
(Ref. Fig. HDG/TRK Mode SHEET 1)

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

Figure 22-12-00-15200-B / SHEET 1/1 - HDG/TRK Mode

** ON A/C ALL

Print Date: March 25, 2016 Page 116 of 191

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.
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. HDG/TRK Control Law SHEET 1)
TO ACCURACY SEE
BASIC LOOP INPUT

- C

DIRECTION OF TURN

SELECTION ON FCU
ACCORDING TO
VARIABLE
LIMIT

TURN TO RIGHT
GAIN
FILTER

TURN TO LEFT
+

+
F(MACH)
ABSOLUTE

GAIN
GAIN
VALUE

+
LAT

IRS
IRS

IRS
OR

r1
FCU

RATE
LOC
HDG

N_MM_221200_0_AJT0_01_00

Figure 22-12-00-15300-A / SHEET 1/1 - HDG/TRK Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 117 of 191

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. Engagement of NAV Mode at Takeoff SHEET 1)

30Ft

N_MM_221200_0_ALR0_01_00

Figure 22-12-00-15700-B / SHEET 1/1 - Engagement of NAV Mode at Takeoff

** ON A/C ALL

Print Date: March 25, 2016 Page 118 of 191

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. Engagement of NAV Mode (HDG TRK Selector Knob) SHEET 1)

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

Figure 22-12-00-15800-B / SHEET 1/1 - Engagement of NAV Mode (HDG TRK Selector Knob)
** ON A/C ALL

Print Date: March 25, 2016 Page 119 of 191

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. Engagement of NAV Mode (DIRECT TO) SHEET 1)

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

Figure 22-12-00-15900-B / SHEET 1/1 - Engagement of NAV Mode (DIRECT TO)

** ON A/C ALL

Print Date: March 25, 2016 Page 120 of 191

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:
· 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
(4) Elaboration of orders
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. Horizontal Path Law SHEET 1)

- c

+
+

SPEED
+
+

SPEED
FM XTK

FM TAE

FM N

N_MM_221200_0_ASR0_01_00

Figure 22-12-00-16000-A / SHEET 1/1 - Horizontal Path Law

** ON A/C ALL

Print Date: March 25, 2016 Page 121 of 191

NOTE: Phi N is a precommand determined by the FM. XTK and TAE are used to slave the aircraft to
this predetermined path.

(5) Operational logic

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. LOC Mode SHEET 1)

Print Date: March 25, 2016 Page 122 of 191

PUSH

LOC

CAPTURE PHASE
ARMING PHASE

INITIAL A/C CONFIGURATION

LOC

N_MM_221200_0_AWR0_01_00

Figure 22-12-00-16400-B / SHEET 1/1 - LOC Mode

** ON A/C ALL

Print Date: March 25, 2016 Page 123 of 191

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.
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.
(3) Operational logic
(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. AP/FD Longitudinal Modes Active SHEET 1)

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

Figure 22-12-00-16800-A / SHEET 1/1 - AP/FD Longitudinal Modes Active

** ON A/C ALL

Print Date: March 25, 2016 Page 124 of 191

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
· 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. ALT ACQ Mode SHEET 1)

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

Figure 22-12-00-17200-B / SHEET 1/1 - ALT ACQ Mode

** ON A/C ALL

Print Date: March 25, 2016 Page 125 of 191

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. ALT ACQ Mode - Change of Selected Altitude During the
Arming Phase SHEET 1)

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

Figure 22-12-00-17300-B / SHEET 1/1

- ALT ACQ Mode - Change of Selected
Altitude During the Arming Phase
** ON A/C ALL

Print Date: March 25, 2016 Page 126 of 191

· 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. ALT ACQ Mode - Change of Selected Altitude During the
Capture Phase SHEET 1)

SPD V/S HDG AP1

ALT FD1
(CYAN) A/THR SPD ALT* HDG

A
SPD ALT* HDG AP1
FD1
A/THR

NEW CAPTURE POINT

V/S IS DISENGAGED
ALT ACQ CAPT IS ENGAGED

INITIAL CONDITIONS

NEW ALTITUDE SETTING

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

Figure 22-12-00-17400-B / SHEET 1/1

- ALT ACQ Mode - Change of Selected
Altitude During the Capture Phase
** ON A/C ALL

