Nammcesa 000013 PDF

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HIGHLIGHTS
REVISION NO. 48 Feb 01/10
Pages which have been revised are outlined below, together with the Highlights of the
Revision
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CH/SE/SU C REASON FOR CHANGE EFFECTIVITY
PAGES
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CHAPTER 22
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L.E.P. 1-11 REVISED TO REFLECT THIS REVISION INDICATING

NEW,REVISED, AND/OR DELETED PAGES
T. OF C. REVISED TO REFLECT THIS REVISION
7, 9-
21
22-00-00 EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 062-099, 106-149, 151-199,
2 201-249, 251-299, 301-399,
401-499, 501-509, 511-526,
528-599,
22-10-00 EFFECTIVITY UPDATED

25 EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 001-049, 051-099, 101-149,
151-199, 201-249, 251-299,
401-499, 501-509, 511-526,
528-599,

27- 30, EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 001-049, 051-099, 101-149,
33- 34, 151-199, 201-249, 251-299,
37 401-499, 501-509, 511-526,
528-599,

402- 405 MOD.20192P0414 INCORPORATED ALL
ELECTRICAL POWER - PROVIDE PROTECTION OF
DOWNSTREAM STATIC INVERTER
CORRECTION/ADDITION/AMPLIFICATION ALL
ADDED WARNING AND STEPS TO OPEN
CIRCUIT BREAKERS.
CIRCUIT BREAKER(S) DATA UPDATED ALL
EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 501-509, 511-526, 528-599,

520- 525 EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 501-509, 511-526, 528-599,

22-HIGHLIGHTS Page 1 of 5
CES
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PAGES
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6- 8 201-249, 251-299, 301-399,

501-509, 511-526, 528-599,

12 201-249, 251-299, 301-399,
401-499, 501-509, 511-526,
528-599,

10, 12- 201-249, 251-299, 301-399,
13 501-509, 511-526, 528-599,
22-63-00 EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 001-049, 051-099, 101-149,

6, 8, 151-199, 201-249, 251-299,
11 301-399, 401-499, 501-509,
511-526, 528-599,

1, 13- EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 106-149, 234-235, 239-249,
14, 21- 251-299, 301-399, 401-499,
22 501-509, 511-526, 528-599,
22-70-00 02 EFFECTIVITY UPDATED

12- 29, 251-299, 301-399, 401-499,
31- 32, 501-509, 511-526, 528-599,
34- 36,
38, 40-
45, 47-
54, 56-
57, 59,
61- 78,
80- 81,
83-A032,
A039-A044,
A048-A052

305- 306, CORRECTION/ADDITION/AMPLIFICATION 051-099, 201-210, 234-235,
311- 314, ADDED STEP TO PERFORM THE AFS TEST. 239-249, 251-299, 305-399,
317, 329- 501-509, 511-526, 528-599,
330, 332- CIRCUIT BREAKER(S) DATA UPDATED 106-149, 151-199, 201-249,
334, 338- 251-299, 301-399, 401-499,
341, 345- 501-509, 511-526, 528-599,
354, 357- 201-249, 251-299, 301-399,
CES
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PAGES
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358, 363- 401-499, 501-509, 511-526,

366, 368- 528-599,
369

511, 515- 305-399, 404-499, 501-509,
516, 518- 511-526, 528-599,
519

251-299, 301-399, 401-499,
501-509, 511-526, 528-599,

251-299, 301-399, 401-499,
501-509, 511-526, 528-599,

251-299, 301-399, 401-499,
501-509, 511-526, 528-599,

251-299, 301-399, 401-499,
501-509, 511-526, 528-599,

251-299, 301-399, 401-499,
501-509, 511-526, 528-599,

251-299, 301-399, 401-499,
501-509, 511-526, 528-599,

14, 16, 305-399, 404-499, 501-509,
19- 20, 511-526, 528-599,
23- 26

CES
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PAGES
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501-509, 511-526, 528-599,

1, 3, EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 106-149, 151-199, 211-249,
5, 12, 251-299, 301-399, 401-499,
19- 23 501-509, 511-526, 528-599,

403, 411- MOD.25293P4151 INCORPORATED 062-099, 106-149, 151-199,
434 INDICATING/RECORDING SYSTEM - INSTALL 201-249, 251-299, 301-399,
A PORTABLE DATA LOADER CONNECTOR AND 401-499, 501-509, 511-526,
DISK STOWAGE 528-599,
LAYOUT IMPROVED/MATERIAL RELOCATED ALL
CIRCUIT BREAKER(S) DATA UPDATED 106-149, 151-199, 201-249,
251-299, 301-399, 401-499,
501-509, 511-526, 528-599,
EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 106-149, 151-199, 201-249,
251-299, 301-399, 401-499,
501-509, 511-526, 528-599,

4, 6 EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 062-099, 106-149, 151-199,
201-249, 251-299, 301-399,
401-499, 501-509, 511-526,
528-599,

6, 15, EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 501-509, 511-526, 528-599,
22- 23,
25, 28,
46

28, 30 EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 106-149, 234-235, 239-249,
251-299, 301-399, 401-499,
501-509, 511-526, 528-599,

305-399, 501-509, 511-526,
528-599,

11, 13- 251-299, 301-399, 401-499,
14 501-509, 511-526, 528-599,
CES
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PAGES
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251-299, 301-399, 401-499,
501-509, 511-526, 528-599,
CES
CHAPTER 22
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AUTO FLIGHT
LIST OF EFFECTIVE PAGES

_______________________
N, R or D indicates pages which are New, Revised or Deleted respectively
Remove and insert the affected pages and complete the Record of Revisions and
the Record of Temporary Revisions as necessary
CH/SE/SU C PAGE DATE CH/SE/SU C PAGE DATE CH/SE/SU C PAGE DATE
RECORD 22-00-00 16 Feb01/99 22-10-00 22 Aug01/05

OF TEMP. 22-00-00 17 Feb01/99 22-10-00 23 Aug01/05
REVISION 22-00-00 18 Feb01/99 22-10-00 24 Aug01/05
22-00-00 19 Feb01/99 22-10-00 R 25 Feb01/10
L.E.P. R 1-11 Feb01/10 22-00-00 20 Feb01/99 22-10-00 26 Aug01/05
T. of C. 1 Aug01/05 22-00-00 21 Feb01/99 22-10-00 27 Aug01/05
T. of C. 2 Nov01/07 22-00-00 22 Feb01/99 22-10-00 28 Aug01/05
T. of C. 3 May01/03 22-00-00 23 Feb01/99 22-10-00 29 Aug01/05
T. of C. 4 Aug01/06 22-00-00 24 Feb01/99 22-10-00 30 Aug01/05
T. of C. 5 Aug01/06 22-00-00 25 Feb01/99 22-10-00 31 Aug01/05
T. of C. 6 Aug01/06 22-00-00 26 Feb01/99 22-10-00 32 Aug01/05
T. of C. R 7 Feb01/10 22-00-00 27 Feb01/99 22-10-00 33 Aug01/05
T. of C. 8 Feb01/09 22-00-00 28 Feb01/99 22-10-00 34 Aug01/05
T. of C. R 9 Feb01/10 22-00-00 29 Feb01/98 22-10-00 35 Aug01/05
T. of C. R 10 Feb01/10 22-00-00 30 Feb01/98 22-10-00 36 Aug01/05
T. of C. R 11 Feb01/10 22-00-00 31 Feb01/98 22-10-00 37 Aug01/05
T. of C. R 12 Feb01/10 22-00-00 32 Feb01/98 22-10-00 38 Aug01/05
T. of C. R 13 Feb01/10 22-00-00 33 Feb01/98 22-10-00 39 Aug01/05
T. of C. R 14 Feb01/10 22-00-00 34 Feb01/98 22-10-00 40 Aug01/05
T. of C. R 15 Feb01/10 22-00-00 35 Feb01/98 22-10-00 41 Aug01/05
T. of C. R 16 Feb01/10 22-10-00 42 Aug01/05
T. of C. R 17 Feb01/10 22-10-00 1 May01/04 22-10-00 501 Feb01/98
T. of C. R 18 Feb01/10 22-10-00 2 Feb01/98 22-10-00 502 Feb01/98
T. of C. R 19 Feb01/10 22-10-00 3 Feb01/98 22-10-00 503 Feb01/99
T. of C. R 20 Feb01/10 22-10-00 4 Feb01/98 22-10-00 504 Feb01/99
T. of C. N 21 Feb01/10 22-10-00 5 Aug01/05 22-10-00 505 Feb01/98
22-10-00 6 Aug01/05 22-10-00 506 Feb01/98
22-00-00 1 Feb01/98 22-10-00 7 Aug01/05 22-10-00 507 Feb01/01
22-00-00 R 2 Feb01/10 22-10-00 8 Aug01/05 22-10-00 508 Feb01/01
22-00-00 3 Aug01/05 22-10-00 9 Aug01/05 22-10-00 509 Feb01/99
22-00-00 4 Aug01/05 22-10-00 10 Aug01/05 22-10-00 510 Feb01/99
22-00-00 5 Feb01/99 22-10-00 11 Aug01/05 22-10-00 511 Feb01/99
22-00-00 6 Feb01/99 22-10-00 12 Aug01/05 22-10-00 512 Feb01/99
22-00-00 7 Feb01/99 22-10-00 13 Aug01/05 22-10-00 513 Feb01/01
22-00-00 8 Feb01/99 22-10-00 14 Aug01/05 22-10-00 514 Feb01/01
22-00-00 9 Feb01/99 22-10-00 15 Aug01/05 22-10-00 515 Feb01/98
22-00-00 10 Feb01/99 22-10-00 16 Aug01/05 22-10-00 516 Feb01/98
22-00-00 11 Feb01/99 22-10-00 17 Aug01/05 22-10-00 517 Feb01/01
22-00-00 12 Feb01/99 22-10-00 18 Aug01/05 22-10-00 518 Feb01/98
22-00-00 13 Feb01/99 22-10-00 19 Aug01/05 22-10-00 519 Nov01/07
22-00-00 14 Feb01/99 22-10-00 20 Aug01/05 22-10-00 520 Nov01/07
22-00-00 15 Feb01/99 22-10-00 21 Aug01/05 22-10-00 521 Nov01/07
22-L.E.P. Page 1
Feb 01/10
CES
22-10-00 522 Nov01/07 22-11-00 38 May01/04 22-12-00 41 Feb01/98

22-10-00 523 Nov01/07 22-11-00 39 May01/04 22-12-00 42 Feb01/98
22-10-00 524 Nov01/07 22-11-00 40 May01/04 22-12-00 43 Feb01/98
22-10-00 525 Nov01/07 22-11-00 41 May01/04 22-12-00 44 Feb01/98
22-10-00 526 Nov01/09 22-11-00 42 May01/04 22-12-00 45 Feb01/98
22-10-00 527 Nov01/09 22-11-00 43 May01/04 22-12-00 46 Feb01/98
22-10-00 528 Nov01/07 22-11-00 44 May01/04 22-12-00 47 Feb01/98
22-10-00 529 Nov01/07 22-11-00 45 May01/04 22-12-00 48 Feb01/98
22-10-00 530 Nov01/07 22-11-00 46 May01/04 22-12-00 49 Feb01/98
22-10-00 531 Nov01/07 22-11-00 47 May01/04 22-12-00 50 Feb01/98
22-10-00 532 Feb01/08 22-12-00 51 Feb01/98
22-10-00 533 Feb01/08 22-12-00 1 May01/04 22-12-00 52 Feb01/98
22-10-00 534 Nov01/07 22-12-00 2 Feb01/98 22-12-00 53 Feb01/98
22-12-00 3 Feb01/98 22-12-00 54 Feb01/98
22-11-00 1 Feb01/98 22-12-00 4 Feb01/98 22-12-00 55 Feb01/98
22-11-00 2 Feb01/98 22-12-00 5 Feb01/98 22-12-00 56 Feb01/98
22-11-00 3 Feb01/98 22-12-00 6 Feb01/98 22-12-00 57 Feb01/98
22-11-00 4 Feb01/98 22-12-00 7 Feb01/98 22-12-00 58 Feb01/98
22-11-00 5 Feb01/98 22-12-00 8 Feb01/98 22-12-00 59 Feb01/98
22-11-00 6 Feb01/98 22-12-00 9 Feb01/98 22-12-00 60 Feb01/98
22-11-00 7 Feb01/98 22-12-00 10 Feb01/98 22-12-00 61 Feb01/98
22-11-00 8 Feb01/98 22-12-00 11 Feb01/98 22-12-00 62 Feb01/05
22-11-00 9 Nov01/98 22-12-00 12 Feb01/98 22-12-00 63 Feb01/98
22-11-00 10 Feb01/98 22-12-00 13 Feb01/98 22-12-00 64 Feb01/98
22-11-00 11 Feb01/98 22-12-00 14 Feb01/98 22-12-00 65 Feb01/98
22-11-00 12 Feb01/98 22-12-00 15 Feb01/98 22-12-00 66 Feb01/05
22-11-00 13 Feb01/98 22-12-00 16 Feb01/98 22-12-00 67 Feb01/98
22-11-00 14 Feb01/98 22-12-00 17 Feb01/98 22-12-00 68 Feb01/98
22-11-00 15 Feb01/98 22-12-00 18 Feb01/98 22-12-00 69 Feb01/98
22-11-00 16 Feb01/98 22-12-00 19 Feb01/98 22-12-00 70 Feb01/98
22-11-00 17 Feb01/98 22-12-00 20 Feb01/98 22-12-00 71 Feb01/98
22-11-00 18 Feb01/98 22-12-00 21 Feb01/98 22-12-00 72 Feb01/98
22-11-00 19 Feb01/98 22-12-00 22 Feb01/98 22-12-00 73 Feb01/05
22-11-00 20 Feb01/98 22-12-00 23 Feb01/98 22-12-00 74 Feb01/98
22-11-00 21 Feb01/98 22-12-00 24 Nov01/98 22-12-00 75 Feb01/98
22-11-00 22 Feb01/98 22-12-00 25 Feb01/98 22-12-00 76 Feb01/98
22-11-00 23 Feb01/98 22-12-00 26 Feb01/98 22-12-00 77 Feb01/98
22-11-00 24 Feb01/98 22-12-00 27 Feb01/98 22-12-00 78 Feb01/98
22-11-00 25 Feb01/98 22-12-00 28 Feb01/98 22-12-00 79 Feb01/98
22-11-00 26 Feb01/98 22-12-00 29 Feb01/98 22-12-00 80 Feb01/98
22-11-00 R 27 Feb01/10 22-12-00 30 Feb01/98 22-12-00 81 Feb01/98
22-11-00 R 28 Feb01/10 22-12-00 31 Feb01/98 22-12-00 82 Feb01/98
22-11-00 R 29 Feb01/10 22-12-00 32 Feb01/98 22-12-00 83 Feb01/98
22-11-00 R 30 Feb01/10 22-12-00 33 Feb01/98 22-12-00 84 Feb01/98
22-11-00 31 May01/04 22-12-00 34 Feb01/98 22-12-00 85 Feb01/98
22-11-00 32 May01/04 22-12-00 35 Feb01/98 22-12-00 86 Feb01/98
22-11-00 R 33 Feb01/10 22-12-00 36 Feb01/98 22-12-00 87 Feb01/98
22-11-00 R 34 Feb01/10 22-12-00 37 Feb01/98 22-12-00 88 Feb01/98
22-11-00 35 May01/04 22-12-00 38 Feb01/98 22-12-00 89 Feb01/98
22-11-00 36 May01/04 22-12-00 39 Feb01/98 22-12-00 90 Feb01/98
22-11-00 R 37 Feb01/10 22-12-00 40 Feb01/98 22-12-00 91 Feb01/98
22-L.E.P. Page 2
Feb 01/10
CES
22-12-00 92 Feb01/98 22-30-00 1 Feb01/98 22-31-00 9 Feb01/98

22-30-00 2 Feb01/98 22-31-00 10 Feb01/98
22-13-00 1 Feb01/98 22-30-00 3 Feb01/98 22-31-00 11 Feb01/98
22-13-00 2 Feb01/98 22-30-00 4 Feb01/98 22-31-00 12 Feb01/98
22-13-00 3 Feb01/98 22-30-00 5 Feb01/98 22-31-00 13 Feb01/98
22-13-00 4 Feb01/98 22-30-00 6 Feb01/98 22-31-00 14 Feb01/98
22-13-00 5 Feb01/98 22-30-00 7 Feb01/98 22-31-00 15 Feb01/98
22-13-00 6 Feb01/98 22-30-00 8 Feb01/98 22-31-00 16 Feb01/98
22-13-00 7 Feb01/98 22-30-00 9 Feb01/98 22-31-00 17 Feb01/98
22-13-00 8 Feb01/98 22-30-00 10 Feb01/98
22-13-00 9 Feb01/98 22-30-00 11 Feb01/98 22-32-00 1 Feb01/98
22-13-00 10 Feb01/98 22-30-00 401 Nov01/07 22-32-00 2 Feb01/98
22-13-00 11 Feb01/98 22-30-00 R 402 Feb01/10 22-32-00 3 Feb01/98
22-13-00 12 Feb01/98 22-30-00 R 403 Feb01/10 22-32-00 4 Feb01/98
22-13-00 13 Feb01/98 22-30-00 R 404 Feb01/10 22-32-00 5 Feb01/98
22-13-00 14 Feb01/98 22-30-00 N 405 Feb01/10 22-32-00 6 Feb01/98
22-13-00 15 Nov01/98 22-30-00 501 Feb01/01 22-32-00 7 Feb01/98
22-13-00 16 Feb01/98 22-30-00 502 Feb01/06 22-32-00 8 Feb01/98
22-13-00 17 Feb01/98 22-30-00 503 Feb01/06 22-32-00 9 Feb01/98
22-13-00 18 Feb01/98 22-30-00 504 Feb01/06 22-32-00 10 Feb01/98
22-13-00 19 Feb01/98 22-30-00 505 Feb01/06 22-32-00 11 Feb01/98
22-13-00 20 Feb01/98 22-30-00 506 Feb01/06 22-32-00 12 Feb01/98
22-13-00 21 Feb01/98 22-30-00 507 Feb01/06 22-32-00 13 Feb01/98
22-13-00 22 Feb01/98 22-30-00 508 Nov01/08
22-13-00 23 Feb01/98 22-30-00 509 Nov01/08 22-60-00 1 Feb01/03
22-13-00 24 Feb01/98 22-30-00 510 Nov01/08 22-60-00 R 2 Feb01/10
22-13-00 25 Feb01/98 22-30-00 511 Nov01/08 22-60-00 R 3 Feb01/10
22-13-00 26 Feb01/98 22-30-00 512 Nov01/08 22-60-00 4 Aug01/05
22-13-00 27 Feb01/98 22-30-00 513 Nov01/08 22-60-00 5 Feb01/00
22-13-00 28 Feb01/98 22-30-00 514 Feb01/06 22-60-00 R 6 Feb01/10
22-13-00 29 Feb01/98 22-30-00 515 Feb01/06 22-60-00 R 7 Feb01/10
22-13-00 30 Feb01/98 22-30-00 516 Feb01/06 22-60-00 R 8 Feb01/10
22-13-00 31 May01/03 22-30-00 517 Feb01/06 22-60-00 9 Aug01/05
22-13-00 32 May01/03 22-30-00 518 Feb01/06 22-60-00 10 Aug01/05
22-13-00 33 May01/03 22-30-00 519 Nov01/07 22-60-00 501 Nov01/07
22-13-00 34 May01/03 22-30-00 R 520 Feb01/10 22-60-00 502 Nov01/07
22-13-00 35 Nov01/98 22-30-00 R 521 Feb01/10 22-60-00 503 Nov01/07
22-13-00 36 May01/00 22-30-00 R 522 Feb01/10 22-60-00 504 Nov01/07
22-13-00 37 Feb01/98 22-30-00 R 523 Feb01/10 22-60-00 505 Nov01/07
22-13-00 38 Feb01/98 22-30-00 R 524 Feb01/10 22-60-00 506 Nov01/07
22-13-00 39 Feb01/98 22-30-00 R 525 Feb01/10 22-60-00 507 Nov01/01
22-13-00 40 Feb01/98 22-30-00 526 Nov01/07 22-60-00 508 Nov01/09
22-13-00 41 Feb01/98 22-60-00 509 Nov01/09
22-13-00 42 Feb01/98 22-31-00 1 Aug01/05 22-60-00 510 Nov01/09
22-13-00 43 Feb01/98 22-31-00 2 Feb01/00 22-60-00 511 Nov01/09
22-13-00 44 Feb01/98 22-31-00 3 Feb01/00 22-60-00 512 Nov01/07
22-13-00 45 Feb01/98 22-31-00 4 Feb01/98 22-60-00 513 Nov01/07
22-13-00 46 Feb01/98 22-31-00 5 Feb01/98 22-60-00 514 Nov01/07
22-13-00 47 Feb01/98 22-31-00 6 Feb01/98 22-60-00 515 Nov01/07
22-13-00 48 Feb01/98 22-31-00 7 Feb01/98 22-60-00 516 Nov01/07
22-13-00 49 Feb01/98 22-31-00 8 Feb01/98 22-60-00 517 Nov01/07
22-L.E.P. Page 3
Feb 01/10
CES
22-60-00 518 Nov01/07 22-62-00 501 Nov01/02 22-64-00 7 May01/04