Print Date: March 25, 2016 Page 127 of 191

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. Barometric Correction SHEET 1)

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

Figure 22-12-00-17500-A / SHEET 1/1 - Barometric Correction

** ON A/C ALL

Print Date: March 25, 2016 Page 128 of 191

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. ALT ACQ Control Law SHEET 1)

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

Figure 22-12-00-17600-A / SHEET 1/1 - ALT ACQ Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 129 of 191

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.
(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. ALT ACQ Mode SHEET 1)
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. AP Engagement with FD in ALT Mode SHEET 1)

Print Date: March 25, 2016 Page 130 of 191

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

Figure 22-12-00-17800-B / SHEET 1/1 - AP Engagement with FD in ALT Mode

** ON A/C ALL

Print Date: March 25, 2016 Page 131 of 191

(c) Elaboration of orders

(Ref. Fig. ALT HOLD Control Law SHEET 1)

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)

N_MM_221200_0_BNR0_01_00

Figure 22-12-00-17900-A / SHEET 1/1 - ALT HOLD Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 132 of 191

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.
(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. V/S FPA Mode Selection SHEET 1)

SPEED FPA TRACK

FD1
SPD LVL/CH
A/THR
HDG LAT ALT V/S

TRK FPA 30
220
PUSH UP
HDG V/S 100 1000
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

LOC A/THR EXPED APPR

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

SPD HDG LAT ALT LVL/CH V/S

TRK FPA

TURN
HDG V/S 100 1000 UP
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
AP1 AP2
DN

LOC A/THR EXPED APPR

N_MM_221200_0_BQR0_01_00

Figure 22-12-00-18600-B / SHEET 1/1 - V/S FPA Mode Selection

** ON A/C ALL

Print Date: March 25, 2016 Page 133 of 191

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. V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob SHEET 1)

TURN PULL

FIRST CUP V/S MODE

SYNCHRONIZATION
TO V/S ACTUAL ENGAGEMENT

V/S SELECTION

N_MM_221200_0_BSR0_01_00

Figure 22-12-00-18700-B / SHEET 1/1 - V/S Mode

Engagement Using (Turn and Pull) V/S FPA Selector Knob
** ON A/C ALL

Print Date: March 25, 2016 Page 134 of 191

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).
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. Altitude Hold Through V/S FPA Mode SHEET 1)

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

Figure 22-12-00-18800-B / SHEET 1/1 - Altitude Hold Through V/S FPA Mode
** ON A/C ALL

Print Date: March 25, 2016 Page 135 of 191

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. V/S FPA Control Laws SHEET 1)

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

Figure 22-12-00-18900-A / SHEET 1/1 - V/S FPA Control Laws

** ON A/C ALL

Print Date: March 25, 2016 Page 136 of 191

(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
(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. OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude SHEET 1)

Print Date: March 25, 2016 Page 137 of 191

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
LOC A/THR EXPED APPR

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

LOC A/THR EXPED APPR

INITIAL A/C CONFIGURATION

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
SPD ALT HDG AP1 280/.80
AS THE NEW MACH TARGET.
FD1 PHASE
A/THR
BRT
DIR PROG PERF INIT DATA

RAD FUEL SEC MCDU

F-PLN
NAV PRED F-PLN MENU

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

Figure 22-12-00-19200-B / SHEET 1/1 - OPEN CLB

Mode - Mode Selection When ALT SEL > Current Altitude
** ON A/C ALL

Print Date: March 25, 2016 Page 138 of 191

If the selected level is lower than the aircraft level, the OPEN DES mode is engaged and ensures the
descent.
(Ref. Fig. IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current Altitude SHEET 1)

Z SEL = 29000 Ft

SPD HDG LAT ALT LVL/CH V/S

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

LOC A/THR EXPED APPR

OP CLB HDG AP2 NEW ALTITUDE

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

SPD HDG LAT ALT LVL/CH V/S

HDG V/S
TRK FPA

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

LOC A/THR EXPED APPR

TURN
ALT ACQ IS ARMED
INITIAL CONDITIONS ALT SEL = 29000 FT
OP CLB IS ENGAGED

N_MM_221200_0_CCT0_01_00

Figure 22-12-00-19300-B / SHEET 1/1 - IN OPEN CLB Mode

- V/S Mode Selection When ALT SEL < Current Altitude
** ON A/C ALL

Print Date: March 25, 2016 Page 139 of 191

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. IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current Altitude SHEET 1)
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. OPEN CLB Mode - V/S Demand Above Performance Capability SHEET 1)

. .
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

SPD HDG LAT ALT LVL/CH V/S

HDG V/S
TRK FPA +
100 1000 UP
HDG V/S
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
AP1 AP2
DN

LOC A/THR EXPED APPR

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

Figure 22-12-00-19500-B / SHEET 1/1 - OPEN CLB Mode - V/S Demand Above Performance Capability
** ON A/C ALL

Print Date: March 25, 2016 Page 140 of 191

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. OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude SHEET 1)
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. OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude SHEET 1)

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

INITIAL A/C CONFIGURATION

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
LOC A/THR EXPED APPR 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

LOC A/THR EXPED APPR

N_MM_221200_0_CER0_01_00

Figure 22-12-00-19400-B / SHEET 1/1 - OPEN DES

Mode - Mode Selection When ALT SEL < Current Alitude
** ON A/C ALL

Print Date: March 25, 2016 Page 141 of 191

(11) Level change OPEN CLB/OPEN DES mode - Elaboration of orders

(Ref. Fig. SPD/Mach Control Law SHEET 1)

-C
FILTER
LIMIT

GAIN
GAIN

GAIN

+
V

+
+

+
+
TARGET
SPEED
VOTER
V MAX OP (FAC)

VLS (FAC)
CONTROL
MACH
MANUAL SPEED CONTROL
FCU SELECTED MACH
FM MACH TARGET
(ADC) MACH
(ADC) CAS

FM SPEED TARGET

a (FA)
FCU SELECTED SPEED

T (FAC)

N_MM_221200_0_CGR0_01_00

Figure 22-12-00-19600-A / SHEET 1/1 - SPD/Mach Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 142 of 191

The principle consists in splitting the aircraft total energy into two parts:
· 70% for acceleration or deceleration
· 30% for climb or descent.
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. EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude SHEET 1)

Print Date: March 25, 2016 Page 143 of 191

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

Figure 22-12-00-19800-B / SHEET 1/1 - EXP Mode -

EXP CLB When Aircraft Altitude < Selected Altitude
** ON A/C ALL

Print Date: March 25, 2016 Page 144 of 191

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.
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. EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude SHEET 1)

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

Figure 22-12-00-19900-B / SHEET 1/1 - EXP Mode -

EXP DES When Aircraft Altitude > Selected Altitude
** ON A/C ALL

Print Date: March 25, 2016 Page 145 of 191

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. EXPED Mode - Disengagement by Selected Speed Selection SHEET 1)

TURN/PULL

N_MM_221200_0_CNR0_01_00

Figure 22-12-00-20000-B / SHEET 1/1 - EXPED

Mode - Disengagement by Selected Speed Selection
** ON A/C ALL

Print Date: March 25, 2016 Page 146 of 191

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
- 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.