22-60-00 519 Aug01/06 22-62-00 502 Nov01/02 22-64-00 8 May01/04
22-60-00 520 Aug01/06 22-62-00 503 Nov01/02 22-64-00 9 Feb01/98
22-60-00 521 May01/07 22-62-00 504 Feb01/98 22-64-00 10 Feb01/08
22-60-00 522 Nov01/09 22-62-11 401 Feb01/98 22-64-00 11 Feb01/08
22-60-00 523 Nov01/09 22-62-11 402 Feb01/99 22-64-00 12 Feb01/08
22-60-00 524 May01/07 22-62-11 403 Feb01/98 22-64-00 R 13 Feb01/10
22-60-00 525 May01/07 22-62-11 404 Feb01/98 22-64-00 R 14 Feb01/10
22-60-00 526 Aug01/09 22-62-11 405 May01/05 22-64-00 15 Feb01/08
22-62-11 406 Feb01/99 22-64-00 16 May01/04
22-61-00 1 Aug01/04 22-62-11 407 Feb01/98 22-64-00 17 May01/04
22-61-00 2 May01/03 22-62-11 408 Feb01/98 22-64-00 18 May01/04
22-61-00 3 Feb01/98 22-62-12 401 Feb01/98 22-64-00 19 May01/04
22-61-00 R 4 Feb01/10 22-62-12 402 Feb01/99 22-64-00 20 Feb01/08
22-61-00 R 5 Feb01/10 22-62-12 403 Feb01/98 22-64-00 R 21 Feb01/10
22-61-00 6 Aug01/05 22-62-12 404 Feb01/98 22-64-00 R 22 Feb01/10
22-61-00 7 May01/04 22-62-12 405 Feb01/98 22-64-00 23 May01/04
22-61-00 8 May01/04 22-62-12 406 Feb01/99 22-64-00 24 Feb01/03
22-61-00 9 May01/04 22-62-12 407 Feb01/98 22-64-00 25 May01/04
22-61-00 10 May01/04 22-62-12 408 Feb01/98 22-64-00 26 May01/04
22-61-00 11 May01/04 22-62-21 401 Feb01/98 22-64-00 27 Aug01/06
22-61-00 R 12 Feb01/10 22-62-21 402 Feb01/99 22-64-00 28 Aug01/06
22-61-00 13 May01/04 22-62-21 403 Feb01/98 22-64-00 29 Aug01/06
22-61-00 501 Nov01/07 22-62-21 404 Feb01/98 22-64-00 30 Aug01/06
22-61-00 502 Nov01/07 22-62-21 405 Feb01/98 22-64-00 31 Aug01/06
22-61-00 503 Nov01/07 22-62-21 406 Feb01/99
22-61-00 504 Nov01/07 22-62-21 407 Feb01/98 22-65-00 1 Feb01/98
22-61-00 505 Nov01/07 22-62-21 408 Feb01/98 22-65-00 2 Feb01/98
22-61-00 506 Nov01/07 22-65-00 3 Feb01/98
22-61-00 507 May01/09 22-63-00 1 Feb01/98 22-65-00 4 Feb01/98
22-63-00 2 Feb01/98 22-65-00 5 Feb01/98
22-62-00 R 1 Feb01/10 22-63-00 3 May01/03 22-65-00 6 Feb01/98
22-62-00 R 2 Feb01/10 22-63-00 4 Feb01/98 22-65-00 7 Feb01/98
22-62-00 3 Aug01/05 22-63-00 5 Feb01/98 22-65-00 8 Feb01/98
22-62-00 4 Feb01/00 22-63-00 R 6 Feb01/10 22-65-00 9 Feb01/98
22-62-00 5 Feb01/00 22-63-00 7 Feb01/98 22-65-00 10 Feb01/98
22-62-00 6 Feb01/00 22-63-00 R 8 Feb01/10 22-65-00 11 Feb01/98
22-62-00 7 Feb01/00 22-63-00 9 Feb01/98 22-65-00 12 Feb01/98
22-62-00 8 Feb01/00 22-63-00 10 Aug01/05 22-65-00 13 Feb01/98
22-62-00 9 Feb01/00 22-63-00 R 11 Feb01/10 22-65-00 14 Feb01/98
22-62-00 R 10 Feb01/10 22-63-00 501 May01/99 22-65-00 15 Feb01/98
22-62-00 11 Feb01/00 22-63-00 502 May01/99 22-65-00 16 Feb01/98
22-62-00 R 12 Feb01/10 22-63-00 503 May01/99 22-65-00 17 Feb01/98
22-62-00 R 13 Feb01/10 22-63-00 504 May01/99 22-65-00 18 Feb01/98
22-62-00 14 Aug01/05 22-65-00 19 Feb01/98
22-62-00 15 Feb01/00 22-64-00 R 1 Feb01/10 22-65-00 20 Feb01/98
22-62-00 16 May01/04 22-64-00 2 May01/05 22-65-00 21 Feb01/98
22-62-00 17 Feb01/00 22-64-00 3 Feb01/98 22-65-00 22 Feb01/98
22-62-00 18 Feb01/00 22-64-00 4 Feb01/98
22-62-00 19 Feb01/00 22-64-00 5 May01/04 22-66-00 1 Feb01/98
22-62-00 20 Feb01/00 22-64-00 6 May01/04 22-66-00 2 Feb01/98
22-L.E.P. Page 4
Feb 01/10
CES
22-66-00 3 Feb01/98 22-70-00 01 3 Nov01/05 22-70-00 02 R 32 Feb01/10

22-66-00 4 Feb01/98 22-70-00 01 4 Nov01/05 22-70-00 02 33 Feb01/08
22-66-00 5 Feb01/98 22-70-00 01 5 Nov01/05 22-70-00 02 R 34 Feb01/10
22-66-00 6 Feb01/98 22-70-00 01 6 Nov01/05 22-70-00 02 R 35 Feb01/10
22-66-00 401 Nov01/98 22-70-00 01 7 Nov01/05 22-70-00 02 R 36 Feb01/10
22-66-00 402 May01/03 22-70-00 01 8 Nov01/05 22-70-00 02 37 Feb01/08
22-66-00 403 Nov01/98 22-70-00 01 9 Nov01/05 22-70-00 02 R 38 Feb01/10
22-66-00 404 May01/03 22-70-00 01 10 Nov01/05 22-70-00 02 39 Feb01/08
22-66-34 401 May01/01 22-70-00 01 11 Nov01/05 22-70-00 02 R 40 Feb01/10
22-66-34 402 May01/01 22-70-00 01 12 Nov01/05 22-70-00 02 R 41 Feb01/10
22-66-34 403 Feb01/98 22-70-00 01 13 Nov01/05 22-70-00 02 R 42 Feb01/10
22-66-34 404 Feb01/02 22-70-00 01 14 Nov01/05 22-70-00 02 R 43 Feb01/10
22-66-34 405 May01/01 22-70-00 01 15 Nov01/05 22-70-00 02 R 44 Feb01/10
22-66-34 406 Feb01/02 22-70-00 01 16 Nov01/05 22-70-00 02 R 45 Feb01/10
22-70-00 01 17 Nov01/05 22-70-00 02 46 Feb01/08
22-67-00 1 Feb01/98 22-70-00 01 18 Nov01/05 22-70-00 02 R 47 Feb01/10
22-67-00 2 Feb01/98 22-70-00 01 19 Nov01/05 22-70-00 02 R 48 Feb01/10
22-67-00 3 Feb01/98 22-70-00 01 20 Nov01/05 22-70-00 02 R 49 Feb01/10
22-67-00 4 Feb01/98 22-70-00 01 21 Nov01/05 22-70-00 02 R 50 Feb01/10
22-67-00 5 Feb01/98 22-70-00 01 22 Nov01/05 22-70-00 02 R 51 Feb01/10
22-67-00 6 Feb01/98 22-70-00 02 R 1 Feb01/10 22-70-00 02 R 52 Feb01/10
22-67-00 7 Feb01/98 22-70-00 02 R 2 Feb01/10 22-70-00 02 R 53 Feb01/10
22-67-00 8 Feb01/98 22-70-00 02 R 3 Feb01/10 22-70-00 02 R 54 Feb01/10
22-67-00 9 Feb01/98 22-70-00 02 R 4 Feb01/10 22-70-00 02 55 Feb01/08
22-70-00 02 R 5 Feb01/10 22-70-00 02 R 56 Feb01/10
22-68-00 1 Feb01/98 22-70-00 02 R 6 Feb01/10 22-70-00 02 R 57 Feb01/10
22-68-00 2 Feb01/98 22-70-00 02 R 7 Feb01/10 22-70-00 02 58 Feb01/08
22-68-00 3 Feb01/98 22-70-00 02 R 8 Feb01/10 22-70-00 02 R 59 Feb01/10
22-68-00 4 Feb01/98 22-70-00 02 R 9 Feb01/10 22-70-00 02 60 Feb01/08
22-68-00 5 Feb01/98 22-70-00 02 R 10 Feb01/10 22-70-00 02 R 61 Feb01/10
22-68-00 6 Feb01/98 22-70-00 02 11 Feb01/08 22-70-00 02 R 62 Feb01/10
22-70-00 02 R 12 Feb01/10 22-70-00 02 R 63 Feb01/10
22-69-00 1 Feb01/98 22-70-00 02 R 13 Feb01/10 22-70-00 02 R 64 Feb01/10
22-69-00 2 Feb01/98 22-70-00 02 R 14 Feb01/10 22-70-00 02 R 65 Feb01/10
22-69-00 3 Feb01/98 22-70-00 02 R 15 Feb01/10 22-70-00 02 R 66 Feb01/10
22-69-00 4 Feb01/98 22-70-00 02 R 16 Feb01/10 22-70-00 02 R 67 Feb01/10
22-69-00 5 Feb01/98 22-70-00 02 R 17 Feb01/10 22-70-00 02 R 68 Feb01/10
22-69-00 6 Feb01/98 22-70-00 02 R 18 Feb01/10 22-70-00 02 R 69 Feb01/10
22-69-00 7 Feb01/98 22-70-00 02 R 19 Feb01/10 22-70-00 02 R 70 Feb01/10
22-69-00 8 Feb01/98 22-70-00 02 R 20 Feb01/10 22-70-00 02 R 71 Feb01/10
22-69-00 9 Feb01/98 22-70-00 02 R 21 Feb01/10 22-70-00 02 R 72 Feb01/10
22-69-00 10 Feb01/98 22-70-00 02 R 22 Feb01/10 22-70-00 02 R 73 Feb01/10
22-69-00 11 Feb01/98 22-70-00 02 R 23 Feb01/10 22-70-00 02 R 74 Feb01/10
22-69-00 12 Feb01/98 22-70-00 02 R 24 Feb01/10 22-70-00 02 R 75 Feb01/10
22-69-00 13 Feb01/98 22-70-00 02 R 25 Feb01/10 22-70-00 02 R 76 Feb01/10
22-69-00 14 Feb01/98 22-70-00 02 R 26 Feb01/10 22-70-00 02 R 77 Feb01/10
22-69-00 15 Feb01/98 22-70-00 02 R 27 Feb01/10 22-70-00 02 R 78 Feb01/10
22-69-00 16 Feb01/98 22-70-00 02 R 28 Feb01/10 22-70-00 02 79 Aug01/08
22-70-00 02 R 29 Feb01/10 22-70-00 02 R 80 Feb01/10
22-70-00 01 1 Nov01/05 22-70-00 02 30 Feb01/08 22-70-00 02 R 81 Feb01/10
22-70-00 01 2 Nov01/05 22-70-00 02 R 31 Feb01/10 22-70-00 02 82 Aug01/08
22-L.E.P. Page 5
Feb 01/10
CES
22-70-00 02 R 83 Feb01/10 22-70-00 02 A 34 Feb01/09 22-70-00 R 333 Feb01/10

22-70-00 02 R 84 Feb01/10 22-70-00 02 A 35 Nov01/08 22-70-00 R 334 Feb01/10
22-70-00 02 R 85 Feb01/10 22-70-00 02 A 36 Nov01/08 22-70-00 335 Feb01/08
22-70-00 02 R 86 Feb01/10 22-70-00 02 A 37 Nov01/08 22-70-00 336 Feb01/08
22-70-00 02 R 87 Feb01/10 22-70-00 02 A 38 Nov01/08 22-70-00 337 Aug01/06
22-70-00 02 R 88 Feb01/10 22-70-00 02 R A 39 Feb01/10 22-70-00 R 338 Feb01/10
22-70-00 02 R 89 Feb01/10 22-70-00 02 R A 40 Feb01/10 22-70-00 R 339 Feb01/10
22-70-00 02 R 90 Feb01/10 22-70-00 02 R A 41 Feb01/10 22-70-00 R 340 Feb01/10
22-70-00 02 R 91 Feb01/10 22-70-00 02 R A 42 Feb01/10 22-70-00 R 341 Feb01/10
22-70-00 02 R 92 Feb01/10 22-70-00 02 R A 43 Feb01/10 22-70-00 342 Aug01/06
22-70-00 02 R 93 Feb01/10 22-70-00 02 R A 44 Feb01/10 22-70-00 343 Feb01/08
22-70-00 02 R 94 Feb01/10 22-70-00 02 A 45 Nov01/08 22-70-00 344 Feb01/08
22-70-00 02 R 95 Feb01/10 22-70-00 02 A 46 Feb01/08 22-70-00 R 345 Feb01/10
22-70-00 02 R 96 Feb01/10 22-70-00 02 A 47 Feb01/08 22-70-00 R 346 Feb01/10
22-70-00 02 R 97 Feb01/10 22-70-00 02 R A 48 Feb01/10 22-70-00 R 347 Feb01/10
22-70-00 02 R 98 Feb01/10 22-70-00 02 R A 49 Feb01/10 22-70-00 R 348 Feb01/10
22-70-00 02 R 99 Feb01/10 22-70-00 02 R A 50 Feb01/10 22-70-00 349 Feb01/08
22-70-00 02 R A 0 Feb01/10 22-70-00 02 R A 51 Feb01/10 22-70-00 R 350 Feb01/10
22-70-00 02 R A 1 Feb01/10 22-70-00 02 R A 52 Feb01/10 22-70-00 R 351 Feb01/10
22-70-00 02 R A 2 Feb01/10 22-70-00 301 Feb01/09 22-70-00 R 352 Feb01/10
22-70-00 02 R A 3 Feb01/10 22-70-00 302 Feb01/09 22-70-00 R 353 Feb01/10
22-70-00 02 R A 4 Feb01/10 22-70-00 303 Aug01/07 22-70-00 R 354 Feb01/10
22-70-00 02 R A 5 Feb01/10 22-70-00 304 Aug01/07 22-70-00 355 Nov01/07
22-70-00 02 R A 6 Feb01/10 22-70-00 R 305 Feb01/10 22-70-00 356 Feb01/08
22-70-00 02 R A 7 Feb01/10 22-70-00 R 306 Feb01/10 22-70-00 R 357 Feb01/10
22-70-00 02 R A 8 Feb01/10 22-70-00 307 May01/08 22-70-00 R 358 Feb01/10
22-70-00 02 R A 9 Feb01/10 22-70-00 308 May01/08 22-70-00 359 Aug01/09
22-70-00 02 R A 10 Feb01/10 22-70-00 309 Feb01/09 22-70-00 360 Nov01/07
22-70-00 02 R A 11 Feb01/10 22-70-00 310 Feb01/09 22-70-00 361 Nov01/07
22-70-00 02 R A 12 Feb01/10 22-70-00 R 311 Feb01/10 22-70-00 362 Nov01/07
22-70-00 02 R A 13 Feb01/10 22-70-00 R 312 Feb01/10 22-70-00 R 363 Feb01/10
22-70-00 02 R A 14 Feb01/10 22-70-00 R 313 Feb01/10 22-70-00 R 364 Feb01/10
22-70-00 02 R A 15 Feb01/10 22-70-00 R 314 Feb01/10 22-70-00 R 365 Feb01/10
22-70-00 02 R A 16 Feb01/10 22-70-00 315 Aug01/08 22-70-00 R 366 Feb01/10
22-70-00 02 R A 17 Feb01/10 22-70-00 316 Aug01/08 22-70-00 367 Feb01/08
22-70-00 02 R A 18 Feb01/10 22-70-00 R 317 Feb01/10 22-70-00 R 368 Feb01/10
22-70-00 02 R A 19 Feb01/10 22-70-00 318 Feb01/09 22-70-00 R 369 Feb01/10
22-70-00 02 R A 20 Feb01/10 22-70-00 319 Feb01/09 22-70-00 501 Feb01/98
22-70-00 02 R A 21 Feb01/10 22-70-00 320 Feb01/09 22-70-00 502 Feb01/08
22-70-00 02 R A 22 Feb01/10 22-70-00 321 Aug01/07 22-70-00 R 503 Feb01/10
22-70-00 02 R A 23 Feb01/10 22-70-00 322 Nov01/07 22-70-00 504 Aug01/06
22-70-00 02 R A 24 Feb01/10 22-70-00 323 May01/09 22-70-00 505 Aug01/06
22-70-00 02 R A 25 Feb01/10 22-70-00 324 May01/09 22-70-00 506 Feb01/08
22-70-00 02 R A 26 Feb01/10 22-70-00 325 Nov01/07 22-70-00 507 Feb01/08
22-70-00 02 R A 27 Feb01/10 22-70-00 326 Nov01/07 22-70-00 508 Feb01/08
22-70-00 02 R A 28 Feb01/10 22-70-00 327 Nov01/07 22-70-00 R 509 Feb01/10
22-70-00 02 R A 29 Feb01/10 22-70-00 328 Nov01/07 22-70-00 R 510 Feb01/10
22-70-00 02 R A 30 Feb01/10 22-70-00 R 329 Feb01/10 22-70-00 R 511 Feb01/10
22-70-00 02 R A 31 Feb01/10 22-70-00 R 330 Feb01/10 22-70-00 512 Aug01/06
22-70-00 02 R A 32 Feb01/10 22-70-00 331 Feb01/08 22-70-00 513 Aug01/06
22-70-00 02 A 33 Nov01/08 22-70-00 R 332 Feb01/10 22-70-00 514 Feb01/08
22-L.E.P. Page 6
Feb 01/10
CES
22-70-00 R 515 Feb01/10 22-71-00 01 46 Nov01/05 22-71-00 01 97 Nov01/05