Print Date: March 25, 2016 Page 147 of 191

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. Managed Level Change When A/C Altitude < Selected Altitude SHEET 1)

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

Figure 22-12-00-20700-B / SHEET 1/1 - Managed Level Change When A/C Altitude < Selected Altitude
** ON A/C ALL

Print Date: March 25, 2016 Page 148 of 191

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. Managed Level Change - Leveling Off Caused by an Altitude Constraint SHEET 1)

IDLE DES AP1

ALT FD1
(MAGENTA) A/THR

SPD HDG LAT ALT LVL/CH V/S

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

SPD HDG LAT ALT LVL/CH V/S

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

Figure 22-12-00-20800-B / SHEET 1/1 - Managed Level

Change - Leveling Off Caused by an Altitude Constraint
** ON A/C ALL

Print Date: March 25, 2016 Page 149 of 191

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. Loss of Managed Level Change Prompted by Loss of Managed Lateral Control SHEET 1)

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

Figure 22-12-00-20900-B / SHEET 1/1 - Loss of Managed

Level Change Prompted by Loss of Managed Lateral Control
** ON A/C ALL

Print Date: March 25, 2016 Page 150 of 191

(Ref. Fig. DES Mode Disengagement When Climb Phase is Activated SHEET 1)

_ _ ___ 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

Figure 22-12-00-21000-B / SHEET 1/1 - DES Mode Disengagement When Climb Phase is Activated
** ON A/C ALL

Print Date: March 25, 2016 Page 151 of 191

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. Loss of Managed Level Change Prompted by Loss of Managed Lateral Control SHEET 1)
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. DES Mode Disengagement When Climb Phase is Activated SHEET 1)
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. CLB Mode in Takeoff Phase SHEET 1)

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
(CYAN) A/THR
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

Figure 22-12-00-21200-B / SHEET 1/1 - CLB Mode in Takeoff Phase

** ON A/C ALL

Print Date: March 25, 2016 Page 152 of 191

(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. The Mach
preset is displayed on the FMA adjacent to the ALT mode armed when the aircraft flies the seg-
ment preceding activation of the cruise phase (Ref. 22-70-00 Flight Management System).

(11) Elaboration of orders

(Ref. Fig. Vertical Path Control Law SHEET 1)

Print Date: March 25, 2016 Page 153 of 191

- 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

Figure 22-12-00-21600-A / SHEET 1/1 - Vertical Path Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 154 of 191

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.
(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

Print Date: March 25, 2016 Page 155 of 191

· 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.

** ON A/C 651-700
(17) AP/FD TCAS mode function
(a) Principle
The principle of AP/FD TCAS Mode function is to couple the Traffic Alert and Collision Avoidance
System (TCAS) with the AFS in order to provide with an automatic guidance, or with FD guidance
cues. It is based on the vertical speed limit given by the TCAS during a Resolution Advisory.
The engagement of a new AP/FD vertical mode, called "TCAS", operates at any TCAS RA,
preventive or corrective.
(b) AP/FD TCAS mode arming
The APFD TCAS mode operates at occurrence of a TCAS Traffic Advisory (TA). Information are
shown in cyan in the column of the vertical modes of the FMA.
The arming of the mode disappears when the Traffic Advisory (TA) is cancelled or if it evolves into a
Resolution Advisory (RA).
(Ref. Fig. Altitude Capture during a TCAS RA SHEET 1)

Print Date: March 25, 2016 Page 156 of 191

(SELECTED LEVEL)

A/THR
1FD2
AP1
"MONITOR
VERTICAL
SPEED"

FL260

CLEAR OF CONFLICT
ENGAGED AT
ALT MODE IS

THR CLB ALT NAV

CONFLICT"
"CLEAR OF

TCAS MODE CAPTURES

THE SELECTED LEVEL
0 ft/mn

A/THR
1FD2
AP1
THR CLB TCAS NAV
ALT
TARGET=1800ft/mn
TCAS MODE
1800 ft/mn
FL 270

2000 ft/mn

2800 ft/mn
"ADJUST VERTICAL
SPEED, ADJUST"

THR CLB CLB NAV

ALT

N_MM_221200_0_BJQ0_01_00

Figure 22-12-00-21810-A / SHEET 1/1 - Altitude Capture during a TCAS RA

** ON A/C 651-700

Print Date: March 25, 2016 Page 157 of 191

(c) AP/FD TCAS mode engagement

At occurrence of any Resolution Advisory (RA), preventive or corrective:
- If the AP is not engaged, the FD engages, if not already engaged, or remain engaged, in TCAS
mode. That gives guidance cues corresponding to the TCAS vertical speed advisory.
- If the AP is engaged, the vertical mode reverts in TCAS mode and provides a vertical guidance
based on the TCAS vertical speed advisory.
(d) AP/FD TCAS mode disengagement
The TCAS mode automatically disengages at the clear of conflict generated by the TCAS.
(e) Pilot override
At any moment the pilot can override the TCAS mode by selecting any other vertical mode thanks to
usual means or manually with the side-stick.
In this case, TCAS can be brought to generate a new alert:
- If the current aircraft vertical speed is outside the red area, the AP/FD TCAS mode will not be re-
engaged.
- If the current aircraft vertical speed is within the red zone, AP/FD TCAS mode will engage again,
with a target based on the new TCAS order.

** ON A/C ALL
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.
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.

Print Date: March 25, 2016 Page 158 of 191

(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.
Figure 22-12-00-13700-B / SHEET 1/1 - Speed Control
Figure 22-12-00-14500-A / SHEET 1/1 - Lateral Modes Active in Cruise
Figure 22-12-00-15100-B / SHEET 1/1 - HDG/TRK Selection
Figure 22-12-00-15200-B / SHEET 1/1 - HDG/TRK Mode
Figure 22-12-00-15300-A / SHEET 1/1 - HDG/TRK Control Law
Figure 22-12-00-15700-B / SHEET 1/1 - Engagement of NAV Mode at Takeoff
Figure 22-12-00-15800-B / SHEET 1/1 - Engagement of NAV Mode (HDG TRK Selector Knob)
Figure 22-12-00-15900-B / SHEET 1/1 - Engagement of NAV Mode (DIRECT TO)
Figure 22-12-00-16000-A / SHEET 1/1 - Horizontal Path Law
Figure 22-12-00-16400-B / SHEET 1/1 - LOC Mode
Figure 22-12-00-16800-A / SHEET 1/1 - AP/FD Longitudinal Modes Active
Figure 22-12-00-17200-B / SHEET 1/1 - ALT ACQ Mode
Figure 22-12-00-17300-B / SHEET 1/1 - ALT ACQ Mode - Change of Selected Altitude During the Arming Phase
Figure 22-12-00-17400-B / SHEET 1/1 - ALT ACQ Mode - Change of Selected Altitude During the Capture Phase
Figure 22-12-00-17500-A / SHEET 1/1 - Barometric Correction
Figure 22-12-00-17600-A / SHEET 1/1 - ALT ACQ Control Law
Figure 22-12-00-17800-B / SHEET 1/1 - AP Engagement with FD in ALT Mode
Figure 22-12-00-17900-A / SHEET 1/1 - ALT HOLD Control Law
Figure 22-12-00-18600-B / SHEET 1/1 - V/S FPA Mode Selection
Figure 22-12-00-18700-B / SHEET 1/1 - V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob
Figure 22-12-00-18800-B / SHEET 1/1 - Altitude Hold Through V/S FPA Mode
Figure 22-12-00-18900-A / SHEET 1/1 - V/S FPA Control Laws
Figure 22-12-00-19200-B / SHEET 1/1 - OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude
Figure 22-12-00-19300-B / SHEET 1/1 - IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude
Figure 22-12-00-19400-B / SHEET 1/1 - OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude
Figure 22-12-00-19500-B / SHEET 1/1 - OPEN CLB Mode - V/S Demand Above Performance Capability
Figure 22-12-00-19600-A / SHEET 1/1 - SPD/Mach Control Law
Figure 22-12-00-19800-B / SHEET 1/1 - EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude
Figure 22-12-00-19900-B / SHEET 1/1 - EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude
Figure 22-12-00-20000-B / SHEET 1/1 - EXPED Mode - Disengagement by Selected Speed Selection
Figure 22-12-00-20700-B / SHEET 1/1 - Managed Level Change When A/C Altitude < Selected Altitude
Figure 22-12-00-20800-B / SHEET 1/1 - Managed Level Change - Leveling Off Caused by an Altitude Constraint