22-70-00 R 516 Feb01/10 22-71-00 01 47 Nov01/05 22-71-00 01 98 Nov01/05
22-70-00 517 Aug01/06 22-71-00 01 48 Nov01/05 22-71-00 01 99 Nov01/05
22-70-00 R 518 Feb01/10 22-71-00 01 49 Nov01/05 22-71-00 01 A 0 Nov01/05
22-70-00 R 519 Feb01/10 22-71-00 01 50 Nov01/05 22-71-00 01 A 1 Nov01/05
22-71-00 01 51 Nov01/05 22-71-00 01 A 2 Nov01/05
22-71-00 01 1 Nov01/05 22-71-00 01 52 Nov01/05 22-71-00 01 A 3 Nov01/05
22-71-00 01 2 Nov01/05 22-71-00 01 53 Nov01/05 22-71-00 01 A 4 Nov01/05
22-71-00 01 3 Nov01/05 22-71-00 01 54 Nov01/05 22-71-00 01 A 5 Nov01/05
22-71-00 01 4 Nov01/05 22-71-00 01 55 Nov01/05 22-71-00 01 A 6 Nov01/05
22-71-00 01 5 Nov01/05 22-71-00 01 56 Nov01/05 22-71-00 01 A 7 Nov01/05
22-71-00 01 6 Nov01/05 22-71-00 01 57 Nov01/05 22-71-00 01 A 8 Nov01/05
22-71-00 01 7 Nov01/05 22-71-00 01 58 Nov01/05 22-71-00 01 A 9 Nov01/05
22-71-00 01 8 Nov01/05 22-71-00 01 59 Nov01/05 22-71-00 01 A 10 Nov01/05
22-71-00 01 9 Nov01/05 22-71-00 01 60 Nov01/05 22-71-00 01 A 11 Nov01/05
22-71-00 01 10 Nov01/05 22-71-00 01 61 Nov01/05 22-71-00 02 R 1 Feb01/10
22-71-00 01 11 Nov01/05 22-71-00 01 62 Nov01/05
22-71-00 01 12 Nov01/05 22-71-00 01 63 Nov01/05 22-72-00 01 1 Nov01/05
22-71-00 01 13 Nov01/05 22-71-00 01 64 Nov01/05 22-72-00 01 2 Nov01/05
22-71-00 01 14 Nov01/05 22-71-00 01 65 Nov01/05 22-72-00 01 3 Nov01/05
22-71-00 01 15 Nov01/05 22-71-00 01 66 Nov01/05 22-72-00 01 4 Nov01/05
22-71-00 01 16 Nov01/05 22-71-00 01 67 Nov01/05 22-72-00 01 5 Nov01/05
22-71-00 01 17 Nov01/05 22-71-00 01 68 Nov01/05 22-72-00 01 6 Nov01/05
22-71-00 01 18 Nov01/05 22-71-00 01 69 Nov01/05 22-72-00 01 7 Nov01/05
22-71-00 01 19 Nov01/05 22-71-00 01 70 Nov01/05 22-72-00 01 8 Nov01/05
22-71-00 01 20 Nov01/05 22-71-00 01 71 Nov01/05 22-72-00 01 9 Nov01/05
22-71-00 01 21 Nov01/05 22-71-00 01 72 Nov01/05 22-72-00 01 10 Nov01/05
22-71-00 01 22 Nov01/05 22-71-00 01 73 Nov01/05 22-72-00 01 11 Nov01/05
22-71-00 01 23 Nov01/05 22-71-00 01 74 Nov01/05 22-72-00 01 12 Nov01/05
22-71-00 01 24 Nov01/05 22-71-00 01 75 Nov01/05 22-72-00 01 13 Nov01/05
22-71-00 01 25 Nov01/05 22-71-00 01 76 Nov01/05 22-72-00 01 14 Nov01/05
22-71-00 01 26 Nov01/05 22-71-00 01 77 Nov01/05 22-72-00 01 15 Nov01/05
22-71-00 01 27 Nov01/05 22-71-00 01 78 Nov01/05 22-72-00 01 16 Nov01/05
22-71-00 01 28 Nov01/05 22-71-00 01 79 Nov01/05 22-72-00 01 17 Nov01/05
22-71-00 01 29 Nov01/05 22-71-00 01 80 Nov01/05 22-72-00 01 18 Nov01/05
22-71-00 01 30 Nov01/05 22-71-00 01 81 Nov01/05 22-72-00 01 19 Nov01/05
22-71-00 01 31 Nov01/05 22-71-00 01 82 Nov01/05 22-72-00 01 20 Nov01/05
22-71-00 01 32 Nov01/05 22-71-00 01 83 Nov01/05 22-72-00 01 21 Nov01/05
22-71-00 01 33 Nov01/05 22-71-00 01 84 Nov01/05 22-72-00 01 22 Nov01/05
22-71-00 01 34 Nov01/05 22-71-00 01 85 Nov01/05 22-72-00 01 23 Nov01/05
22-71-00 01 35 Nov01/05 22-71-00 01 86 Nov01/05 22-72-00 01 24 Nov01/05
22-71-00 01 36 Nov01/05 22-71-00 01 87 Nov01/05 22-72-00 01 25 Nov01/05
22-71-00 01 37 Nov01/05 22-71-00 01 88 Nov01/05 22-72-00 01 26 Nov01/05
22-71-00 01 38 Nov01/05 22-71-00 01 89 Nov01/05 22-72-00 01 27 Nov01/05
22-71-00 01 39 Nov01/05 22-71-00 01 90 Nov01/05 22-72-00 01 28 Nov01/05
22-71-00 01 40 Nov01/05 22-71-00 01 91 Nov01/05 22-72-00 01 29 Nov01/05
22-71-00 01 41 Nov01/05 22-71-00 01 92 Nov01/05 22-72-00 01 30 Nov01/05
22-71-00 01 42 Nov01/05 22-71-00 01 93 Nov01/05 22-72-00 01 31 Nov01/05
22-71-00 01 43 Nov01/05 22-71-00 01 94 Nov01/05 22-72-00 01 32 Nov01/05
22-71-00 01 44 Nov01/05 22-71-00 01 95 Nov01/05 22-72-00 01 33 Nov01/05
22-71-00 01 45 Nov01/05 22-71-00 01 96 Nov01/05 22-72-00 01 34 Nov01/05
22-L.E.P. Page 7
Feb 01/10
CES
22-72-00 01 35 Nov01/05 22-73-00 01 17 Nov01/05 22-73-00 01 68 Nov01/05

22-72-00 01 36 Nov01/05 22-73-00 01 18 Nov01/05 22-73-00 01 69 Nov01/05
22-72-00 01 37 Nov01/05 22-73-00 01 19 Nov01/05 22-73-00 01 70 Nov01/05
22-72-00 01 38 Nov01/05 22-73-00 01 20 Nov01/05 22-73-00 01 71 Nov01/05
22-72-00 01 39 Nov01/05 22-73-00 01 21 Nov01/05 22-73-00 01 72 Nov01/05
22-72-00 01 40 Nov01/05 22-73-00 01 22 Nov01/05 22-73-00 01 73 Nov01/05
22-72-00 01 41 Nov01/05 22-73-00 01 23 Nov01/05 22-73-00 01 74 Nov01/02
22-72-00 01 42 Nov01/05 22-73-00 01 24 Nov01/05 22-73-00 01 75 Nov01/05
22-72-00 01 43 Nov01/05 22-73-00 01 25 Nov01/05 22-73-00 01 76 Nov01/05
22-72-00 01 44 Nov01/05 22-73-00 01 26 Nov01/02 22-73-00 01 77 Nov01/05
22-72-00 01 45 Nov01/05 22-73-00 01 27 Nov01/05 22-73-00 01 78 Nov01/05
22-72-00 01 46 Nov01/05 22-73-00 01 28 Nov01/05 22-73-00 01 79 Nov01/05
22-72-00 01 47 Nov01/05 22-73-00 01 29 Nov01/05 22-73-00 01 80 Nov01/05
22-72-00 01 48 Nov01/05 22-73-00 01 30 Nov01/05 22-73-00 01 81 Nov01/05
22-72-00 01 49 Nov01/05 22-73-00 01 31 Nov01/05 22-73-00 01 82 Nov01/05
22-72-00 01 50 Nov01/05 22-73-00 01 32 Nov01/05 22-73-00 01 83 Nov01/05
22-72-00 01 51 Nov01/05 22-73-00 01 33 Nov01/05 22-73-00 01 84 Nov01/05
22-72-00 01 52 Nov01/05 22-73-00 01 34 Nov01/05 22-73-00 01 85 Nov01/05
22-72-00 01 53 Nov01/05 22-73-00 01 35 Nov01/05 22-73-00 01 86 Nov01/05
22-72-00 01 54 Nov01/05 22-73-00 01 36 Nov01/05 22-73-00 01 87 Nov01/05
22-72-00 01 55 Nov01/05 22-73-00 01 37 Nov01/05 22-73-00 01 88 Nov01/05
22-72-00 01 56 Nov01/05 22-73-00 01 38 Nov01/05 22-73-00 01 89 Nov01/05
22-72-00 01 57 Nov01/05 22-73-00 01 39 Nov01/05 22-73-00 01 90 Nov01/05
22-72-00 01 58 Nov01/05 22-73-00 01 40 Nov01/05 22-73-00 01 91 Nov01/05
22-72-00 01 59 Nov01/05 22-73-00 01 41 Nov01/05 22-73-00 01 92 Nov01/05
22-72-00 01 60 Nov01/05 22-73-00 01 42 Nov01/05 22-73-00 01 93 Nov01/05
22-72-00 01 61 Nov01/05 22-73-00 01 43 Nov01/05 22-73-00 01 94 Nov01/05
22-72-00 01 62 Nov01/05 22-73-00 01 44 Nov01/05 22-73-00 01 95 Nov01/05
22-72-00 01 63 Nov01/05 22-73-00 01 45 Nov01/05 22-73-00 01 96 Nov01/05
22-72-00 01 64 Nov01/02 22-73-00 01 46 Nov01/05 22-73-00 01 97 Nov01/05
22-72-00 01 65 Nov01/05 22-73-00 01 47 Nov01/05 22-73-00 02 R 1 Feb01/10
22-72-00 01 66 Nov01/05 22-73-00 01 48 Nov01/05
22-72-00 01 67 Nov01/05 22-73-00 01 49 Nov01/05 22-74-00 01 1 Nov01/05
22-72-00 02 R 1 Feb01/10 22-73-00 01 50 Nov01/05 22-74-00 01 2 May01/05
22-73-00 01 51 Nov01/05 22-74-00 01 3 Nov01/05
22-73-00 01 1 Nov01/05 22-73-00 01 52 Nov01/05 22-74-00 01 4 Nov01/05
22-73-00 01 2 Nov01/05 22-73-00 01 53 Nov01/05 22-74-00 01 5 Nov01/05
22-73-00 01 3 Nov01/05 22-73-00 01 54 Nov01/05 22-74-00 01 6 Nov01/05
22-73-00 01 4 Nov01/05 22-73-00 01 55 Nov01/05 22-74-00 01 7 Nov01/05
22-73-00 01 5 Nov01/05 22-73-00 01 56 Nov01/05 22-74-00 01 8 Nov01/05
22-73-00 01 6 Nov01/05 22-73-00 01 57 Nov01/05 22-74-00 01 9 Nov01/05
22-73-00 01 7 Nov01/05 22-73-00 01 58 Nov01/05 22-74-00 01 10 Nov01/05
22-73-00 01 8 Nov01/05 22-73-00 01 59 Nov01/05 22-74-00 01 11 Nov01/05
22-73-00 01 9 Nov01/05 22-73-00 01 60 Nov01/05 22-74-00 01 12 Nov01/05
22-73-00 01 10 Nov01/05 22-73-00 01 61 Nov01/05 22-74-00 01 13 Nov01/05
22-73-00 01 11 Nov01/05 22-73-00 01 62 Nov01/05 22-74-00 01 14 Nov01/02
22-73-00 01 12 Nov01/05 22-73-00 01 63 Nov01/05 22-74-00 01 15 Nov01/05
22-73-00 01 13 Nov01/05 22-73-00 01 64 Nov01/05 22-74-00 01 16 Nov01/05
22-73-00 01 14 Nov01/05 22-73-00 01 65 Nov01/05 22-74-00 01 17 Nov01/05
22-73-00 01 15 Nov01/05 22-73-00 01 66 Nov01/05 22-74-00 01 18 Nov01/05
22-73-00 01 16 Nov01/05 22-73-00 01 67 Nov01/05 22-74-00 01 19 Nov01/05
22-L.E.P. Page 8
Feb 01/10
CES
22-74-00 01 20 Nov01/05 22-75-00 01 24 Nov01/05 22-81-00 5 May01/01

22-74-00 01 21 Nov01/05 22-75-00 02 R 1 Feb01/10 22-81-00 6 Nov01/09
22-74-00 01 22 Nov01/05 22-81-00 7 May01/05
22-74-00 01 23 Nov01/05 22-76-00 01 1 Nov01/05 22-81-00 8 May01/05
22-74-00 01 24 Nov01/05 22-76-00 01 2 Nov01/05 22-81-00 9 Nov01/09
22-74-00 01 25 Nov01/05 22-76-00 01 3 Nov01/05 22-81-00 10 May01/01
22-74-00 01 26 Nov01/05 22-76-00 01 4 Nov01/05 22-81-00 11 Nov01/09
22-74-00 01 27 Nov01/05 22-76-00 01 5 Nov01/05 22-81-00 12 May01/05
22-74-00 01 28 Nov01/05 22-76-00 01 6 Nov01/05 22-81-00 13 Nov01/09
22-74-00 01 29 Nov01/05 22-76-00 01 7 Nov01/05 22-81-00 14 Nov01/09
22-74-00 01 30 Nov01/05 22-76-00 01 8 Nov01/05 22-81-00 15 Nov01/09
22-74-00 01 31 Nov01/05 22-76-00 01 9 Nov01/05 22-81-00 16 Nov01/09
22-74-00 01 32 Nov01/05 22-76-00 01 10 Nov01/05 22-81-12 401 May01/99
22-74-00 01 33 Nov01/05 22-76-00 01 11 Nov01/05 22-81-12 402 Nov01/09
22-74-00 01 34 Nov01/05 22-76-00 01 12 Nov01/05 22-81-12 403 Feb01/98
22-74-00 01 35 Nov01/05 22-76-00 01 13 Nov01/05 22-81-12 404 Nov01/09
22-74-00 01 36 Nov01/05 22-76-00 01 14 Nov01/05 22-81-12 405 Nov01/01
22-74-00 01 37 Nov01/05 22-76-00 01 15 Nov01/05 22-81-12 406 Nov01/04
22-74-00 01 38 Nov01/05 22-76-00 01 16 Nov01/05 22-81-12 407 Nov01/01
22-74-00 01 39 Nov01/05 22-76-00 01 17 Nov01/05
22-74-00 01 40 Nov01/05 22-76-00 01 18 Nov01/05 22-82-00 1 May01/05
22-74-00 01 41 Nov01/05 22-76-00 01 19 Nov01/05 22-82-00 2 May01/03
22-74-00 01 42 Nov01/05 22-76-00 01 20 Nov01/05 22-82-00 3 May01/03
22-74-00 01 43 Nov01/05 22-76-00 01 21 Nov01/05 22-82-00 4 May01/05
22-74-00 01 44 Nov01/05 22-76-00 01 22 Nov01/05 22-82-00 5 May01/05
22-74-00 01 45 Nov01/05 22-76-00 01 23 Nov01/05 22-82-00 6 Feb01/08
22-74-00 02 R 1 Feb01/10 22-76-00 01 24 Nov01/05 22-82-00 7 Feb01/08
22-76-00 01 25 Nov01/05 22-82-00 8 Feb01/08
22-75-00 01 1 Nov01/05 22-76-00 01 26 Nov01/05 22-82-00 R 9 Feb01/10
22-75-00 01 2 Nov01/05 22-76-00 01 27 Nov01/05 22-82-00 R 10 Feb01/10
22-75-00 01 3 Nov01/05 22-76-00 01 28 Nov01/05 22-82-00 R 11 Feb01/10
22-75-00 01 4 Nov01/05 22-76-00 01 29 Nov01/05 22-82-00 R 12 Feb01/10
22-75-00 01 5 Nov01/05 22-76-00 01 30 Nov01/05 22-82-00 13 Feb01/08
22-75-00 01 6 Nov01/05 22-76-00 01 31 Nov01/05 22-82-00 R 14 Feb01/10
22-75-00 01 7 Nov01/05 22-76-00 01 32 Nov01/05 22-82-00 15 Feb01/08
22-75-00 01 8 Nov01/05 22-76-00 01 33 Nov01/05 22-82-00 R 16 Feb01/10
22-75-00 01 9 Nov01/05 22-76-00 01 34 Nov01/05 22-82-00 17 Feb01/08
22-75-00 01 10 Nov01/05 22-76-00 01 35 Nov01/05 22-82-00 18 Feb01/08
22-75-00 01 11 Nov01/05 22-76-00 01 36 Nov01/05 22-82-00 R 19 Feb01/10
22-75-00 01 12 Nov01/05 22-76-00 01 37 Nov01/05 22-82-00 R 20 Feb01/10
22-75-00 01 13 Nov01/05 22-76-00 01 38 Nov01/05 22-82-00 21 Aug01/08
22-75-00 01 14 Nov01/05 22-76-00 01 39 Nov01/05 22-82-00 22 Aug01/08
22-75-00 01 15 Nov01/05 22-76-00 01 40 Nov01/05 22-82-00 R 23 Feb01/10
22-75-00 01 16 Nov01/05 22-76-00 01 41 Nov01/05 22-82-00 R 24 Feb01/10
22-75-00 01 17 Nov01/05 22-76-00 01 42 Nov01/05 22-82-00 R 25 Feb01/10
22-75-00 01 18 Nov01/05 22-76-00 02 R 1 Feb01/10 22-82-00 R 26 Feb01/10
22-75-00 01 19 Nov01/05 22-82-00 27 Feb01/08
22-75-00 01 20 Nov01/05 22-81-00 1 Nov01/09 22-82-00 28 Feb01/08
22-75-00 01 21 Nov01/05 22-81-00 2 May01/01 22-82-12 401 Aug01/04
22-75-00 01 22 Nov01/05 22-81-00 3 May01/05 22-82-12 402 Feb01/98
22-75-00 01 23 Nov01/05 22-81-00 4 Nov01/09 22-82-12 403 Aug01/09
22-L.E.P. Page 9
Feb 01/10
CES
22-82-12 404 May01/00 22-83-34 R 421 Feb01/10 22-86-00 R 23 Feb01/10

22-82-12 405 Aug01/09 22-83-34 N 422 Feb01/10 22-86-00 24 Nov01/07
22-82-12 R 406 Feb01/10 22-83-34 N 423 Feb01/10 22-86-00 R 25 Feb01/10
22-82-12 407 Aug01/09 22-83-34 N 424 Feb01/10 22-86-00 26 Nov01/07
22-82-12 701 May01/05 22-83-34 N 425 Feb01/10 22-86-00 27 Nov01/08
22-82-12 702 Aug01/08 22-83-34 N 426 Feb01/10 22-86-00 R 28 Feb01/10
22-82-12 703 May01/05 22-83-34 N 427 Feb01/10 22-86-00 29 Nov01/07
22-83-34 N 428 Feb01/10 22-86-00 30 Nov01/07
22-83-00 R 1 Feb01/10 22-83-34 N 429 Feb01/10 22-86-00 31 Feb01/09
22-83-00 2 Aug01/06 22-83-34 N 430 Feb01/10 22-86-00 32 Feb01/09
22-83-00 R 3 Feb01/10 22-83-34 N 431 Feb01/10 22-86-00 33 Nov01/07
22-83-00 4 Nov01/05 22-83-34 N 432 Feb01/10 22-86-00 34 Nov01/07
22-83-00 R 5 Feb01/10 22-83-34 N 433 Feb01/10 22-86-00 35 Nov01/07
22-83-00 6 Aug01/06 22-83-34 N 434 Feb01/10 22-86-00 36 Nov01/07
22-83-00 7 May01/03 22-86-00 37 Nov01/07
22-83-00 8 Nov01/05 22-84-00 1 Feb01/98 22-86-00 38 Nov01/07
22-83-00 9 Aug01/06 22-84-00 2 Feb01/98 22-86-00 39 Nov01/07
22-83-00 10 Aug01/06 22-84-00 3 Feb01/98 22-86-00 40 Nov01/07
22-83-00 11 May01/05 22-84-00 R 4 Feb01/10 22-86-00 41 Nov01/07
22-83-00 R 12 Feb01/10 22-84-00 5 May01/05 22-86-00 42 Nov01/07
22-83-00 13 May01/05 22-84-00 R 6 Feb01/10 22-86-00 43 Nov01/07
22-83-00 14 Nov01/05 22-84-00 7 Feb01/99 22-86-00 44 Nov01/07
22-83-00 15 May01/05 22-86-00 45 Nov01/07
22-83-00 16 Nov01/05 22-85-00 1 Feb01/98 22-86-00 R 46 Feb01/10
22-83-00 17 Nov01/05 22-85-00 2 Feb01/98 22-86-00 47 Nov01/07
22-83-00 18 Nov01/05 22-85-00 3 Feb01/98
22-83-00 R 19 Feb01/10 22-85-00 4 Feb01/98 22-91-00 1 Feb01/05
22-83-00 R 20 Feb01/10 22-85-00 5 Feb01/98 22-91-00 2 Feb01/05
22-83-00 R 21 Feb01/10 22-91-00 3 May01/03
22-83-00 R 22 Feb01/10 22-86-00 1 May01/07 22-91-00 4 Feb01/98
22-83-00 R 23 Feb01/10 22-86-00 2 Feb01/98 22-91-00 5 May01/03
22-83-34 401 Aug01/01 22-86-00 3 Feb01/98 22-91-00 6 May01/03
22-83-34 402 Nov01/05 22-86-00 4 Feb01/98 22-91-00 7 Feb01/05
22-83-34 R 403 Feb01/10 22-86-00 5 Nov01/08 22-91-00 8 Feb01/05
22-83-34 404 Nov01/02 22-86-00 R 6 Feb01/10 22-91-00 9 Feb01/05
22-83-34 405 Nov01/02 22-86-00 7 Nov01/07 22-91-00 10 Feb01/05
22-83-34 406 Aug01/08 22-86-00 8 Nov01/07 22-91-00 11 Feb01/05
22-83-34 407 Feb01/08 22-86-00 9 Nov01/07 22-91-00 12 Feb01/05
22-83-34 408 Aug01/08 22-86-00 10 Nov01/07 22-91-00 13 Feb01/05
22-83-34 409 Aug01/08 22-86-00 11 Nov01/07 22-91-00 14 Feb01/05
22-83-34 410 Aug01/08 22-86-00 12 Nov01/07 22-91-00 15 Feb01/05
22-83-34 R 411 Feb01/10 22-86-00 13 Nov01/08 22-91-00 16 Feb01/05
22-83-34 R 412 Feb01/10 22-86-00 14 Nov01/08 22-91-00 17 May01/05
22-83-34 R 413 Feb01/10 22-86-00 R 15 Feb01/10 22-91-00 18 Feb01/05
22-83-34 R 414 Feb01/10 22-86-00 16 Nov01/07 22-91-00 19 Feb01/05
22-83-34 R 415 Feb01/10 22-86-00 17 Nov01/07 22-91-00 20 Feb01/05
22-83-34 R 416 Feb01/10 22-86-00 18 Nov01/07 22-91-00 21 Feb01/05
22-83-34 R 417 Feb01/10 22-86-00 19 Nov01/07 22-91-00 22 Feb01/05
22-83-34 R 418 Feb01/10 22-86-00 20 Nov01/07 22-91-00 23 Feb01/05
22-83-34 R 419 Feb01/10 22-86-00 21 Nov01/08 22-91-00 24 Feb01/05
22-83-34 R 420 Feb01/10 22-86-00 R 22 Feb01/10 22-91-00 25 Feb01/05
22-L.E.P. Page 10
Feb 01/10
CES
22-91-00 26 Feb01/05 22-97-00 R 8 Feb01/10

22-91-00 27 Feb01/05 22-97-00 R 9 Feb01/10
22-91-00 R 28 Feb01/10 22-97-00 R 10 Feb01/10
22-91-00 29 Feb01/08 22-97-00 R 11 Feb01/10
22-91-00 R 30 Feb01/10 22-97-00 12 Nov01/09
22-91-00 31 May01/05 22-97-00 R 13 Feb01/10
22-91-00 32 Feb01/05 22-97-00 R 14 Feb01/10
22-91-00 33 Feb01/05 22-97-00 501 Feb01/04
22-91-00 34 Feb01/05 22-97-00 502 Feb01/99
22-91-00 35 Feb01/05 22-97-00 503 Aug01/08
22-91-00 36 Feb01/05 22-97-00 504 Feb01/08
22-91-00 37 Feb01/05 22-97-00 505 Feb01/08
22-91-00 38 Feb01/05 22-97-00 R 506 Feb01/10
22-91-00 39 Feb01/05 22-97-00 R 507 Feb01/10
22-91-00 40 Feb01/05 22-97-00 508 Aug01/05
22-91-00 41 Feb01/05 22-97-00 509 Aug01/05
22-91-00 501 Nov01/02
22-91-00 502 Nov01/98
22-91-00 503 Nov01/02
22-91-00 504 Nov01/02
22-92-00 1 Feb01/98
22-92-00 2 Feb01/98
22-92-00 3 Feb01/98
22-92-00 4 May01/05
22-92-00 5 May01/05
22-92-00 6 May01/05
22-92-00 7 May01/05
22-92-00 8 Feb01/08
22-92-00 9 Feb01/08
22-92-00 R 10 Feb01/10
22-92-00 R 11 Feb01/10
22-96-00 1 Feb01/98
22-96-00 2 Feb01/98
22-96-00 3 May01/03
22-96-00 4 Feb01/98
22-96-00 5 Feb01/98
22-96-00 6 Feb01/98
22-96-00 7 May01/06
22-96-00 501 Feb01/98
22-96-00 502 Feb01/98
22-96-00 503 Feb01/98
22-97-00 1 Feb01/04
22-97-00 R 2 Feb01/10
22-97-00 3 Feb01/08
22-97-00 4 Feb01/08
22-97-00 5 Nov01/09
22-97-00 6 Nov01/09
22-97-00 7 Nov01/09
22-L.E.P. Page 11
Feb 01/10
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
_______
SUBJECT ________
CH/SE/SU C
_ PAGE ___________
____ EFFECTIVITY
AUTO FLIGHT - GENERAL
_____________________ 22-00-00
DESCRIPTION AND OPERATION 1 ALL
General 1 ALL
Flight Management and Guidance 1 ALL
System (FMGS)
Flight Augmentation (FAC) 1 ALL
Component Location 2 ALL
System Description 5 ALL
Architecture of AFS 5 ALL
Controls and Indicating 6 ALL
Power Supply 6 ALL
28VDC Supply 6 ALL
115VAC Supply 6 ALL
26VAC Supply 6 ALL
5VAC Supply 10 ALL
List of the AFS circuit-breakers 10 ALL
Interface 10 ALL
Interconnection with Peripherals 10 ALL
Interconnection with Flight 10 ALL
Controls
Interconnection with Engine 11 ALL
Controls
Component Description 11 ALL
Operation 13 ALL
Flight Augmentation (FAC) 13 ALL
Flight Management and Guidance 17 ALL
System (FMGS)
_________________________________
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) 22-10-00
General 1 ALL
Control and Indicating 3 ALL
Operation 10 ALL
AP/FD Engagement 10 ALL
AP/FD Modes 11 ALL
Operational Use 15 ALL
Interface 18 ALL
Interface with Flight Controls 18 ALL
and Nose Wheel Control
Interface with Primary Flight 37 ALL
Displays
Interface with DMCs and 37 ALL
Automatic Changeover
Selection of FMGC Bus for the FD 41 ALL
22-CONTENTS Page 1
Aug 01/05
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
Orders
FD Order Removal 41 ALL
Selection of FMGC Bus for 42 ALL
Display of AP/FD Modes and
Landing Capabilities This
selection depends on the
engagement of the AP/FD systems.
__________________________________
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) 22-10-00
ADJUSTMENT/TEST 501 ALL
Operational Test of the Takeover 501 ALL
and Priority Pushbutton Switches
Operational Test of Autopilot 507 ALL
Disengagement and Locking Devices
of the Side Stick Controller and
Rudder Pedals
Operational Test of the Vertical 513 ALL
Speed and Heading Hold Modes
Operational Test of the FCU 519 ALL
Lighting
Operational Test of the Indicator 521 ALL
Lights and Displays of the FCU
Operational Test of the FCU 523 ALL
Operational Test of the Altitude 529 ALL
Alert Warning
AP/FD ENGAGEMENT 22-11-00

General 1 ALL
FD Engagement 1 ALL
AP Engagement 21 ALL
CRUISE MODES 22-12-00

General 1 ALL
Engagement Principle 1 ALL
Engagement on the Ground 1 ALL
Synchronization of Modes Between 2 ALL
FMGCs
Disengagement Principle 2 ALL
Speed Control 3 ALL
Lateral Modes 8 ALL
Longitudinal Modes 27 ALL
22-CONTENTS Page 2
Nov 01/07
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Displays Associated with the 91 ALL
Cruise Modes
COMMON MODES 22-13-00

General 1 ALL
TAKEOFF Mode (TO) 2 ALL
APPROACH Mode 15 ALL
GO AROUND Mode 43 ALL
Display of Common Modes 48 ALL
__________
AUTOTHRUST 22-30-00
General 1 ALL
Autothrust System 2 ALL
Engine Thrust Control Modes 2 ALL
___________
AUTOTHRUST 22-30-00
DEACTIVATION/REACTIVATION 401 ALL
Check of the Throttle Control 401 ALL
Units
Refer to the MMEL TASK: 22-30-01 401 ALL
___________
AUTOTHRUST 22-30-00
Operational Test of the Engine / 501 ALL
Autothrust System Isolation (with
AIDS)
AUTOTHRUST ENGAGEMENT 22-31-00

General 1 ALL
FMGC Priorities at FCU Level 1 ALL
Autothrust Control States 2 ALL
A/THR Engage and Disengage Logic 4 ALL
Realization of the Engage or 6 ALL
Disengage Logic
Isolation of the Engines from 9 ALL
the A/THR System
A/THR Warnings 13 ALL
22-CONTENTS Page 3
May 01/03
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
AUTOTHRUST MODES 22-32-00

General 1 ALL
Engage Logic of A/THR Modes 1 ALL
Alpha Floor Protection 4 ALL
A/THR Control Laws and 4 ALL
Associated Reference Data
Realization of Control Laws and 10 ALL
Modes (Ref. 22-31-00)
Indications on the FMA 10 ALL
_________________________
FLIGHT AUGMENTATION (FAC) 22-60-00
General 1 ALL
Yaw Damper 1 ALL
Rudder Trim 1 ALL
Rudder Travel Limiting 1 ALL
Calculation of Characteristic 1 ALL
Speeds and Protection of Flight
Envelope
Maintenance 2 ALL
__________________________
FLIGHT AUGMENTATION (FAC) 22-60-00
Operational Test of the FAC 2 501 ALL
Functions
Operational Test of the Automatic 507 ALL
Change-Over Function
Operational Test of the Return to 512 ALL
Low Speed Function
Operational Test of the Windshear 519 ALL
Function
ARTIFICIAL FEEL AND RUDDER TRAVEL 22-61-00

LIMITING COMPUTATION
General 1 ALL
Composition 1 ALL
Architecture 1 ALL
Power Supply 1 ALL
22-CONTENTS Page 4
Aug 01/06
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
Power Supply of the Rudder 1 ALL
Travel-Limitation Unit
Interface 2 ALL
Interface Signals 2 ALL
Operation 2 ALL
Principle 2 ALL
Structure of the Control Law 4 ALL
Operating Logic 4 ALL
Monitoring of Rudder 9 ALL
Travel-Limiting Function
Test Procedure 12 ALL
Test of Rudder Travel-Limitation 12 ALL
Unit
Test of Return to Low Speed 13 ALL
Function
Test of Cutoff Relays 13 ALL
ARTIFICIAL FEEL AND RUDDER TRAVEL 22-61-00

LIMITING COMPUTATION
Operational Test of the Rudder 501 ALL
Travel Limiting Function
RUDDER TRIM COMPUTATION 22-62-00

General 1 ALL
Composition 1 ALL
Architecture 4 ALL
Operation 6 ALL
Principle 6 ALL
Structure of Rudder Trim 6 ALL
Control-Law
Monitoring of the Rudder Trim 10 ALL
Function
Interface with Controls 12 ALL
Interface with Rudder-Trim 12 ALL
Control Switch
Interface with RUD TRIM/RESET 16 ALL
Pushbutton Switch
Interface with Rudder Trim 16 ALL
Actuator
22-CONTENTS Page 5
Aug 01/06
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
RUDDER TRIM COMPUTATION 22-62-00

Operational Test of the Rudder 501 ALL
Trim Function
CONTROL SWITCH - RUDDER TRIM 22-62-11
REMOVAL/INSTALLATION 401 ALL
Removal of the RUD TRIM Control 401 ALL
Switch (9CC)
Installation of the RUD TRIM 405 ALL
Control Switch (9CC)
PUSHBUTTON SWITCH - RUDDER TRIM/ RESET 22-62-12
Removal of the RUD TRIM/RESET 401 ALL
Pushbutton Switch (8CC)
Installation of the RUD TRIM/RESET 405 ALL
Pushbutton Switch (8CC)
INDICATOR - RUDDER TRIM 22-62-21
Removal of the Rudder Trim 401 ALL
Indicator (17CC)
Installation of the Rudder Trim 405 ALL
Indicator (17CC)
YAW DAMPER COMPUTATION 22-63-00

General 1 ALL
Composition 1 ALL
Architecture 1 ALL
Interface 4 ALL
Operation 4 ALL
Principle 4 ALL
Structure of Yaw Damper 6 ALL
Control-Law
Monitoring of Yaw Damper 8 ALL
Function
Computer 11 ALL
Servo-Actuator 11 ALL
YAW DAMPER COMPUTATION 22-63-00

Operational Test of the Yaw Damper 501 ALL
22-CONTENTS Page 6
Aug 01/06
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
Function
CONFIGURATION AND OPERATIONAL SPEED 22-64-00

COMPUTATION
General 1 ALL
Presentation of Characteristic 2 ALL
Speed Data
Definition and Symbols 5 ALL
Operation 8 ALL
Speed Computation Principle 8 ALL
Computation of Aerodynamic 15 ALL
Flight-Path Angle (Gamma-a) and
Potential Flight-Path Angle
(Gamma-T)
Computation of Alpha Floor 15 ALL
Protection
Rudder Trim Position 15 001-049, 051-099
101-105, 151-199
201-233, 236-238
Rudder Trim Position and Rudder 21 106-149, 234-235
Travel Limiter 239-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Windshear Warning 21 ALL
Low Energy Warning 29 ALL
ENGAGEMENT AND INTERNAL MONITORING 22-65-00

General 1 ALL
Operation 2 ALL
Connection with FLT CTL/FAC 2 ALL
Pushbutton Switches
Global Internal Monitoring of 2 ALL
the Computer
Monitoring of Peripherals 8 ALL
Monitoring of Internal Power 17 ALL
Supplies
Monitoring of Sensors 19 ALL
Safety Tests 19 ALL
FLIGHT AUGMENTATION COMPUTER (FAC) 22-66-00

22-CONTENTS Page 7
Feb 01/10
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
General 1 ALL
Description 1 ALL
Software Organization 6 ALL
FLIGHT AUGMENTATION COMPUTER (FAC) 22-66-00

DEACTIVATION/REACTIVATION 401 ALL
Deactivation of the FAC 2 401 ALL
Refer to the MMEL TASK: 401 ALL
22-66-01-B)
Reactivation of the FAC 2 403 ALL
Refer to the MMEL TASK: 403 ALL
22-66-01-B)
COMPUTER - FLIGHT AUGMENTATION (FAC) 22-66-34
Removal of the FAC (1CC1, 1CC2) 401 ALL
Installation of the FAC (1CC1, 404 ALL
1CC2)
ELECTRICAL AND HYDRAULIC POWER SUPPLY 22-67-00

(FAC)
Electrical Power Supply 1 ALL
28VDC Power Supply 1 ALL
26V/400 Hz Power Supply 1 ALL
Internal Power Supply 1 ALL
Hydraulic Power Supply 8 ALL
The electro-hydraulic yaw damper 8 ALL
servo-actuator uses the aircraft
hydraulic power supply. The
servo-actuator comprises two
independent
DISCRETES/ANALOG INTERFACES (FAC) 22-68-00

General 1 ALL
Discrete Signals 1 ALL
Inputs 1 ALL
Outputs 3 ALL
Analog Signals 5 ALL
Inputs 5 ALL
Outputs 6 ALL
ARINC BUS INTERFACES (FAC) 22-69-00
22-CONTENTS Page 8
Feb 01/09
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
General 1 ALL
Digital Outputs 1 ALL
______________________________
FLIGHT MANAGEMENT SYSTEM (FMS) 22-70-00
DESCRIPTION AND OPERATION 1 1 001-049, 051-099
101-105, 201-210
General 1 001-049, 051-099
101-105, 201-210
System Description 1 001-049, 051-099
101-105, 201-210
Operation 9 001-049, 051-099
101-105, 201-210
Initialization and Flight 9 001-049, 051-099
Planning 101-105, 201-210
Lateral Functions 11 001-049, 051-099
101-105, 201-210
Vertical Functions 13 001-049, 051-099
101-105, 201-210
Operational Use 19 001-049, 051-099
101-105, 201-210
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
General 1 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Component Location 2 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Power Supply 2 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
22-CONTENTS Page 9
Feb 01/10
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ ____ EFFECTIVITY
PAGE ___________
Interface 2 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Component Description 6 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Overview of the Flight 6 106-149, 151-199
Management Function (FMF) 211-249, 251-299
Software 301-399, 401-499
501-509, 511-526
528-599,
Reset Management 6 234-235, 239-249
251-299, 305-399
501-509, 511-526
528-599,
Operation/Control and Indicating 8 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Navigation Function 8 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Lateral Flight Planning 28 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Vertical Function 74 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
DATALINK and PRINTER functions A 18 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Bite Description A 39 106-149, 151-199
211-249, 251-299
22-CONTENTS Page 10
Feb 01/10
R
CES
CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ PAGE EFFECTIVITY
____ ___________
301-399, 401-499
501-509, 511-526
528-599,
MCDU Backup Navigation A 39 240-249, 251-299
313-399, 501-509
511-526, 528-599
General A 39 240-249, 251-299
313-399, 501-509
511-526, 528-599
Backup Navigation selection / A 40 240-249, 251-299
deselection 313-399, 501-509
511-526, 528-599
MCDU Backup Navigation Pages A 40 240-249, 251-299
313-399, 501-509
511-526, 528-599
Equipment Characteristics and A 43 106-149, 151-199
Installation 211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Overview of Dual Operation A 43 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Databases and Configuration A 43 106-149, 151-199
Files - Load and Cross-load 211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
_______________________________
SERVICING 301 ALL
Downloading of the FM Data 301 001-049, 051-061
101-105,
Downloading of the FM Data 305 106-149, 151-199
201-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Downloading of the FM Data 318 062-099,
Uploading of the FM Data 322 001-049, 051-061
101-105,
201-249, 251-299
22-CONTENTS Page 11
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CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ PAGE EFFECTIVITY
____ ___________
301-399, 401-499
501-509, 511-526
528-599,
201-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Uploading of the FM Data 359 062-099,
Crossloading of the FM Data 363 051-099, 106-149
151-199, 201-249
251-299, 301-399
401-499, 501-509
511-526, 528-599
_______________________________
Operational Test of the 501 ALL
Multipurpose Control and Display
Unit (MCDU)
Operational Test of the 505 ALL
Initialization of the Flight Plan
Operational Test of the Automatic 513 ALL
Switching of the MCDUs
Operational Test of the BACK-UP 518 240-249, 251-299
NAV Function 313-399, 501-509
511-526, 528-599
FLIGHT PLAN/DATA BASE 22-71-00

101-105, 201-210
General 1 001-049, 051-099
101-105, 201-210
101-105, 201-210
Flight Plan Elements 2 001-049, 051-099
101-105, 201-210
Initialization 33 001-049, 051-099
101-105, 201-210
Lateral Revisions 41 001-049, 051-099
101-105, 201-210
Vertical Revisions 70 001-049, 051-099
101-105, 201-210
Data Base 77 001-049, 051-099
101-105, 201-210
22-CONTENTS Page 12
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CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ EFFECTIVITY
PAGE ___________
Performance Data Base A 10 001-049, 051-099
101-105, 201-210
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
NAVIGATION/LATERAL FUNCTIONS 22-72-00

101-105, 201-210
General 1 001-049, 051-099
101-105, 201-210
101-105, 201-210
Navigation Modes 1 001-049, 051-099
101-105, 201-210
Navigation Mode Selection and 13 001-049, 051-099
Class of Navigation 101-105, 201-210
Radio Navigation Tuning 19 001-049, 051-099
101-105, 201-210
Inertial Reference Alignment 28 001-049, 051-099
101-105, 201-210
Leg Transitions 31 001-049, 051-099
101-105, 201-210
Displayed Parameters - Path 44 001-049, 051-099
Errors 101-105, 201-210
NAV Guidance Mode 52 001-049, 051-099
101-105, 201-210
Flight Plan Sequencing 59 001-049, 051-099
101-105, 201-210
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
PERFORMANCE/VERTICAL FUNCTIONS 22-73-00

101-105, 201-210
General 1 001-049, 051-099
101-105, 201-210
101-105, 201-210
Flight Phases 1 001-049, 051-099
101-105, 201-210
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CHAPTER 22
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AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ EFFECTIVITY
PAGE ___________
Speed Generation 7 001-049, 051-099
101-105, 201-210
Vertical F-PLN Management 16 001-049, 051-099
101-105, 201-210
Other Computations 80 001-049, 051-099
101-105, 201-210
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
OPERATIONAL USE 22-74-00

101-105, 201-210
General 1 001-049, 051-099
101-105, 201-210
101-105, 201-210
Keyboard 1 001-049, 051-099
101-105, 201-210
General Display Rules 4 001-049, 051-099
101-105, 201-210
Page Hierarchy 10 001-049, 051-099
101-105, 201-210
Data Entry 10 001-049, 051-099
101-105, 201-210
Messages 34 001-049, 051-099
101-105, 201-210
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
EIS DISPLAYS 22-75-00

101-105, 201-210
General 1 001-049, 051-099
101-105, 201-210
101-105, 201-210
EDIT Area Definition 1 001-049, 051-099
101-105, 201-210
Dynamic Data 9 001-049, 051-099
101-105, 201-210
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CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ EFFECTIVITY
PAGE ___________
Flight Plan Display 10 001-049, 051-099
101-105, 201-210
Symbols 16 001-049, 051-099
101-105, 201-210
Pushbutton Switch Options 23 001-049, 051-099
101-105, 201-210
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
DATA LINK AND PRINTER FUNCTIONS 22-76-00

General 1 062-099, 201-210
Aircraft Communication 1 062-099, 201-210
Addressing and Reporting System
(ACARS)
Printer 1 062-099, 201-210
ACARS Functions 2 062-099, 201-210
PRINT Function 20 062-099, 201-210
Dual Operation 25 062-099, 201-210
ACARS Programming Options 27 062-099, 201-210
List of Messages 41 062-099, 201-210
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
FLIGHT CONTROL UNIT (FCU) 22-81-00

General 1 ALL
Face of FCU 1 ALL
Architecture 6 ALL
Monitoring of FCU 6 001-049, 051-061
101-105, 201-203
Changeover 11 001-049, 051-061
101-105, 201-203
System Functions 11 ALL
Operational Interface 14 ALL
Synchronization 15 ALL
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CHAPTER 22
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AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ ___________
PAGE EFFECTIVITY
System Monitoring 15 ALL
Power Up Test 15 ALL
CONTROL UNIT - FLIGHT (FCU) 22-81-12
Removal of the FCU (2CA) 401 ALL
Installation of the FCU (2CA) 405 ALL
MULTIPURPOSE CONTROL AND DISPLAY UNIT 22-82-00

(MCDU)
General 1 ALL
MCDU Front Panel 1 001-003, 051-053
101-149, 151-199
201-233, 236-238
301-304, 401-403
251-299, 305-399
404-499, 501-509
511-526, 528-599
Internal Description 12 001-049, 051-099
101-149, 151-199
201-233, 236-238
301-304, 401-403
Internal Description 19 234-235, 239-249
251-299, 305-399
404-499, 501-509
511-526, 528-599
Operation 19 ALL
Multifunction Usage 19 001-049, 051-099
101-149, 151-199
201-239, 301-312
401-499,
Multifunction Usage 23 240-249, 251-299
313-399, 501-509
511-526, 528-599
Switching Logic (FM only) 27 ALL
CONTROL AND DISPLAY UNIT - 22-82-12
MULTIPURPOSE (MCDU)
Removal of the MCDU (3CA1, 3CA2, 401 ALL
3CA3)
Installation of the MCDU (3CA1, 404 ALL
3CA2, 3CA3)
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CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
_______
SUBJECT ________
CH/SE/SU C
_ PAGE ___________
____ EFFECTIVITY
CONTROL AND DISPLAY UNIT - 22-82-12
MULTIPURPOSE (MCDU)
CLEANING/PAINTING 701 ALL
Cleaning of the Multipurpose 701 ALL
Control Display Unit (MCDU)
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER 22-83-00