Print Date: March 25, 2016 Page 159 of 191

Figure 22-12-00-20900-B / SHEET 1/1 - Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control
Figure 22-12-00-21000-B / SHEET 1/1 - DES Mode Disengagement When Climb Phase is Activated
Figure 22-12-00-21200-B / SHEET 1/1 - CLB Mode in Takeoff Phase
Figure 22-12-00-21600-A / SHEET 1/1 - Vertical Path Control Law

** ON A/C 651-700
Figure 22-12-00-21810-A / SHEET 1/1 - Altitude Capture during a TCAS RA

** ON A/C ALL

22-13 - COMMON MODES

22-13-00 - COMMON MODES

22-13-00 PB 001 CONF 00 - COMMON MODES - DESCRIPTION AND OPERATION

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.
2. System Description
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. Takeoff with NAV Armed SHEET 1)

Print Date: March 25, 2016 Page 160 of 191

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

Figure 22-13-00-12600-B / SHEET 1/1 - Takeoff with NAV Armed

** ON A/C ALL

Print Date: March 25, 2016 Page 161 of 191

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. PITCH TAKEOFF Mode - Logic SHEET 1)

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

R *
FLAPS/SLATS LEVER > 2

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

Figure 22-13-00-12700-A / SHEET 1/1 - PITCH TAKEOFF Mode - Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 162 of 191

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. AMM D/O 22-12-00-00) .
(c) Guidance law
(Ref. Fig. SRS Control Law SHEET 1)

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

Figure 22-13-00-12800-A / SHEET 1/1 - SRS Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 163 of 191

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.).
(3) Lateral Axis
(a) Operational use
(Ref. Fig. Takeoff with NAV Armed SHEET 1)
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. RUNWAY Mode Logic SHEET 1)

Print Date: March 25, 2016 Page 164 of 191

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

Figure 22-13-00-13000-A / SHEET 1/1 - RUNWAY Mode Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 165 of 191

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. RUNWAY Control Law SHEET 1) 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

Figure 22-13-00-13100-A / SHEET 1/1 - RUNWAY Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 166 of 191

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. Takeoff with Heading Preset SHEET 1)

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
SPD METRIC TO SPD METRIC TO
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
SPD METRIC TO SPD METRIC TO
MACH ALT LEVEL MACH ALT LEVEL
OFF OFF

1 - INITIAL STATE NAV IS ARMED

N_MM_221300_0_ALP0_01_00

Figure 22-13-00-13200-B / SHEET 1/1 - Takeoff with Heading Preset

** ON A/C ALL

Print Date: March 25, 2016 Page 167 of 191

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 :
· 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. ILS Approach SHEET 1)

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
DIR PROG PERF INIT DATA
SPD HDG LAT ALT LVL/CH V/S
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
DUAL FD1
50 FT
G/S FLARE
A/THR 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

Figure 22-13-00-13700-B / SHEET 1/1 - ILS Approach

** ON A/C ALL

Print Date: March 25, 2016 Page 168 of 191

(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 cap-
ture can be independent from the LOC capture (option activated by pin programming).

(c) Engage logic

1 LAND mode arming
(Ref. Fig. LAND Mode Arm - Logic SHEET 1)

Print Date: March 25, 2016 Page 169 of 191

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

Figure 22-13-00-13800-A / SHEET 1/1 - LAND Mode Arm - Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 170 of 191

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.
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. Active LOC and GLIDE Modes - Capture Conditions SHEET 1)

Print Date: March 25, 2016 Page 171 of 191

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

: 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

Figure 22-13-00-13900-A / SHEET 1/1 - Active LOC and GLIDE Modes - Capture Conditions
** ON A/C ALL

Print Date: March 25, 2016 Page 172 of 191

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. LAND TRACK Logic SHEET 1)

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

Figure 22-13-00-14000-A / SHEET 1/1 - LAND TRACK Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 173 of 191