(FMGC)
General 1 ALL
Command Channel 6 001-049, 051-061
101-105,
Monitoring Channel (Guidance 11 001-049, 051-061
Only) 101-105,
Back Connector 14 001-049, 051-061
101-105,
Carry on Loader 14 001-049, 051-061
101-105,
Only)
Back Connector 19 062-099, 201-210
Carry on Loader 19 062-099, 201-210
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Only) 211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Back Connector 23 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
Carry on Loader 23 106-149, 151-199
211-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
COMPUTER - FLIGHT MANAGEMENT AND 22-83-34
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CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
_______
SUBJECT CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
GUIDANCE (FMGC)
Removal of the FMGC (1CA1, 1CA2) 401 ALL
Installation of the FMGC (1CA1, 406 001-049, 051-061
1CA2) 101-105,
Installation of the FMGC (1CA1, 411 ALL
1CA2)
1CA2) 151-199, 201-249
251-299, 301-399
401-499, 501-509
511-526, 528-599
1CA2) 201-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
1CA2) 151-199, 201-249
251-299, 301-399
401-499, 501-509
511-526, 528-599
Installation of the FMGC (1CA1, 431 062-099,
1CA2)
ELECTRICAL POWER SUPPLY (FMGS) 22-84-00

Location of Circuit Breakers 1 ALL
Power Supply of FMGCs 1 ALL
Power Supply of FCU 1 ALL
Side Stick and Rudder Pedals 4 ALL
Locking Circuits
Power Supply of MCDUs and Carry 4 001-049, 051-061
on Data Loader 101-105,
Power Supply of MCDUs 4 062-099, 106-149
151-199, 201-249
251-299, 301-399
401-499, 501-509
511-526, 528-599
DISCRETES/ANALOG INTERFACES (FMGS) 22-85-00

General 1 ALL
Discrete Signals 1 ALL
FMGC (Flight Management and 1 ALL
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CHAPTER 22
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AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
Guidance Computer)
FCU (Flight Control Unit) 4 ALL
MCDU (Multipurpose Control and 5 ALL
Display Unit)
BUS INTERFACES (FMGS) 22-86-00

General 1 ALL
ARINC Interconnections 1 ALL
FMGC (Flight Management and 1 ALL
Guidance Computer)
FCU (Flight Control Unit) 39 ALL
MCDU (Multipurpose Control and 47 ALL
Display Unit)
FAULT ISOLATION FUNCTION - PRINCIPLE 22-91-00

General 1 ALL
Line Maintenance 1 ALL
Characteristics of the AFS 1 ALL
Maintenance System
Safety 1 ALL
General 2 ALL
Description 2 ALL
FIDS operation 7 ALL
FIDS Power Supply 31 ALL
FIDS Interface 31 ALL
ARINC Inputs/Outputs 31 ALL
Discrete Inputs/Outputs 31 ALL
FIDS - BITE Interface 32 ALL
Interface with FMGC1 32 ALL
Operation 34 ALL
General 34 ALL
List of LRUs Covered by the FIDS 39 ALL
Safety Tests 41 ALL
FAULT ISOLATION FUNCTION - PRINCIPLE 22-91-00

Ground Scanning of the AFS 501 ALL
AFS FAULT ISOLATION 22-92-00

General 1 ALL
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CHAPTER 22
__________
AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ ____ EFFECTIVITY
PAGE ___________
List of FAC Error Codes 1 ALL
List of FMGC/FG Error Codes 4 ALL
List of FMGC/FM Error Codes 8 001-049, 051-099
101-149, 151-199
201-233, 236-238
301-304, 401-499
List of FMGC/FM Error Codes 10 234-235, 239-249
251-299, 305-399
501-509, 511-526
528-599,
AFS TEST 22-96-00

General 1 ALL
Triggering of the AFS TEST 1 ALL
Execution of the AFS TEST in the 2 ALL
FIDS
Test Execution 2 ALL
Execution of the LRU TEST in the 5 ALL
FAC
Execution of the LRU TEST in the 6 ALL
FMGC
FG Level 6 ALL
FM Level 6 ALL
Overall Result Indication 6 ALL
Operation 7 ALL
AFS TEST 22-96-00

Operational Test of the AFS 501 ALL
LAND CAT III CAPABILITY TEST 22-97-00

General 1 ALL
Test Acceptation 1 ALL
Test Principle 1 ALL
Test Running 2 001-049, 051-099
101-105, 151-199
201-233, 236-238
Test Running 2 106-149, 234-235
239-249, 251-299
301-399, 401-499
501-509, 511-526
528-599,
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CHAPTER 22
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AUTO FLIGHT
TABLE OF CONTENTS
_________________
SUBJECT
_______ CH/SE/SU
________ C
_ PAGE ___________
____ EFFECTIVITY
LAND CAT III CAPABILITY TEST 22-97-00

Operational Test of the LAND CAT 501 ALL
III Capability
22-CONTENTS Page 21
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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.

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2. Component
__________________
Location
(Ref. Fig. 001, 002)
-------------------------------------------------------------------------------
FIN | FUNCTIONAL DESIGNATION | PANEL|ZONE|ACCESS | ATA
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1CA1 FMGC-1 83VU 127 824 22-83-34
1CA2 FMGC-2 84VU 128 824 22-83-34
2CA FCU 13VU 211 831 22-81-12
3CA1 MCDU-1 11VU 211 831 22-82-12
3CA2 MCDU-2 11VU 211 831 22-82-12
**ON A/C 001-049, 051-061, 101-105,
12CA1 SOLENOID-PITCH & ROLL LOCK, CAPT 193VU 211 831 22-11-00
12CA2 SOLENOID-PITCH & ROLL LOCK, F/O 182VU 212 831 22-11-00
1CC1 FAC-1 83VU 127 824 22-66-34
1CC2 FAC-2 84VU 128 824 22-66-34
9CC CTL SW-RUDDER TRIM 110VU 211 831 22-62-11
8CC P/BSW-RUD TRIM/RESET 110VU 210 831 22-62-12
17CC IND-RUDDER TRIM 110VU 211 831 22-62-21
2CC XDCR UNIT-YAW DAMPER POS 325 325BL 27-26-17
3CC1 SERVO ACTR-YAW DAMPER, 1 325 325BL 27-26-51
3CC2 SERVO ACTR-YAW DAMPER, 2 325 325BR 27-26-51
4CC LIMITATION UNIT-RUDDER TRAVEL 325 325DL 27-23-51
10CC ACTUATOR-RUDDER TRIM 325 325AL 27-22-51
7CA1 P/BSW-A/THR INST DISC, CAPT 211VU 210 831 22-31-00
7CA2 P/BSW-A/THR INST DISC, F/O 210VU 210 831 22-31-00
12CC1 P/BSW-FLT CTL/FAC1 23VU 211 831 22-65-00
4CA CARRY ON LOADER 212 831 22-71-00
47CE1 RELAY-TAKEOVER & PRIORITY 1 187VU 127 824 27-92-00
47CE2 RELAY-TAKEOVER & PRIORITY 2 188VU 128 824 27-92-00
R **ON A/C 062-099, 106-149, 151-199, 201-249, 251-299, 301-399, 401-499,

R 501-509, 511-526, 528-599,
1CC1 FAC-1 83VU 127 824 22-66-34
1CC2 FAC-2 84VU 128 824 22-66-34
2CC XDCR UNIT-YAW DAMPER POS 325 325BL 27-26-17

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R Layout of the AFS Components
Figure 001

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R Location of the AFS Computers
Figure 002

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-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
R 3CC1 SERVO ACTR-YAW DAMPER, 1 325 325BL 27-26-51
R 3CC2 SERVO ACTR-YAW DAMPER, 2 325 325BR 27-26-51
R 4CC LIMITATION UNIT-RUDDER TRAVEL 325 325DL 27-23-51
R 10CC ACTUATOR-RUDDER TRIM 325 325AL 27-22-51
R 7CA1 P/BSW-A/THR INST DISC, CAPT 211VU 210 831 22-31-00
R 7CA2 P/BSW-A/THR INST DISC, F/O 210VU 210 831 22-31-00
R 12CC1 P/BSW-FLT CTL/FAC1 23VU 211 831 22-65-00
R 12CC2 P/BSW-FLT CTL/FAC2 24VU 212 831 22-65-00
R 47CE1 RELAY-TAKEOVER & PRIORITY 1 187VU 127 824 27-92-00
R 47CE2 RELAY-TAKEOVER & PRIORITY 2 188VU 128 824 27-92-00
R **ON A/C ALL
3. System
__________________
Description
(Ref. Fig. 003, 004)
The AFS/FMS includes four computers: two FACs and two FMGCs (8 MCU each)
located in the aft electronics rack 80VU.
(Ref. Fig. 002)
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)

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- 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. 004)
(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.

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General Architecture of the AFS
Figure 003

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AFS - Controls and Indicating
Figure 004

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D. 5VAC Supply
A 115VAC/5VAC step-down transformer provides power for the integral
lighting and lighting of the LCD display.
Potentiometers control the lighting brightness.
The 5VAC power which supplies the pushbutton switches is reduced to 3VAC
in DIM conditions.
E. List of the AFS circuit-breakers
-------------------------------------------------------------------------------
PANEL DESIGNATION FIN LOCATION
-------------------------------------------------------------------------------
49VU AUTO FLT/FCU/1 9CA1
121VU AUTO FLT/FCU/2 9CA2
49VU AUTO FLT/FMGC/1 10CA1
121VU AUTO FLT/FMGC/2 10CA2
49VU AUTO FLT/MCDU/1 11CA1
121VU AUTO FLT/MCDU/2 11CA2
121VU AUTO FLT/STICK/LOCK 13CA
121VU AUTO FLT/RUDDER/ARTF/FEEL 14CA
49VU AUTO FLT/FAC1/28VDC 5CC1
121VU AUTO FLT/FAC2/28VDC 5CC2
49VU AUTO FLT/FAC1/26VAC 14CC1
121VU AUTO FLT/FAC2/26VAC 14CC2
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).

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(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. 005)
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

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Interconnection Between the AFS and the Engines
Figure 005

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7. Operation
_________
A. Flight Augmentation (FAC)
(1) General
(a) Functions
The FAC performs the functions given below:
- yaw damper
- rudder trim (manual and automatic)
- monitoring of the flight envelope and computations of
maneuvering speed
- achievement of yaw autopilot order using power loops of yaw
damper and rudder trim.
In addition the FAC 1 performs the BITE function of the AFS.
(b) Operating principles

The FAC is a dual-dual type system for yaw damper, rudder trim
and rudder travel functions.
FACs 1 and 2 can be engaged at the same time through FAC 1 and
FAC 2 pushbutton switches on the overhead panel. Only one system
is active at a time : FAC 1 has priority, FAC 2 being in standby
and synchronized on FAC 1 orders. An automatic changeover occurs
on FAC 2 in case of disengagement or failure of FAC 1.
Partial changeover function per function (yaw damper, rudder
trim, RTL) is possible.
When the aircraft electrical network is energized, the functions
that follow will operate independently of the FAC pushbutton
switches:
- monitoring of the flight envelope
- computation of maneuvering speed.
The FMGCs and the PFDs receive these information signals as
follow:
- FMGC 1 and Capt PFD normally use data from FAC 1
- FMGC 2 and F/O PFD normally use data from FAC 2
In the event of failure, the FMGCs and the PFDs use the data from
the active FAC.
(2) Yaw damper

The yaw damper function provides:
- manual yaw stabilization.
The ELACs compute the corresponding data and transmit them to the
rudder surface via the servo loop of the yaw damper (FAC).
- alternate law for Dutch roll damping when the ELAC no longer
computes normal yaw stabilization.

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- Dutch roll damping (including turn coordination) when the autopilot
is engaged in cruise only.
- engine failure recovery when the autopilot is engaged (the ELACs
provide this function in manual flight).
(3) Rudder trim

The rudder trim function provides:
- manual control via a rudder trim control switch located on the
center pedestal.
In addition the ELACs compute a command signal for rudder
deflection (normal yaw damping law including recovery of engine
failure) performed by the trim sub-system in manual flight.
Reset of the rudder trim position is possible using a pushbutton
switch located on the center pedestal.
- automatic control when the autopilot is engaged which provides the
accomplishment of yaw autopilot command and the recovery of engine
failure.
(4) Rudder travel limitation

This function provides the limitation of the rudder travel by
displacement of a stop as a function of the speed.
(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. 006)
- 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

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Display of the FAC Data on the Speed Scale of the PFD
Figure 006

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(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.

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B. Flight Management and Guidance System (FMGS)
(1) General
(a) Functions
The FMGS performs the functions given below:
- autopilot (AP)
- autothrust (A/THR)
- flight management which includes navigation, performance and
processing of displays.
(b) Operating principles

The FMGS is a dual-dual type system for the autopilot and
autothrust functions.
In cruise mode only one autopilot can be engaged.
Both APs can be engaged (through the AP1 and AP2 pushbutton
switches located on the FCU) as soon as ILS approach mode is
selected.
AP1 has priority, AP2 is in standby (the ELACs and the FACs use
the AP1 commands first and switch on the AP2 command in case of
AP1 disengagement). A single A/THR pushbutton switch located on
the FCU enables engagement of the autothrust function. Both
A/THRs are always engaged at the same time but only one (A/THR 1
or A/THR 2) is active depending on AP and FD engagement statuses.
-----------------------------------------------------------
| ENGAGEMENT OF AP | ENGAGEMENT OF FD | A/THR ACTIVE |
|---------|---------|---------|---------| |
| 1 | 2 | 1 | 2 | |
|---------|---------|---------|---------|-----------------|
| ON |ON or OFF|ON or OFF|ON or OFF| A/THR 1 |
|---------|---------|---------|---------|-----------------|
| OFF | ON |ON or OFF|ON or OFF| A/THR 2 |
|---------|---------|---------|---------|-----------------|
| 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) |
-----------------------------------------------------------

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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. 007)
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.

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AFS - FD Symbols on the PFD
Figure 007

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(2) Autopilot (AP)
(a) Autopilot modes

The autopilot performs the modes given below:
- cruise modes:
| Vertical Speed (V/S)
| Flight Path Angle (FPA)
| Altitude Hold (ALT)
Longitudinal | Altitude Acquire (ALT*)
| Open Climb (OP CLB)
| Climb (CLB)
| Open Descent (OP DES)
| Descent (DES)
| Expedite (EXP)
| Heading (HDG)
Lateral | Track (TRK)
| Lateral Navigation (NAV)
- Takeoff/Go Around/Approach modes:
-------------------------------------------------------------------------------
| MODES | PITCH AXIS | ROLL AXIS |
|---------------------|----------------------------------|--------------------|
| | 2 engines | 1 engine fail | Runway (RWY) : |
| | operational | | holding of LOC |
| |----------------|-----------------| center line up to |
| TAKEOFF | Speed Reference| SRS : holding of| 30 ft. and TRACK |
| (TO) | System (SRS) : | Va if Va > V2 | after 30 ft. (not |
| | holding of | V2 if Va < V2 | available on ground|
| | V2 + 10 kt | (*) | for AP) |
|---------------------|----------------------------------|--------------------|
| GO AROUND | SRS : holding of Va if Va > VAPP | Track |
| (GA) | VAPP if Va < VAPP (*) | |
|---------------------|----------------------------------|--------------------|
| LOCALIZER (LOC) | | LOC capture & track|
|---------------------|----------------------------------|--------------------|
| | ILS | Glide capture and track (G/S) | LOC capture & track|
| APPROACH | approach | | Align and roll out |
|(depending|----------|----------------------------------|--------------------|
| on pilot | non- | Final descent (FINAL) | Approach NAV |
|selection)| precision| | |
| | approach | | |
-------------------------------------------------------------------------------
(*) Va : Aircraft speed when the engine failure occurs

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(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 | |
------------------------------------------------------------------

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In auto control:
- the corresponding reference is shown by a dashed line on the
FCU (for altitude, a value is always shown).
- an indicator light comes on near the corresponding reference
display on the FCU.
To selection a parameter in manual control mode, you pull and
turn the corresponding selector knob on the FCU.
To revert to the auto control mode, you push the corresponding
selector knob.
2
_ Operational rule
The AP/FD or the autothrust system always maintain speed (see
para. 7.B (4)).
Modification of altitude requires two actions :
- select new altitude
- pull the altitude selector knob (for immediate acquisition
of value) or push the selector knob (for acquisition
according to flight plan).
Pulling a selector knob always leads to an immediate
acquisition and hold of the corresponding parameter.
(3) Flight director (FD)

Same as autopilot. In addition the TO mode is available on the
ground.
(4) Autothrust (A/THR)

The autothrust function performs these modes:
- speed: acquisition and hold (SPD)
- Mach: acquisition and hold (MACH)
- thrust: acquisition and hold of thrust limit (CLB or MCT or TO/GA)
- retard: application of minimum thrust (IDLE) during flare.
(5) Flight mode annunciator (FMA)

The FMA on the upper section of the PFD provides the pilot with
status data related to:
- engagement of the modes of the A/THR, AP and FD systems
- landing capabilities.
This section of the PFD comprises five columns of three lines each
which display the various operations of the FMGC.
(Ref. Fig. 008)
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

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AFS - Annunciator of the Flight Modes on the PFD
Figure 008

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- 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.

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The following tables show the different messages with the associated
colors (G for green, C for cyan, M for magenta, R for red, A for
amber, W for white).
------------------------------------------------------------------------------
| ZONE A1 | ZONE B1 | ZONE C1 | ZONE D1 | ZONE E1 |
------------------------------------------------------------------------------
| | SRS (G) | HDG(G) | CAT1 (W)| AP1 (W) |
| ---------- | | | | |
| |MAN (W) | | | | | |
| |TOGA (W)| (W) | ALT CRZ (G) | GA TRK(G) | CAT2 (W)| AP2 (W) |
| ---------- | | | | |
| | ALT CST (G) | LOC (G) | CAT3 (W)| AP1+2 (W)|
| ---------------- | | | | |
| |MAN (W) | | | | | |
| |FLX (W) XX (C)| (W) | | | | |
| ---------------- | ALT CST * (G) | LOC * (G) | | |
| | | | | |
| | V/S(G) + or - | NAV(G) | | |
| | XXXX(C) | | | |
| ---------- | | | | |
| |MAN (W) | | | | | |
| |MCT (W) | (W) | FPA(G) + or - | APP NAV(G) | | |
| --------- | X.X (C) | | | |
| | | | | |
| | EXP CLB (G) | RWY(G) | | |
| ---------- | | | | |
| |MAN (W) | | | | | |
| |THR (W) | (A) | EXP DES(G) | TRACK(G) | | |
| ---------- | | | | |
| | G/S(G) | RWY TRK(G) | | |
| -------------- | | | | |
| |A.FLOOR (G) | (A)* | | | | |
| |------------- | | | | |
| | G/S * (G) | | | |
| | | | | |
| -------------- | | | | |
| |TOGA LK (G) | (A)* | CLB(G) | | | |
| |------------- | | | | |
| | DES(G) | | | |
| SPEED (G) | | | | |
| | OP CLB(G) | | | |
| MACH (G) | | | | |
| | OP DES(G) | | | |
| | | | | |
| THR MCT (G) | | | | |
| | FINAL(G) | | | |

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------------------------------------------------------------------------------
------------------------------------------------------------------------------
| THR CLB (G) | | | | |
| | 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) |
|----------------------------|
------------------------------------------------------------------------------
------------------------------------------------------------------------------
| | 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) | | | |
| | | | | |

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------------------------------------------------------------------------------
------------------------------------------------------------------------------
| | DES(C) G/S(C) | | | |
| | | | | |
| | DES(C) FINAL(C) | | | |
| | | | | |
------------------------------------------------------------------------------
------------------------------------------------------------------------------
------------------------------------------------------------------------------
| | | | DH(W)XXX(C) | A/THR(W) |
| | | | | |
| LVR ASYM(A) | | | NO DH(H) | A/THR(C) |
| | | | | |
| LVR CLB (W)* | | | MDA(W)XXXX(C) | |
| | | | or | |
| LVR MCT (W)* | | | MDH(W)XXXX(C) | |
| | | | | |
------------------------------------------------------------------------------
(W)* : white wording flashing
---------------------------------
| ZONE AB3 |
---------------------------------
| SPEED SEL : XXX (C) |
| MACH SEL : .XX (C) |
---------------------------------
-----------------------------------
| 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) |
| |
-----------------------------------

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(6) Flight Management System (FMS)
(a) FMS Functions
1
_ Definition of the flight plan (lateral and vertical)
2
_ Lateral navigation:
- initialization of ADIRS
- determination of the aircraft position
- follow-up of the flight plan
- selection of navaids (manual or automatic).
3
_ Performance, computation and vertical navigation:
- calculation of the optimum speed and of the characteristic
speeds
- calculation of predictions during the flight plan taking
into account the various constraints
- follow-up of the vertical flight profile
- various supplementary performance calculations.
4
_ Management of displays:
- on the MCDU
- on the ND
- on the PFD.
(b) Definition of the flight plan

From the navigational data stored in its mass memory, the FMGC
permits (via the MCDU 1 or 2) to choose a flight plan :
- through the designation of a company route number,
- through the designation of the airports of origin and
destination.
A company route, as defined in the mass memory may contain, in
addition to the origin and destination :
- the arrival, route and departure procedures,
- the cruise flight level,
R - a cost index (ratio between the time cost and the fuel cost).
R
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:

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- a color CRT,
- an alphanumeric keyboard with functions keys.
The MCDU 1 or 2 permits, if necessary, to perform the following :
- change the cruise altitude and cost index,
- modify the arrival or departure procedures (STAR, SID...),
- change the lateral flight plan (new route, insertion of holding
etc.)
- change the vertical flight plan (insertion/deletion of
constraints, step climb etc.).
NOTE : The mass memory is updated every 28 days.