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. Active LOC and GLIDE Modes - Capture Conditions SHEET 1)
The flare phase is initiated when the flare condition is activated.
(d) Display
(Ref. Fig. FMA Displays SHEET 1)

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

Figure 22-13-00-14100-A / SHEET 1/1 - FMA Displays

** ON A/C ALL

Print Date: March 25, 2016 Page 174 of 191

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.
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. LOC Law - Computation Principle SHEET 1)

Print Date: March 25, 2016 Page 175 of 191

© AIRBUS S.A.S. ALL RIGHTS RESERVED. CONFIDENTIAL AND PROPRIETARY DOCUMENT.
Print Date: March 25, 2016
DISTANCE TO FILTERED
DISTANCE TO LOC (FMS) THRESHOLD GND SPD
D LOC
ZRA ESTIMATED LOC TRK
K AND A
Customer : THY

DISTANCE ERROR LOC CAPTURE

METRIC
AT CPT
GAIN
RUNWAY
THRESHOLD
Rev. Date : Feb 01, 2016

LOC
Type : A318/A319/A320/A321

LOC (ILS) SENSIBILITY

FILTERED LOC
LOC POS TRACK C
LOC POS

LOC TRK
GND SPD (IR) ERROR LOC POS FILTERED
LOC POS AND LOC LAT
AND LOC LAT LOC LAT SPD ALIGN C

** ON A/C ALL
SET (ILS) LOC LAT SPD SPD
SPD FILTERING
COMPUTATION
22 - AUTO FLIGHT

(IR) LOC HDG ERROR

ROLL r ROLL OUT
LOC POS OUT
FILTERED GND SPD
BODY YAW RATE (IR)

Figure 22-13-00-14200-A / SHEET 1/1 - LOC Law - Computation Principle
Selected applicability : ALL
Manual : AMM

N_MM_221300_0_AYM0_01_00

Page 176 of 191

Customer : THY Manual : AMM
Type : A318/A319/A320/A321 Selected applicability : ALL
Rev. Date : Feb 01, 2016
22 - AUTO FLIGHT

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. LOC CPT Control Law SHEET 1)

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

Figure 22-13-00-14300-A / SHEET 1/1 - LOC CPT Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 177 of 191

The computation principle of the guidance law is given in figure.

b LOC track phase
(Ref. Fig. LOC TRACK and ALIGN Control Law SHEET 1)

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

Figure 22-13-00-14400-A / SHEET 1/1 - LOC TRACK and ALIGN Control Law
** ON A/C ALL

Print Date: March 25, 2016 Page 178 of 191

The computation principle of the law in the LOC TRACK phase is given in figure.
c Align phase
(Ref. Fig. LOC TRACK and ALIGN Control Law SHEET 1)
The computation principle of the guidance law is given in figure.
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. ROLL OUT Control Law SHEET 1)

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

Figure 22-13-00-14500-A / SHEET 1/1 - ROLL OUT Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 179 of 191

The computation principle of the guidance law is given in figure.

2 Longitudinal axis
a GLIDE capture and track phase
(Ref. Fig. GLIDE Capture and Track Phase SHEET 1)

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

Figure 22-13-00-14700-A / SHEET 1/1 - GLIDE Capture and Track Phase

** ON A/C ALL

Print Date: March 25, 2016 Page 180 of 191

The principle of the guidance law is given in figure.

b FLARE phase
(Ref. Fig. FLARE Control Law SHEET 1)

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

Figure 22-13-00-14600-A / SHEET 1/1 - FLARE Control Law

** ON A/C ALL

Print Date: March 25, 2016 Page 181 of 191

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.
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.