____
On aircraft, external equipment (data loader) is used to
update the system.
The system stores permanently in its mass memory the two
most recent navigation data updates.
The crew can enter, independently of the mass memory
inserted by the load, 20 waypoints, 20 navaids, 10 runways
and 3 company routes.
These specific elements are automatically cleared either
at the end of each flight or when a new data bank is
selected, depending on the airline choice (pin
programming).
The definition of the flight plan determines in advance
the type of approach to be made at the destination airport
(ILS or R.NAV approach).
It is possible to define a second flight plan termed
secondary which is not active.
This plan has the same characteristics as the active plan
and is used to prepare the next flight plan (including
fuel), to facilitate training and to evaluate various
performance comparisons according to 2 different flight
plans.
(c) Lateral navigation
1
_ ADIRS initialization on the ground
The coordinates of the airport of origin are supplied to the
ADIRS :
- if the ADIRS are in align mode,
- if an action is made on the MCDU 1 or 2 (ALIGN IRS).
The pilot can modify the coordinates stored in the mass
memory.
2
_ Determination of the aircraft position
The aircraft position is determined from information supplied
by the ADIRUs and navaids (DME and VOR).

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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.
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. 009)
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.

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AFS - Selection of Navaids
Figure 009

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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

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- 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. 010)
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 ...

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AFS - Display of Flight Management Information
Figure 010

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They indicate the lateral and vertical deviations with respect
to the flight plan during an NDB, VOR or RNAV approach (as an
alternative to ILS deviations).
The altitude deviation with respect to the descent profile is
also displayed during the descent.

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AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - DESCRIPTION AND OPERATION
_____________________________________________________________
1. _______
General
(Ref. Fig. 001)
The Auto Flight System (AFS) installed on the aircraft is made up of two
R types of computers:
- the Flight Management and Guidance Computer (FMGC)
- the Flight Augmentation Computer (FAC)
and two control units:
- the Flight Control Unit (FCU)
- the Multipurpose Control and Display Unit (MCDU).
The functions of the FMGC are:
- autopilot (AP)
- automatic thrust control (A/THR)
- flight management.
The functions of the FAC are:
- yaw damper
- rudder trim
- calculation of the characteristic speeds and flight envelope monitoring
- acquisition of the yaw AP order.
The MCDUs linked to the FMGCs enable:
- the introduction and the modification of the flight plan
- the display, the selection and the modification of the parameters
associated with the flight management function.
The FCU is used for:
- the engagement of the AP/FD and A/THR systems
- the selection of flight parameters (altitude, speed/Mach, vertical
speed/flight path angle, heading/track)
- the selection of AP/FD modes.
The autopilot (AP) and the flight director (FD) functions are:
- stabilization of the aircraft around its center of gravity when the AP/FD
system holds vertical speed or flight path angle and heading or track
- acquisition and hold of a flight path
- guidance of the aircraft at takeoff by holding runway axis and speed
(available in the FD as long as the aircraft is on ground)
- automatic landing and go around.
The autopilot gives orders to control:
- the position of the control surfaces on the three axes: pitch, roll and
yaw
- the position of the nose wheel.
These orders are taken into account by these computers:
FACs, ELACs, SECs and BSCU.
The flight director generates guidance orders used in manual control.
These orders are displayed on the Primary Flight Displays (PFD) through the
Display Management Computers (DMC).

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Layout of AP/FD and Flight Control Components
Figure 001

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2. Component
__________________
Location
(Ref. Fig. 002, 003)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1CA1 FMGC-1 83VU 127 824 22-83-34
1CA2 FMGC-2 84VU 128 824 22-83-34
2CA FCU 13VU 211 831 22-81-12
3CA1 MCDU-1 11VU 211 831 22-82-12
3CA2 MCDU-2 11VU 211 831 22-82-12
15CA1 RELAY-RUDDER ARTF FEEL 1 187VU 127 824 22-31-00
15CA2 RELAY-RUDDER ARTF FEEL 2 187VU 127 824 22-31-00
16CA SOLENOID-RUDDER ARTF FEEL 325 325AL 27-23-17
21CA RELAY-STICK LOCK 1/CAPT 187VU 127 824 22-31-00
22CA RELAY-STICK LOCK 2/CAPT 187VU 127 824 22-31-00
23CA RELAY-STICK LOCK 1/F/O 187VU 127 824 22-31-00
24CA RELAY-STICK LOCK 2/F/O 187VU 127 824 22-31-00
1CC1 FAC-1 83VU 127 824 22-66-34
1CC2 FAC-2 84VU 128 824 22-66-34
2CE1 ELAC-1 83VU 127 824 27-93-34
2CE2 ELAC-2 84VU 128 824 27-93-34
1CE1 SEC-1 83VU 127 824 27-94-34
1CE2 SEC-2 84VU 128 824 27-94-34
1CE3 SEC-3 93VU 121 811 27-94-34
8CE1 P/BSW-TAKEOVER & PRIORITY, CAPT 191VU 211 831 27-92-00
8CE2 P/BSW-TAKEOVER & PRIORITY, F/O 180VU 212 831 27-92-00
10GG BSCU 94VU 122 811 32-42-34
3. __________________
System Description
A. Control and Indicating

(Ref. Fig. 004)
(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.

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Location of FCU and MCDUs
Figure 002

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R Location of Components
R Figure 003 (SHEET 1)

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R Location of Components

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AP/FD Controls and Indicating in the Cockpit
Figure 004

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(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.

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(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 system 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.
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.

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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. 005)
B. AP/FD Modes
(1) Mode selection principle

A mode can be selected through one of the following possibilities:
- automatically, e.g. the altitude acquisition mode is always armed
except in some cases (approach)
- action on a pushbutton switch located on the FCU
- push or pull action on one of the reference selection knobs (speed/
Mach, heading/track, altitude, vertical speed/flight path angle) on
the FCU
- cancellation of an engaged mode
- position of the throttle control levers (selection of takeoff and
go around modes).

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Different FD Orders
Figure 005

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(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)
------------------------------------------------------------------------------

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(3) Common modes (TAKEOFF, LANDING)
------------------------------------------------------------------------------
| | LONGITUDINAL MODES | LATERAL MODES |AVAILA-|PHASES|
| | | |BILITY | |
|---------|-------------------------------|-------------------|-------|------|
| | 2 engines | 1 engine fail | Runway (RWY) : | | |
| | operational | | - holding of LOC | FD | |
| TAKEOFF |---------------|---------------| center line up | | HOLD |
| (TO) |Speed Reference|SRS : holding | to 30 ft. | | |
| |System (SRS) : | of | - TRACK after | AP*/FD| |
| |holding of |Va if Va > V2 | 30 ft. | | |
| |V2 + 10 kt |V2 if Va < V2 | | | |
|---------|-------------------------------|-------------------|-------|------|
|GO AROUND| SRS : holding of Va < VAPP | TRACK | AP/FD | HOLD |
|(GA) | | | | |
|---------|-------------------------------|-------------------|-------|------|
|LOCALIZER| | LOC capture and | AP/FD | ARM |
|(LOC) | | track | | CPT |
| | | | | TRACK|
|---------|-------------------------------|-------------------|-------|------|
|APPROACH | Glide capture and track (G/S) | LOC capture and | AP/FD | ARM |
| | or | track | | CPT |
| | Final descent (FINAL) accor- | Align and roll out| | TRACK|
| | ding to the profile determined| or | | |
| | by the FMGC | R-NAV approach | | |
| | | or | | |
| | | VOR approach | | |
------------------------------------------------------------------------------
* (AP) only 5 s after takeoff

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(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 FADECS |
------------------------------------------------------------------------------
If neither AP nor FD is engaged, the A/THR will be active in SPD/MACH

mode only.
C. Operational Use
(Ref. Fig. 006)
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.

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LEVEL CHANGE in Manual and Automatic Control
Figure 006

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(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.

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The table below gives the modes which are available in manual and
auto controls.
-----------------------------------------------------
| AUTO CONTROL | MANUAL CONTROL |
|------------------------|-------------------------|-------------------------|
| | RWY | |
| | NAV (FLT PLN) | |
| LATERAL | | HDG/TRK |
| | LOC | |
| | TRK (GA) | |
|------------------------|-------------------------|-------------------------|
| | SRS (TO/GA) | ALT (AUTO ARMED) |
| | PROFILE | VS/FPA |
| VERTICAL PATH | - CLB | EXP*(SPEED AUTO CONTROL)|
| | - ALT CNSTR | |
| | - DESC | |
|------------------------|-------------------------|-------------------------|
| SPEED | FMGC REFERENCE | FCU REFERENCE |
|------------------------|-------------------------|-------------------------|
| | RNAV | |
| APPROACH | APPR | |
| | LAND LOC/GLIDE/FLARE/ | |
| | ALIGN/ROLLOUT/RETARD | |
------------------------------------------------------------------------------
* If fitted
NOTE : Speed is always controlled through the AP/FD system or the

____
A/THR function.
Level change always requires two actions :
- selection of a new level
- pull or push action on the altitude selector knob on the
FCU.
5. Interface
_________
A. Interface with Flight Controls and Nose Wheel Control
(1) General
(Ref. Fig. 007)
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.

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AFS/EFCS Interface
Figure 007

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(2) Rudder Control
(Ref. Fig. 008)
Each FAC receives two deflection commands from each FMGC for rudder
control
- Aileron deflection command: DELTA P AIL (label 310)
This command is used for turn coordination and is carried out by
the YAW DAMPER function (Ref. 22-63-00) in cruise.
It is also used for rudder autotrim by the RUDDER TRIM function
(Ref. 22-62-00).
- 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.

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Rudder Control
Figure 008

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R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 401-499,
R 501-509, 511-526, 528-599,
(3) Pitch and Aileron Control

(Ref. Fig. 009, 010)
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.

R

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201-249, 251-299, 401-499, 501-509, 511-526,
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Pitch Control
Figure 009

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Aileron Control
Figure 010

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**ON A/C 301-399,
(3) Pitch and Aileron Control

(Ref. Fig. 009, 010)
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
. 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
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.

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**ON A/C ALL
(4) Spoiler Control

(Ref. Fig. 011)
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. 012)
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.

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Spoiler Control
Figure 011

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Nose Wheel Control
Figure 012

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B. Interface with Primary Flight Displays
(1) Presentation
(Ref. Fig. 013)
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. 014)
Each DMC receives:
- a bus from each FMGC on which are routed:
. FD orders,
. AP/FD engagements,
. AP/FD modes,

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AP/FD Information on the PFDs
Figure 013

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Interface Between FMGCs and PFDs
Figure 014

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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.

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F. Selection of FMGC Bus for Display of AP/FD Modes and Landing Capabilities
This selection depends on the engagement of the AP/FD systems.
(1) FD only engaged

Each DMC utilizes the bus selected for the FD orders as per the logic
described in Para. C.
(2) Only one AP engaged

Each DMC utilizes the FMGC bus which corresponds to this AP.
Each PFD displays:
- AP1 or AP2 message depending on the AP engaged
- the modes corresponding to this AP
- the landing capabilities from the FMGC corresponding to the AP
engaged.
(3) Both APs engaged

Each DMC is associated with the corresponding FMGC.
The CAPT (F/O) PFD (PFD1 (2)) displays:
- AP1 + 2 message
- the modes corresponding to AP1 (2)
- the landing capabilities from the FMGC1 (2).

EFF :

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AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - ADJUSTMENT/TEST
___________________________________________________
TASK 22-10-00-710-001
Operational Test of the Takeover and Priority Pushbutton Switches
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE
_______
YOU SUPPLY ELECTRICAL POWER TO THE AIRCRAFT.
1. __________________
Reason for the Job
To do a check of the AP disengagement by the Takeover and Priority

Pushbutton Switches and related warning.
2. ______________________
Job Set-up Information
A. Fixtures, Tools, Test and Support Equipment
-------------------------------------------------------------------------------
REFERENCE QTY DESIGNATION
-------------------------------------------------------------------------------
No specific access platform 1.6 m (5 ft. 3 in.)
B. Referenced Information
-------------------------------------------------------------------------------
REFERENCE DESIGNATION
-------------------------------------------------------------------------------
24-41-00-861-002 Energize the Aircraft Electrical Circuits from the

External Power
24-41-00-862-002 De-energize the Aircraft Electrical Circuits Supplied
from the External Power
31-60-00-860-001 EIS Start Procedure
31-60-00-860-002 EIS Stop Procedure
34-10-00-860-004 IR Alignment Procedure

EFF :

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3. __________
Job Set-up
Subtask 22-10-00-860-050
A. Aircraft Maintenance Configuration
(1) Energize the aircraft electrical circuits

(Ref. TASK 24-41-00-861-002).
(2) Align the ADIRS (two ADIRS are necessary in this test)
(Ref. TASK 34-10-00-860-004).
(3) On the overhead panel, on the FLT CTL panels 23VU and 24VU:
- make sure that the ELAC 1 and 2, SEC 1, 2 and 3, and FAC 1 and 2
pushbutton switches are pushed (the FAULT and OFF legends must be
off).
NOTE : The two ELACs, one SEC and one FAC are necessary for this
____
test.
(4) Do the EIS start procedure

(Ref. TASK 31-60-00-860-001).
Subtask 22-10-00-010-050
B. Get Access
(1) Put the access platform 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.

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Subtask 22-10-00-865-050
C. Make sure that this(these) circuit breaker(s) is(are) closed:
-------------------------------------------------------------------------------
PANEL DESIGNATION IDENT. LOCATION
-------------------------------------------------------------------------------
49VU FLIGHT CONTROLS/ELAC1/NORM/SPLY 15CE1 B11
49VU AUTO FLT/FCU/1 9CA1 B05
49VU AUTO FLT/FMGC/1 10CA1 B02
R 105VU FLIGHT CONTROLS/ELAC2/STBY SPLY 16CE2 A02
R 105VU FLT CTL/ELAC1/STBY SPLY 16CE1 A01
R
121VU AUTO FLT/FCU/2 9CA2 M21
121VU AUTO FLT/FMGC/2 10CA2 M17
121VU AUTO FLT/RUDDER/ARTF/FEEL 14CA N17
121VU AUTO FLT/STICK/LOCK 13CA N16
121VU FLIGHT CONTROLS/ELAC2/NORM/SPLY 15CE2 R20
4. Procedure
_________
Subtask 22-10-00-710-050
A. Do this test:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Make sure that the two FDs are On the upper section of the Captains
engaged. and First Officers PFDs:
- The white 1FD2 indications are in
NOTE : If they are not engaged,
____ view.
push the FD pushbutton
switches on the FCU
(glareshield: 13VU).
2. On the FCU: This pushbutton switch comes on.

- Push the AP1(2) pushbutton On the upper section of the PFDs:
switch to engage the AP1(2). - The white AP1(2) indication comes
into view.
3. On the Captains side stick The AP1(2) disengages.

controller: On the FCU:
- Push then release the Captains - The AP1(2) pushbutton switch goes
takeover and priority off.
pushbutton switch. The warnings related to AP
disengagement occur as follows:
- You can hear the cavalry charge
warning for approximately 1.5
seconds.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- On the glareshield, the red MASTER
WARN lights flash for approximately 3
seconds.
- On the upper ECAM DU, the red AP OFF
indication is shown for approximately
9 seconds.

into view.
5. On the First Officers side stick The AP1(2) disengages.

- Push then release the First - The AP1(2) pushbutton switch goes
Officers takeover and priority off.
seconds.
seconds.
9 seconds.
6. Open the circuit breakers On the overhead panel, on the FLT CTL
15CE1(15CE2) and 16CE1(16CE2). panel 23VU:
- The FAULT legend on the ELAC 1(2)
pushbutton switch comes on.

into view.
8. On the Captains side stick The AP1(2) disengages.


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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push then release the Captains - The AP1(2) pushbutton switch goes
takeover and priority off.
seconds.
seconds.
9 seconds.
9. Close the circuit breakers On the overhead panel, on the FLT CTL
15CE1(15CE2) and 16CE1(16CE2). panel 23VU:
- The FAULT legend of the ELAC 1(2)
pushbutton switch goes off after some
seconds.
10. Do the tests again from step 2 You must get the same results (step by
to step 9 with information step).
between parentheses.
5. Close-up
________
Subtask 22-10-00-860-051
(1) On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector
switches to OFF.
(2) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002).
(3) De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-

002).

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Subtask 22-10-00-410-050
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).

EFF :

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TASK 22-10-00-710-002
Operational Test of Autopilot Disengagement and Locking Devices of the Side

Stick Controller and Rudder Pedals
_______
1. __________________
Reason for the Job
Refer to the MPD TASK: 221000-01
2. ______________________
A. Referenced Information
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
R 29-10-00-863-003 Pressurize the Blue Hydraulic System with a Ground
R Power Supply
29-10-00-864-003 Depressurize the Blue Hydraulic System
29-23-00-863-001 Pressurize the Green Hydraulic System from the Yellow
Hydraulic System through the PTU with the Electric
Pump
29-23-00-864-001 Depressurize the Green and Yellow Hydraulic Systems
after Operation of the PTU
3. __________
Job Set-up
Subtask 22-10-00-860-052

(Ref. TASK 24-41-00-861-002).
(2) Align the ADIRS (two ADIRS are necessary in this test)
(Ref. TASK 34-10-00-860-004).

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(3) On the overhead panel, on the FLT CTL panels (23VU and 24VU):
- make sure that the ELAC 1 and 2, SEC 1, 2 and 3, and FAC 1 and 2
pushbutton switches are pushed (FAULT and OFF legends off). (The
two ELACs, one SEC and one FAC are necessary for this test).
(4) Do the EIS start procedure (Ref. TASK 31-60-00-860-001).
(5) On the center pedestal, on the ECAM control panel, set the F/CTL
page.
(6) Pressurize the aircraft hydraulic systems

(Ref. TASK 29-23-00-863-001) (Ref. TASK 29-10-00-863-003).
Subtask 22-10-00-865-051
B. Make sure that this(these) circuit breaker(s) is(are) closed:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-10-00-710-051
A. Do this test:
NOTE : Ignore the warnings related to this test.

____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
engaged. or the First Officers PFDs:
____ view.
push the FD pushbutton
switches on the FCU
(glareshield: 13VU).

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
2. Open the circuit breaker 10CA2. On the First Officers PFD:
- The 1FD1 indication replaces 1FD2
indication.
3. Operate the rudder pedals to make On the lower ECAM DU, on the F/CTL
a right turn, then a left turn. page:
- The rudder moves in relation with the
command.
Feel the load applied on the pedals.
4. Release the rudder pedals.
5. Move the Captains side stick The side stick controllers move freely.
controller around its axis and
then to zero.
6. Move the First Officers side The side stick controllers move freely.
stick controller around its axis
and then to zero.
7. On the FCU:
- Push the AP1 pushbutton switch This pushbutton switch comes on.
to engage the AP1.
8. Apply an usual load on the rudder Make sure that the load threshold of
pedals. the rudder pedals is more than that of
step 3 (the load you apply to the
pedals must be below the new load
threshold per step 9).
9. Apply a higher load on the rudder The AP1 disengages.

pedals until they move freely.
11. Engage the AP1 again. This pushbutton switch comes on.
12. On the First Officers side

stick controller:
- Apply a usual load in one The side stick controller is locked.

direction

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Apply a higher load until it The AP1 disengages.
moves freely
13. Release the First Officers side

stick controller.
15. Do the step 12 with the You must get the same results as step
Captains side stick controller. 12.
16. Release the Captains side stick

controller.
17. Close the circuit breaker 10CA2, On the First Officers PFD:
and after the safety test, make - The 1FD2 indication replaces the 1FD1
sure that the FD2 engages. indication.
18. Open the circuit breaker 10CA1. On the Captains PFD:

- The 2FD2 indication replaces the 1FD2
indication.
19. Engage the AP2. This pushbutton switch comes on.
20. Apply an usual load on the Make sure that the load threshold of
rudder pedals. the rudder pedals is more than that of
step 3 (the load you apply to the
pedals must be below the new load
threshold per step 21).
21. Apply a higher load on the The AP2 disengages.

rudder pedals until they move
freely.
24. On the First Officers side

stick controller:
- Apply a usual load in one The side stick controller is locked.

direction

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Apply a higher load until it The AP2 disengages.
moves freely
25. Release the First Officers side

stick controller.
27. Do the step 24 with the You must get the same results as those
Captains side stick controller. of step 24.
28. Release the Captains side stick

controller.
29. Close the circuit breaker 10CA1 On the Captains PFD:

and after the safety test, make - The 1FD2 indication replaces the 2FD2
sure that the FD1 engages. indication.
30. Cancel the AP warnings:

- Engage the AP1 or AP2
- Push and release the takeover
and priority pushbutton switch
on Captains or First
Officers 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
________
Subtask 22-10-00-860-053
(1) Depressurize the aircraft hydraulic system

(Ref. TASK 29-23-00-864-001) (Ref. TASK 29-10-00-864-003).
(2) On the overhead panel , on the ADIRS CDU, set the OFF/NAV /ATT
selector switches to OFF.

EFF :

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002).

EFF :

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CES
TASK 22-10-00-710-003
Operational Test of the Vertical Speed and Heading Hold Modes
_______
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE
_______
CLEAR BEFORE YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
1. __________________
Reason for the Job
To do a check of a longitudinal mode and a lateral mode.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
R Power Supply
Pump

EFF :

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CES
3. __________
Job Set-up
Subtask 22-10-00-860-054

(Ref. TASK 24-41-00-861-002).
(2) Make sure that the aircraft is in the ground condition with the
engines shut down.
(3) Align the ADIRS (two ADIRS are necessary for this test)
(Ref. TASK 34-10-00-860-004).
(4) On the overhead panel, on the FLT CTL panels (23VU and 24VU):
- make sure that the ELAC 1 and 2, SEC 1, 2 and 3, FAC 1 and 2
pushbutton switches are pushed (the FAULT and OFF legends are off).
NOTE : One ELAC, one SEC and one FAC are necessary for this test.
____

(Ref. TASK 31-60-00-860-001).
(6) On the center pedestal, on the ECAM control panel, set the F/CTL
page.

(Ref. TASK 29-23-00-863-001)
(Ref. TASK 29-10-00-863-003).
Subtask 22-10-00-865-052
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

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4. Procedure
_________
Subtask 22-10-00-710-053
A. Do this test:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
engaged. and First Officers PFDs:
____ view
push the FD pushbutton - The cyan ALT indications are in view
switches on the FCU - The cyan NAV indications are in view.
(glareshield 13VU) On the FCU:
- The dashes are in view in the SPD,
HDG and V/S windows
- A value is shown in the ALT window
- All the indicator lights are off,
except LAT.

- Push the AP1 (AP2) pushbutton On the PFDs:
switch. - The white AP1 (AP2) indication comes
into view.
3. On the FCU: On the PFDs:

- Pull the V/S-FPA selector knob. - The green V/S indication with cyan
value (+0) comes into view.
- The cyan ALT indication goes out of
view
- The pitch FD bar is shown centered.
On the FCU, in the V/S window:
- The dashes go out of view and are
replaced by the zero value.
- Turn the V/S-FPA selector knob On the FCU:

to UP. - The vertical speed shown in the V/S
window increases positively.
On the PFDs:
- The pitch FD bar moves up.
- The cyan value increases.
On the lower ECAM DU, on the F/CTL
page:

EFF :

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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- The elevators move up (nose-up
command).
- Turn the V/S-FPA knob to DN, to On the FCU:

cancel the vertical 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.
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 On the FCU:

to positively increase the - The heading shown in the HDG window
heading value. 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).
page:
- The right aileron and the right
spoilers move up
- The left aileron moves down
- The rudder moves to right

EFF :

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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- 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 On the PFDs:

to get back to the aircraft - The roll FD bar moves to the center.
heading. - The selected heading index returns to
the center of the heading scale.
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 Captains or First The AP1 (AP2) disengages.

Officers side stick controller: The warnings related to AP
- Push the Captains AP disengagement occur momentarily.
disconnect and priority
pushbutton switch.
5. On the center pedestal, on the On the lower ECAM DU, on the F/CTL
panel 110VU: page:
- Push the RUD TRIM/RESET - The rudder and the rudder trim move
pushbutton switch. back to zero.
On the rudder trim indicator:
R - L or R 00.0 (plus or minus 0.3) is
R shown.
6. On the FCU: On the FCU:

- Push the HDG-V/S/TRK-FPA - The TRK-FPA indication replaces the
selection pushbutton switch. HDG-V/S indication.
On the PFDs:
- The roll and pitch FD bars are
replaced by the Flight Path Director
and Flight Path Vector symbols.
- The green V/S indication with cyan
value reverts to the green FPA
indication with cyan value.

EFF :

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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- The green HDG indication reverts to
the green TRACK indication.
5. Close-up
________
Subtask 22-10-00-860-055
(1) Depressurize the aircraft hydraulic systems

(Ref. TASK 29-23-00-864-001) (Ref. TASK 29-10-00-864-003).
switches to OFF.
(4) De-energize the aircraft electrical circuits

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

EFF :

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CES
TASK 22-10-00-710-004
Operational Test of the FCU Lighting
_______
1. __________________
Reason for the Job
R To do a check of the integral lighting and the window lighting of the FCU.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-10-00-861-053
A. Energize the aircraft electrical circuits

(Ref. TASK 24-41-00-861-002).
Subtask 22-10-00-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
122VU LIGHTING/INSTL LT/GLARE/SHLD 5LF Y05

EFF :

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CES
4. Procedure
_________
Subtask 22-10-00-710-054
A. Do this test:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the glareshield, below the On the FCU:

FCU:
R Set the two potentiometers to - On the front face, the indications go

R their left stop. off.
R - The window lighting goes off.
R 2. Set the left potentiometer to the - All the indications on the front face
R right stop. get brighter.
R 3. Set the right potentiometer to - The window lighting increases.

R the right stop.
R 4. Set the two potentiometers to the - Same result as in step 1.

R left stop.
5. Close-up
________
Subtask 22-10-00-862-053
A. De-energize the aircraft electrical circuits

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

EFF :

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CES
R TASK 22-10-00-710-005
R Operational Test of the Indicator Lights and Displays of the FCU
R WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE
_______
R YOU SUPPLY ELECTRICAL POWER TO THE AIRCRAFT.
R 1. __________________
Reason for the Job
R To do a check of the indicator lights and displays of the FCU.
R 2. ______________________
R A. Referenced Information
R -------------------------------------------------------------------------------
R REFERENCE DESIGNATION
R -------------------------------------------------------------------------------
R 24-41-00-861-002 Energize the Aircraft Electrical Circuits from the

R External Power
R 24-41-00-862-002 De-energize the Aircraft Electrical Circuits Supplied
R from the External Power
R 3. __________
Job Set-up
R Subtask 22-10-00-861-054
R A. Energize the aircraft electrical circuits

R (Ref. TASK 24-41-00-861-002).
R Subtask 22-10-00-865-054
R B. Make sure that this(these) circuit breaker(s) is(are) closed:
R -------------------------------------------------------------------------------
R PANEL DESIGNATION IDENT. LOCATION
R -------------------------------------------------------------------------------
R 49VU AUTO FLT/FCU/1 9CA1 B05
R 49VU AUTO FLT/FMGC/1 10CA1 B02
R 121VU AUTO FLT/FCU/2 9CA2 M21
R 121VU AUTO FLT/FMGC/2 10CA2 M17
R 122VU LIGHTING/TST/BOARD/SPLY 30LP X06

EFF :

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R 4. Procedure
_________
R Subtask 22-10-00-710-055
R A. Do this test:
R -------------------------------------------------------------------------------
R ACTION RESULT
R -------------------------------------------------------------------------------
R 1. On the overhead panel, on the

R panel 25VU:
R - Make sure that the ANN LT
R switch is set to DIM.
R 2. On the panel 25VU: On the FCU:

R - Set the ANN LT switch to TEST. - The 3 green bars on the pushbutton
R switches come on.
R - All the segments in the display
R windows and the three associated
R green indicator lights come on.
R 3. Set the ANN LT switch to DIM. You must get the same result as in
R step 1.
R 5. Close-up
________
R Subtask 22-10-00-862-054
R A. De-energize the aircraft electrical circuits

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

EFF :

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CES
TASK 22-10-00-710-006
Operational Test of the FCU
_______
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. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-10-00-861-055
A. Energize the aircraft electrical circuits

(Ref. TASK 24-41-00-861-002).
Subtask 22-10-00-865-055
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R

EFF :

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Subtask 22-10-00-865-059
C. Make sure that this(these) circuit breaker(s) is(are) open, safetied and
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
**ON A/C 001-049, 051-061, 101-105, 201-203,
Subtask 22-10-00-710-056
A. Do this test:
NOTE : During the test, ignore the visual and aural warnings.
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the FCU, on the EFIS control

section:
- Set the two in Hg/hPa
selector switches to hPa.
2. On the FCU: The FCU shows these values:

- Pull and turn the selector - V/S: +30oo
knobs to change the values in - ALT: 40000
the display windows. - 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.

- Change the values shown. - V/S: -40oo
- ALT: 15800

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- HDG: 95
- SPD: 120
- BARO pressure: 1013
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 At the end of the safety test, the FCU
close the circuit breaker 9CA2. shows these values:
- V/S: +00oo
- ALT: 00100
- HDG: 000
- SPD: 100
The HDG-V/S indication is in view.
view.
11. Close the circuit breaker 9CA1. The FCU shows the same values as in
step 9.

- Push then release the - The TRK-FPA data is shown (indication
HDG-V/S/TRK FPA pushbutton and display windows).
switch.
- Push the pushbutton switch - The HDG-V/S data is shown (indication

again. and display windows)
14. Close the circuit breaker 10CA1.
15. On the FCU, (at the end of the

safety test):
- Pull the SPD-MACH selector - The related display shows SPD 100.
knob.

R

EFF :

001-049, 051-061, 101-105, 201-203, 22-10-00

Page 525
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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push and release the SPD/MACH - The related display window shows
pushbutton switch. MACH .01
or
MACH .10 if the ADIRUs are not set to
OFF.
- Push the pushbutton switch - The related display window shows

again. SPD 100.
R **ON A/C ALL
R Post SB 22-1138 For A/C 001-049,051-061,101-105,201-203,
Subtask 22-10-00-710-056-A
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.

- Pull and turn the selector - V/S: +30oo
knobs to change the values in - ALT: 40000
the display windows. - HDG: 359
- SPD: 399
step 2.

- Change the values shown. - V/S: -40oo

R

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- ALT: 15800
- HDG: 95
- SPD: 120
- BARO pressure: 1013
step 5.
view.
The displays will stay on for some
time.
9. Wait more than 7 minutes and then At the end of the safety test, the FCU
close the circuit breaker 9CA2. shows these values:
- V/S: +00oo
- ALT: 00100
- HDG: 000
- SPD: 100
The HDG-V/S indication is in view.
view.
Note a residual illumination of the LED
values if exists.
11. Close the circuit breaker 9CA1. The FCU shows the same values as in
step 9.

- Push then release the - The TRK-FPA data is shown (indication
HDG-V/S/TRK FPA pushbutton and display windows).
switch.
- Push the pushbutton switch - The HDG-V/S data is shown (indication

again. and display windows)

R

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
15. On the FCU, (at the end of the
safety test):
- Pull the SPD-MACH selector - The related display shows SPD 100.
knob.
- Push and release the SPD/MACH - The related display window shows
pushbutton switch. MACH .01
or
MACH .10 if the ADIRUs are not set to
OFF.
- Push the pushbutton switch - The related display window shows

again. SPD 100.
**ON A/C ALL
5. Close-up
________
Subtask 22-10-00-862-055

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

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TASK 22-10-00-710-007
Operational Test of the Altitude Alert Warning
_______
WARNING : IF HYDRAULIC SYSTEMS ARE PRESSURIZED, THE PITCH TRIM COULD

_______
AUTOMATICALLY GO TO THE NEUTRAL POSITION WHEN YOU GO BACK TO THE
GROUND CONFIGURATION.
1. __________________
Reason for the Job
To do a check of the Altitude Alert Warning.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific circuit breaker(s) safety clip(s)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
32-00-00-860-001 Flight Configuration Precautions with Electrical
Power
32-00-00-860-002 Ground Configuration after Flight Configuration with
Electrical Power

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3. __________
Job Set-up
Subtask 22-10-00-860-056

(Ref. TASK 24-41-00-861-002).

(Ref. TASK 31-60-00-860-001).
(3) 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
B. Take the applicable safety precautions before you open the LGCIU circuit
breakers (Ref. 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 warnings related to this simulation.
Subtask 22-10-00-865-060
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU FWS/FWC1/SPLY 3WW F01
121VU EIS/FWC2/SPLY 2WW Q07

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Subtask 22-10-00-865-062
D. Open, safety and tag this(these) circuit breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU L/G/LGCIU/SYS1/NORM 1GA C09
121VU COM NAV/RAD ALTM/2 1SA2 K12
121VU COM NAV/RAD ALTM/1 1SA1 K11
121VU HYDRAULIC/LGCIU/SYS2 2GA Q35
121VU HYDRAULIC/LGCIU/SYS1/GRND SPLY 52GA Q34
Subtask 22-10-00-860-057
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 Captains
and First Officers PFDs.
4. Procedure
_________
Subtask 22-10-00-710-057
A. Operational Test of the Altitude Alert Warning
NOTE : To do a check of the altitude alert circuit, you must do a check

____
of FCU C/Bs with FWC C/Bs with these pairs of circuit breakers
open:
- 9CA1/2WW
- 9CA1/3WW
- 9CA2/2WW
- 9CA2/3WW

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-------------------------------------------------------------------------------
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.
R 3. On the right side of the FCU: The altitude alert audio warning (C
R - Turn the baro reference chord) operates only once briefly.
R selector knob to set an On the two PFDs, altitude counter
R altitude of 500 ft on the right framework flashes yellow continuously.
altitude counter.
- Turn the baro reference The altitude alert audio warning (C

selector knob to set an chord) operates continuously.
altitude of zero ft on the On the two PFDs, the altitude counter
R right altitude counter. framework flashes amber continuously.
4. In the center of FCU: The altitude audio warning stops.

- Turn the altitude selector knob On the two PFDs, the altitude counter
to set an altitude of 30000 ft framework no longer flashes.
window.
5. Close the circuit breaker 2WW.

Open the circuit breaker 3WW.
Wait for one minute.
NOTE : Push and release the

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

and 3WW.
Open the circuit breakers 9CA2
and 2WW.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
____
WARN) pushbutton switch to
ignore the warnings.
8. In the center of the FCU:

- Turn the altitude selector knob
to set an altitude of 1000 ft
window.
R 9. On the left side of the FCU: The altitude alert audio warning (C
R - Turn the baro reference chord) operates only once briefly.
R selector knob to set an On the two PFDs, altitude counter
R altitude of 500 ft on the left framework flashes yellow continuously.
altitude counter.
R - Turn the baro reference The altitude alert audio warning (C

R selector knob to set an chord) operates continuously.
R altitude of zero ft on the left On the two PFDs, the altitude counter
R altitude counter. framework flashes amber continuously.
10. In the center of FCU: The altitude audio warning stops.

- Turn the altitude selector On the two PFDs, the altitude counter
knob to set an altitude of framework no longer flashes.
30000 ft in the ALT field of
the display window.
11. Close the circuit breaker 2WW.

Open the circuit breaker 3WW.

____
WARN) pushbutton switch
to ignore the warnings.
12. Repeat the steps 8, 9 and 10. Same results as in steps 8, 9 and 10.

and 3WW.

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5. Close-up
________
Subtask 22-10-00-865-063
A. Close these circuit breakers to go back to the ground configuration:

1SA1, 1SA2, 1GA, 2GA, 52GA.
Subtask 22-10-00-860-060
B. After you close the LGCIU circuit breakers, put the aircraft back to the
ground configuration (Ref. TASK 32-00-00-860-002).
Subtask 22-10-00-860-058
C. Aircraft Maintenance Configuration

002).
R

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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. 001)
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. 002)
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).

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FD Engagement
Figure 001

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FD - Engage Hardware Logic
Figure 002

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(a) FLIGHT GUIDANCE HEALTHY logic (FG HLTY)
(Ref. Fig. 003)
1
_ FG HLTY logic on command side
This signal which is consolidated by an FG HLTY signal from
the monitoring channel is generated by the following
monitoring functions:
a
_ Internal monitoring of the guidance
This monitoring function comprises the result of the safety
tests.
These tests are initiated on the ground at power rise (long
cutoff) The devices to be tested are : the memories, the
watchdog, the power supply monitoring circuit, etc.
- Monitoring of the +5V, +15V and -15V powers (supplied
from the aircraft 28 VDC)
This is a cross - monitoring between CMD and MON channels
(the CMD side monitors the MON powers and vice versa)
- Monitoring of the access to the INNER/GUIDANCE common
memory
- Monitoring of the ARINC input and output sequencers
- Monitoring of the monitor ARINC transmissions
- Monitoring of the real-time monitor of the inner loop
processor
- Monitoring of the alpha-floor logic.
b
_ Internal monitoring of the inner loop CPU
This monitoring function comprises:
- Monitoring of the AP output orders
- 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

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FG HLTY Logic
Figure 003

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2
_ FG HLTY logic on monitoring side
This signal which is also consolidated by the FG HLTY signal
from the command channel is generated by the following
monitoring functions:
a
_ Software monitoring of the monitor CPU
This monitoring function comprises:
- Result of the safety tests
- Monitoring of the +5V, +15V and -15V powers of the
command channel
- Monitoring of the command ARINC transmissions
- Monitoring of the AP orders
- Monitoring of the FD orders
- Monitoring of the alpha-floor logic.
b
_ Monitoring of the exceptions of the monitor CPU
c
_ Watchdog activation
(b) FD ENGAGED logic (FD ENGD)

Three conditions are required to obtain FD ENGD
1
_ FD specific conditions (FD COND)
(Ref. Fig. 004)
This logic takes into account the actions on the FD pushbutton
switches on the FCU
(Ref. Fig. 003)
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

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FD Disengagement
Figure 004

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- 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. 005)
(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

R Each FMGC monitors the parameters transmitted by both ILS/MMR
R 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.).

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AP/FD COND Logic
Figure 005

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(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. 006)
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.

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AP/FD/A THR Common Conditions
Figure 006

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(5) FD Command Generation
(Ref. Fig. 007)
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. 008)
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. 009)
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.

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FD Basic Loops
Figure 007

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FD Command Monitoring
Figure 008

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INTENTIONALLY BLANK

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Removal of FD Commands
Figure 009

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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).

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(c) Flight path vector (FPV)
The vector flashes when one of the conditions mentioned above is
present.

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B. AP Engagement
(1) General
The AP is engaged through two pushbutton switches (AP1 and AP2)
located on the center section of the FCU.
In cruise only one AP can be engaged at a time (priority to the last
AP engaged).
Both APs can be engaged when the following modes are active or armed:
- LAND mode
- GO AROUND mode.
In these cases, the AP1 has priority and is active. The AP2 is in
standby and becomes active if the AP1 is lost.
When these modes are released, the AP2 is disengaged automatically.
The AP can be engaged on the ground in any mode with engines stopped.
The AP disengages when one engine is started.
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. 010)
(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:

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- 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

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AP - Engage Hardware Logic
Figure 010

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- 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. 011)
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.

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AP COND Logic
Figure 011

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(4) Generation of AP Commands
(a) Pitch basic loop
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 401-499,

R 501-509, 511-526, 528-599,
(Ref. Fig. 012)
**ON A/C 301-399,
(Ref. Fig. 012A)
**ON A/C ALL
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

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- The aircraft feedbacks : vertical acceleration, pitch angle,
pitch attitude rate and roll angle.
(b) Roll basic loop
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 401-499,

R 501-509, 511-526, 528-599,
(Ref. Fig. 013)
**ON A/C 301-399,
(Ref. Fig. 013A)
**ON A/C ALL
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.

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Pitch Basic Loop
Figure 012

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 401-499, 501-509, 511-526,
22-11-00

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528-599,
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R Pitch Basic Loop
R Figure 012A

R

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Roll Basic Loop
Figure 013

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 401-499, 501-509, 511-526,
22-11-00

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528-599,
CES
R Roll Basic Loop
R Figure 013A

R

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R **ON A/C 001-049, 051-099, 101-149, 201-249, 251-299, 501-509, 511-526,
R 528-599,
(c) Yaw basic loop

(Ref. Fig. 014)
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).
**ON A/C 151-199, 301-399, 401-499,
(c) Yaw basic loop

(Ref. Fig. 014)
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).

R

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201-249, 251-299, 301-399, 401-499, 501-509,
22-11-00

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511-526, 528-599,
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Yaw Basic Loop
Figure 014

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**ON A/C ALL
(d) Deflection command consolidation

(Ref. Fig. 015)
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.
(5) Increase of Load Thresholds on Side Stick Controllers and Rudder

Pedals
(Ref. Fig. 016)
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.

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NOTE : Exceeded load results in AP disconnection.
____
(6) Warnings
(a) AP OFF warning

(Ref. Fig. 017)
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.

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AP Command Generation
Figure 015

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Side Stick Controllers and Rudder Pedals - Locking Logic
Figure 016

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AP OFF Warning
Figure 017

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NOTE : At AP disengagement, and in addition to these warnings
____
the corresponding engagement pushbutton switch on the
FCU goes off.
The AP1 or AP2 or the AP1 + 2 message disappears in the
engagement status column of the FMA on the PFD(s).
(b) AP availability
The FMGC generates an AP INOP message to the FWCs giving the
availability of the associated AP. When this item of information
is present, the AP1 or/and AP2 message is displayed in the INOP
SYS column of the lower display unit of the ECAM system.
Each FMGC takes into account the following items of information
for the availability of the AP:
- Its own validity and the validity of the FM part
- ADR validity
- IR validity
- FCU validity
- Rudder trim availability
- Yaw damper availability
- FAC and characteristic speed validity
- LGCIU validity
- ELAC availability.

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CRUISE MODES - DESCRIPTION AND OPERATION
________________________________________
1. General
_______
R 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.