Print Date: March 25, 2016 Page 182 of 191

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 dis-
engaged. 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.
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:

Print Date: March 25, 2016 Page 183 of 191

· 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

** ON A/C ALL

EMB SB 22-1089 for A/C 901-901

EMB SB 22-1269 for A/C 901-901
EMB SB 22-1270 for A/C 054-072, 075-076, 078-078, 303-315, 351-354
(Ref. AMM D/O 22-70-00-00)

** ON A/C ALL
.
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. AREA NAV Approach SHEET 1)

APPR

MDA
SELECT MDA ON
650
APPROACH PAGE

BAT

DIR PROG PERF INIT DATA

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
INITIAL A/C CONFIGURATION
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

Figure 22-13-00-14900-B / SHEET 1/1 - AREA NAV Approach

** ON A/C ALL

Print Date: March 25, 2016 Page 184 of 191

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. FINAL DES Mode - Logic SHEET 1)

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

Figure 22-13-00-15000-A / SHEET 1/1 - FINAL DES Mode - Logic

** ON A/C ALL

Print Date: March 25, 2016 Page 185 of 191

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)
· engagement of the GO AROUND mode.
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.
· 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.
· engagement of the GO AROUND mode.
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. GO AROUND Mode SHEET 1)

Print Date: March 25, 2016 Page 186 of 191

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

Figure 22-13-00-15400-B / SHEET 1/1 - GO AROUND Mode

** ON A/C ALL

Print Date: March 25, 2016 Page 187 of 191

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. GO AROUND Logic (Pitch and Roll Axes) SHEET 1)

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

Figure 22-13-00-15600-A / SHEET 1/1 - GO AROUND Logic (Pitch and Roll Axes)
** ON A/C ALL

Print Date: March 25, 2016 Page 188 of 191

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.
(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:

Print Date: March 25, 2016 Page 189 of 191

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
FINAL DESCENT.
Figure 22-13-00-12600-B / SHEET 1/1 - Takeoff with NAV Armed
Figure 22-13-00-12700-A / SHEET 1/1 - PITCH TAKEOFF Mode - Logic
Figure 22-13-00-12800-A / SHEET 1/1 - SRS Control Law
Figure 22-13-00-13000-A / SHEET 1/1 - RUNWAY Mode Logic
Figure 22-13-00-13100-A / SHEET 1/1 - RUNWAY Control Law
Figure 22-13-00-13200-B / SHEET 1/1 - Takeoff with Heading Preset
Figure 22-13-00-13700-B / SHEET 1/1 - ILS Approach
Figure 22-13-00-13800-A / SHEET 1/1 - LAND Mode Arm - Logic
Figure 22-13-00-13900-A / SHEET 1/1 - Active LOC and GLIDE Modes - Capture Conditions
Figure 22-13-00-14000-A / SHEET 1/1 - LAND TRACK Logic
Figure 22-13-00-14100-A / SHEET 1/1 - FMA Displays
Figure 22-13-00-14200-A / SHEET 1/1 - LOC Law - Computation Principle
Figure 22-13-00-14300-A / SHEET 1/1 - LOC CPT Control Law
Figure 22-13-00-14400-A / SHEET 1/1 - LOC TRACK and ALIGN Control Law
Figure 22-13-00-14500-A / SHEET 1/1 - ROLL OUT Control Law
Figure 22-13-00-14600-A / SHEET 1/1 - FLARE Control Law
Figure 22-13-00-14700-A / SHEET 1/1 - GLIDE Capture and Track Phase
Figure 22-13-00-14900-B / SHEET 1/1 - AREA NAV Approach
Figure 22-13-00-15000-A / SHEET 1/1 - FINAL DES Mode - Logic
Figure 22-13-00-15400-B / SHEET 1/1 - GO AROUND Mode
Figure 22-13-00-15600-A / SHEET 1/1 - GO AROUND Logic (Pitch and Roll Axes)

22-30 - AUTOTHRUST

22-30-00 - AUTOTHRUST

22-30-00 PB 001 CONF 00 - AUTOTHRUST - DESCRIPTION AND OPERATION

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).

Print Date: March 25, 2016 Page 190 of 191

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).
2. Component Location
(Ref. Fig. Cockpit - Location of Controls and Indications SHEET 1)

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)
DIR PROG PERF INIT DATA

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

Figure 22-30-00-12400-A / SHEET 1/1 - Cockpit - Location of Controls and Indications

** ON A/C ALL

Document truncated

Print Date: March 25, 2016 Page 191 of 191

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