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C. Synchronization of Modes Between FMGCs
So as to ensure a consistent operation of the AFS, it is mandatory to
have the two FMGCs in operation with the same modes active and armed.
The logic for the selection of the FMGC which has priority takes into
account the engagement of the AP, FD and A/THR functions.
This logic is indicated below.
-------------------------------------------------------------------------------
| AP ENGAGEMENTS | FD ENGAGEMENTS | A/THR ENGAGEMENTS | FMGC HAVING |
|------------------|------------------|-------------------| PRIORITY |
| 1 | 2 | 1 | 2 | 1 | 2 | |
|--------|---------|---------|--------|---------|---------|-------------------|
| 1 | - | - | - | - | - | 1 |
|--------|---------|---------|--------|---------|---------|-------------------|
| 0 | 1 | - | - | - | - | 2 |
|--------|---------|---------|--------|---------|---------|-------------------|
| 0 | 0 | 1 | - | - | - | 1 |
|--------|---------|---------|--------|---------|---------|-------------------|
| 0 | 0 | 0 | 1 | - | - | 2 |
|--------|---------|---------|--------|---------|---------|-------------------|
| 0 | 0 | 0 | 0 | 1 | - | 1 |
|--------|---------|---------|--------|---------|---------|-------------------|
| 0 | 0 | 0 | 0 | 0 | 1 | 2 |
|--------|---------|---------|--------|---------|---------|-------------------|
| 0 | 0 | 0 | 0 | 0 | 0 | 1 (if FMGC valid) |
-------------------------------------------------------------------------------
NOTE : - means : indifferent state

____
In cruise phase and on condition there is at least one AP/FD
engaged, the FMGC which has priority imposes the cruise modes
active and armed to the FMGC which has no priority.
D. Disengagement Principle
The disengagement of a lateral mode is caused by the engagement of a new
lateral mode. The disengagement of a longitudinal mode is caused by the
engagement of a new longitudinal mode.

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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. 001)
(item C)
- through FMS request (acceptance of a preset value upon FMS phase
change Ref. NOTE 1)
- upon the loss of FM speed reference in flight when the PITCH TAKE
OFF, PITCH GO AROUND, GS TRACK and LAND TRACK modes are not
engaged.
The selected control is lost:
- when the automatic speed control is selected
- upon engine start-up on the ground
- upon engagement of the AP or FD on the ground.
NOTE : The speed is preset on the MCDU.

____
NOTE : It is not possible to select selected speed control in the

____
configuration : ground (takeoff), engines running, and FD
engaged.

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Speed Control
Figure 001

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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
available in the FMGC
. when the Expedite mode is engaged.
It is lost when you switch to the selected speed control and on the
ground, when the TAKEOFF, GO AROUND AND TRACK modes are not engaged
and when the validity of V2 disappears.
(3) Speed/Mach Switching

(Ref. Para. 2.C.(3)(b))
- In automatic speed control, switching is controlled by the FM part.
- In manual speed control, the Speed/Mach switching is automatic and
controlled by the FM part according to the switching altitude.
Upon switching, the FCU displays the Mach number (or speed) which
corresponds to the speed (or Mach number) selected and to the
switching altitude.
This automatic switching can be overriden by the pilot through
action on related pushbutton switch (on the FCU) and upon
switching, the display is synchronized on the A/C Mach number (or
speed).

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(4) Target Speed Limitations
The speed control permits to limit the target speed within a margin
which guarantees the maneuverability and safety with respect to the
stalling speed and maximum speed.
The lower limit is the minimum selectable speed VLS which is 30%
higher than the stalling speed.
The upper limit is the maximum operating speed which corresponds to
the structural limits or to buffeting.
In managed speed control, when the target speed is determined by the
FM part (i.e. outside the takeoff, landing and go around phases), the
lower limit is the maneuvering speed (VMAN) 45% higher than the
stalling speed.
All these typical speeds are calculated by the FAC. Their definitions
and the guarantees they provide are described in 22-60-00 : FAC.
(5) Synchronization of the SPD MACH Display of the FCU

When the managed speed control is engaged, the SPD MACH window of the
FCU displays dashes and the associated automatic control light is on.
(Ref. Fig. 001)
(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. 001)
(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. 001)
(item C)
If the pilot does not pull the SPD MACH selector knob within the 10 s
which follow the selection, the dashes are displayed again in the
window and the selection is lost.
The different possibilities of synchronization are:
(a) Display of a reference in the display window which can be caused:

- by the loss of the two FMGCs ; in this case, the window
displays only the speed, and the synchronized value will be the
last acquisition of the A/C speed before the loss of the two
FMGCs.
- by the engagement of the manual speed control or turn action on
the SPD MACH selector knob.
The synchronized value is the aircraft speed or Mach (e.g.
energization of AFS or takeoff without V2).
At takeoff or in go around, the synchronized value cannot be
lower than V2 memorized or GA speed target.

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- by acceptance of a preset value entered on the MCDU.
When the pilot presets a speed or Mach value on the MCDU for
the next flight phase when there is an FMS phase change, the
manual speed control is selected and this value is displayed on
the FCU.
(b) Modification of the speed or Mach reference displayed in the

window, caused by the FMGC:
- when the pilot has preset a speed or Mach value on the MCDU for
the next flight phase, at the FMS phase change, this value is
synchronized
- during climb when the aircraft reaches the SPD-to-MACH
switching altitude, the synchronized value is the Mach number
calculated by the FMS (Mach number which corresponds to the
selected speed and to the switching altitude).
- during descent when the aircraft reaches the MACH-to-SPD
switching altitude, the synchronized value is the speed
calculated by the FMS.
- when the pilot causes a Speed/Mach switching through action on
the related pushbutton switch (on the FCU), the synchronized
value is the aircraft speed or Mach number.
NOTE : Display unit limitations:

____
- between 100 and 399 kts for speed
- between 0.01 and 0.99 for Mach number.

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B. Lateral Modes
(Ref. Fig. 002)
The figure gives:
- the list of lateral modes active in cruise,
- the control laws and references associated with each mode.
(1) Heading or Track Hold Modes (HDG/TRK)

(Ref. Fig. 003)
(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. 003)
(item B).
(a) Operational use

(Ref. Fig. 004)
The HDG/TRK mode can be engaged in flight through pull action on
the heading/track selector knob of the FCU.
At mode engagement, the HDG TRK window of the FCU is synchronized
on the aircraft heading (track).
The HDG/TRK mode enables to acquire and hold the heading (track)
displayed on the FCU.
The selection on the FCU can be performed before or after the
mode engagement.
In fact, with the mode not engaged, the HDG TRK window displays
three dashes and if you turn the heading/track selector knob on
the FCU, the window is synchronized on the aircraft heading
(track).
The pilot can then select a heading (track) which will be taken
into account if he engages the HDG/TRK mode.
If the mode is not engaged within 45 s following the selection,
the dashes are displayed again in the window and the selection is
lost.

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Lateral Modes Active in Cruise
Figure 002

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HDG/TRK Selection
Figure 003

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HDG/TRK Mode
Figure 004

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The acquisition of the heading (track) displayed during the
initial engagement is made in the shortest way. On the contrary,
with the HDG/TRK mode engaged, if a change of selected heading
(track) is made on the FCU, the acquisition of the new heading
(track) will be made following the direction of rotation of the
heading/track selector knob of the FCU for the display.
(b) Elaboration of orders

(Ref. Fig. 005)
This figure gives the principle of elaboration of the AP/FD
orders in HDG/TRK mode.
(c) 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.
(2) Navigation Mode (NAV)
(a) 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.

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HDG/TRK Control Law
Figure 005

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(b) Operational use
(Ref. Fig. 006)
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. 007)
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. 008)
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.
(c) 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
(d) 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. 009)
NOTE : Phi N is a precommand determined by the FM. XTK and TAE

____
are used to slave the aircraft to this predetermined path.
(e) Operational logic

The logic which enables to arm and activate the NAV mode is as
follows :

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1
_ 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.
2
_ 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.
(3) LOC Mode Through LOC Pushbutton Switch
(a) 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.

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Engagement of NAV Mode at Takeoff
Figure 006

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Engagement of NAV Mode (HDG TRK Selector Knob)
Figure 007

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Engagement of NAV Mode (DIRECT TO)
Figure 008

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Horizontal Path Law
Figure 009

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(b) Operational use
(Ref. Fig. 010)
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.
(c) Operational logic
1
_ LOC mode armed
The LOC mode is armed through action on the LOC pushbutton
switch and on condition that:
R - 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.
2
_ 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.

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LOC Mode
Figure 010

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C. Longitudinal Modes
(1) General
(Ref. Fig. 011)
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.
(2) Altitude Acquisition and Hold Modes
(a) Altitude acquisition mode (ALT ACQ)
1
_ 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.
2
_ 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.
a
_ 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)

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- 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. 012)
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. 013)
- 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. 014)
b
_ 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.
3
_ Barometric correction
(Ref. Fig. 015)
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:

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AP/FD Longitudinal Modes Active
Figure 011

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ALT ACQ Mode
Figure 012

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ALT ACQ Mode - Change of Selected Altitude During the Arming Phase
Figure 013

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ALT ACQ Mode - Change of Selected Altitude During the Capture Phase
Figure 014

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Barometric Correction
Figure 015

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- 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.
4
_ Elaboration of orders
(Ref. Fig. 016)
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.
5
_ Operational logic
a
_ 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.
b
_ 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.

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ALT ACQ Control Law
Figure 016

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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.
(b) Altitude hold mode (ALT HOLD)
1
_ Characteristics
This mode permits to hold the altitude selected on the FCU or
the altitude constraint delivered by the FM part.
2
_ 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. 012)
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. 017)
3
(Ref. Fig. 018)
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.
4
_ 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:

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AP Engagement with FD in ALT Mode
Figure 017

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ALT HOLD Control Law
Figure 018

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a
_ 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.
b
_ 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.
(3) 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.
(a) Vertical speed hold mode or flight path hold mode (V/S or FPA).
(Ref. Fig. 019)
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.
1
_ 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.

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V/S FPA Mode Selection
Figure 019

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2
_ Operational use
(Ref. Fig. 020)
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)).
3
_ Altitude hold in V/S FPA mode
(Ref. Fig. 021)
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).

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4
(Ref. Fig. 022)
5
_ 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).

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V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob
Figure 020

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Altitude Hold Through V/S FPA Mode
Figure 021

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V/S FPA Control Laws
Figure 022

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(b) Level change OPEN CLB/OPEN DES mode
1
_ 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.
2
_ 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. 023)
If the selected level is lower than the aircraft level, the
OPEN DES mode is engaged and ensures the descent.
(Ref. Fig. 024)
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. 024)
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. 025)

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.

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OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude
Figure 023

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IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current Altitude
Figure 024

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OPEN CLB Mode - V/S Demand Above Performance Capability
Figure 025

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3
_ 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. 023)
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. 026)
4
(Ref. Fig. 027)
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.
5
_ 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

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- 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.
R (c) Expedite (EXP) mode
R 1
_ Characteristics
R The EXP mode permits to perform level changes with the maximum
R flight path angle in climb as well as in descent.
R During climb, the engagement of this mode activates holding of
R the maneuvering speed on the AP/FD and command of the limit
R thrust by the A/THR.
R During descent, the engagement of the mode activates holding
R of the maximum operating speed and command of reduced thrust
R (IDLE) by the A/THR.

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OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude
Figure 026

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SPD/Mach Control Law
Figure 027

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R 2
_ Operational use
R a
_ Engagement
R (Ref. Fig. 028)
R The expedite mode can be engaged through action on the
R EXPED pushbutton switch on the FCU on condition that :
R - the level selected on the FCU differs from the aircraft
R level,
R - the target speed delivered by the FM part is available.
R The engagement of the EXP mode commands the selection of
R the automatic speed control and acceptance of the target
R speed delivered by the FM part which will be:
R - the maneuvering speed in climb,
R - the maximum operating speed in descent.
R These speeds are computed by the FAC depending on the
R aircraft weight and balance and slat and flap
R configuration.
R The choice between the EXP CLB or EXP DES mode is based on
R the aircraft position with respect to the FCU level.
R (Ref. Fig. 029)
R With this mode engaged, the altitude constraints imposed by
R the FMS are not taken into account and the following
R appears on the FCU:
R - the light for automatic change control is off
R - the green bars on the EXPED pushbutton switch are on
R - the light for automatic level change control is on.
R b
_ Disengagement
R The EXP mode can be disengaged:
R - through pull action on the speed selector knob which
R switches the speed control to manual mode and engages the
R OPEN CLB or OPEN DES mode.
R (Ref. Fig. 030)
R This logic is also applicable to the takeoff and go around
R modes.
R When these modes are active, the guidance is essentially
R dependent on the target speed of the automatic speed
R control.
R The guidance can then no longer be ensured if the manual
R speed control is selected through engagement of any other
R longitudinal mode.
R 3
R In EXP mode, the AP/FD orders are elaborated by the SPD/Mach
R law.
R The A/THR operates in THRUST mode and commands a fixed thrust.

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EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude
Figure 028

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EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude
Figure 029

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EXPED Mode - Disengagement by Selected Speed Selection
Figure 030

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R 4
_ Operational logic
R The EXP mode is engaged through action on the EXPED pushbutton
R switch of the FCU and on condition that:
R - the aircraft has been flying for at least 5 seconds or is on
R the ground with engines shut down,
R - the ALT ACQ mode can be armed,
R - the LAND TRACK mode is not active.
R The EXP mode is active only with the automatic speed control.
R
(4) Level-Change Managed Modes
(a) 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.
(b) 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.

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Whatever the guidance selected, the target parameter values
(thrust, flight path angle, vertical speed, longitudinal path,
Speed/Mach in automatic speed control) are determined by the FM
part.
Only the speed or Mach can be imposed by the pilot if manual
speed control is selected.
In automatic speed control, the target speed and Mach are the
optimum speed and Mach values computed as according to
- weight,
- weather conditions,
- cost index
entered in the MCDU.
The cost index which is the ratio between the time cost and the
fuel cost indicates to what extent one of these parameters must
be privileged with respect to the other.
The CAS/Mach switching is commanded by the FM part when the
aircraft reaches the switching altitude which corresponds to the
optimum speed and Mach of the managed speed control.
The elaboration of the longitudinal flight plan and control in
the vertical plane are described in 22-73-00 -
Performance/Vertical Functions.
(c) Operational use
1
_ 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. 031)
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.
2
_ Arming of the CLB and DES modes
(Ref. Fig. 032)
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.

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Managed Level Change When A/C Altitude < Selected Altitude
Figure 031

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Managed Level Change - Leveling Off Caused by an Altitude Constraint
Figure 032

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When the constraint is released, the FM part commands the
activation of the CLB or DES mode for continuation of the
flight plan.
3
_ Disengagement
(Ref. Fig. 033, 034)
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. 033)
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. 034)
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).
(d) Utilization in takeoff or go around phase

(Ref. Fig. 035)
1
_ 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.

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2
_ 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.
3
_ 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 segment
preceding activation of the cruise phase (Ref. 22-70-00
Flight Management System).
(e) Elaboration of orders

(Ref. Fig. 036)
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.

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Loss of Managed Level Change Prompted by Loss of Managed Lateral Control
Figure 033

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DES Mode Disengagement When Climb Phase is Activated
Figure 034

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CLB Mode in Takeoff Phase
Figure 035

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Vertical Path Control Law
Figure 036

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(f) Operational logic
1
_ 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.
2
_ 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.

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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.
3
_ DES mode armed
The DES mode is armed except in takeoff or go around phases
and on condition that :
- FCU level lower than the aircraft level
- NAV, LOC CPT, LOC TRACK modes active
- flight profile available
and one of the following conditions is met :
- capture of an altitude constraint provided by the FMS
- push action on the altitude selector knob, with ALT ACQ
mode, ALT mode or ALT submode active and provided that FMS
enables arming of DES mode.
The DES mode is disarmed through one of the conditions below:
- engagement of the V/S, FPA, EXP (if fitted), DES, G/S CPT,
FINAL DES, GO AROUND, OPEN CLB, OPEN DES modes
- FCU level higher than the aircraft level
- loss of NAV, LOC CPT, LOC TRACK modes
- switching to takeoff, go around or climb phase
- loss of flight profile validity
- FCU level reduced to the FMS constraint with ALT ACQ mode
active.
4
_ 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.

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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.

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D. 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,

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- lateral control,
- longitudinal control as far as level changes are concerned.
(a) Speed control

The associated light comes on when the managed speed control is
active.
(b) Lateral control

The associated light is on when:
- the lateral guidance is managed, i.e. when the modes below are
active:
. NAV
. LOC CPT
. LOC TRACK
- the managed lateral guidance is armed, i.e. the modes below are
armed:
. NAV
. LOC.
(c) Longitudinal control

The associated light is on when:
- the level change is automatic i.e. when the modes below are
active:
. CLB
. DES
. IM CLB
. IM DES
- the automatic level change is armed when the modes below are
armed:
. CLIMB
. DESCENT.

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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.

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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. 001)
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. 002)
The engagement conditions of the PITCH TAKEOFF mode are shown in
figure.
The engagement condition on the position of the throttle control
levers takes into account the following facts:
- if a FLEX limit has been selected, the mode is engaged as soon
as the MCT/FLX TO gate is reached
- if no FLEX limit has been selected, the mode is engaged as soon
as at least one throttle control lever is positioned beyond the
MCT/FLX TO gate.
It is possible to disengage the PITCH TO mode only by engaging
another longitudinal mode. The mode will be lost further to
selection of selected speed control for engagement of the OPEN
CLB mode (Ref. 22-12-00).

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Takeoff with NAV Armed
Figure 001

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PITCH TAKEOFF Mode - Logic
Figure 002

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(c) Guidance law
(Ref. Fig. 003)
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. 001)
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. 004)
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:

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SRS Control Law
Figure 003

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RUNWAY Mode Logic
Figure 004

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- 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. 005)
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. 006)
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.

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RUNWAY Control Law
Figure 005

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INTENTIONALLY BLANK

22-13-00

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Takeoff with Heading Preset
Figure 006

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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. 007)
(b) Operational use

The ILS approach can be selected:
R - implicitly, through the flight plan definition. In this case,
R the frequency of the ILS/MMR receivers is adjusted
R 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.

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The ROLL OUT sub-mode is engaged at touchdown and provides
guidance on the runway centerline.
As the LAND mode is latched below 400 ft. (switching to LAND
TRACK), it can be de-activated only by engaging the GO AROUND
mode. Actions on the FCU are no longer taken into account.
NOTE : The GLIDE mode can only be captured after LOC mode
____
capture. However the GLIDE capture can be independent from
the LOC capture (option activated by pin programming).
(c) Engage logic
1
_ LAND mode arming
(Ref. Fig. 008)
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.

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ILS Approach
Figure 007

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LAND Mode Arm - Logic
Figure 008

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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. 009)
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. 010)
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. 009)
The flare phase is initiated when the flare condition is
activated.
(d) Display
(Ref. Fig. 011)
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:

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Active LOC and GLIDE Modes - Capture Conditions
Figure 009

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LAND TRACK Logic
Figure 010

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FMA Displays
Figure 011

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CES
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. 012)
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. 013)
The computation principle of the guidance law is given in
figure.

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LOC Law - Computation Principle
Figure 012

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LOC CPT Control Law
Figure 013

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b
_ LOC track phase
(Ref. Fig. 014)
The computation principle of the law in the LOC TRACK phase
is given in figure.
c
_ Align phase
(Ref. Fig. 014)
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. 015)
figure.
2
_ Longitudinal axis
a
_ GLIDE capture and track phase
(Ref. Fig. 016)
The principle of the guidance law is given in figure.
b
_ FLARE phase
(Ref. Fig. 017)
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.

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LOC TRACK and ALIGN Control Law
Figure 014

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ROLL OUT Control Law
Figure 015

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INTENTIONALLY BLANK

22-13-00

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GLIDE Capture and Track Phase
R Figure 016

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May 01/03

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FLARE Control Law
R Figure 017

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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
R - 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
R - 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.

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- 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.
NOTE : Below 100 ft. (radio altimeter), LAND 3 FAIL PASSIVE and
____
LAND 3 FAIL OPERATIONAL categories are memorized until the
LAND TRACK mode is disengaged or the 2 APs are disengaged.
A failure occuring below 100 ft. will thus not cause any
capability downgrading.
The CAT1, CAT2, CAT3 SINGLE and CAT3 DUAL messages are displayed
on the FMA according to the landing capabilities sent by the
FMGCs.
-------------------------------------------------------------------
| CAPABILITY | FMA |
-------------------------------------------------------------------
R | LAND 3 FAIL OPERATIONAL (FO) | CAT 3 DUAL |
|------------------------------------|----------------------------|
R | LAND 3 FAIL PASSIVE (FP) | CAT 3 SINGLE |
|------------------------------------|----------------------------|
| LAND 2 | CAT 2 |
|------------------------------------|----------------------------|
R | LAND ARM or LAND TRACK | CAT 1 |
R
-------------------------------------------------------------------
(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.

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CES
- 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:
- 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:

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- with the LOC CPT, LOC TRACK, LAND TRACK and above 15 ft.
RA when the ground transmission of the LOC is
interrupted.
(2) FMS Approach (AREA NAV or R.NAV)
(a) Characteristics
This mode provides lateral and longitudinal guidance of the
aircraft along a theoretical profile defined by the flight plan
(Ref. 22-73-00).
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. 018)
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. 019)
The arming logic of the FINAL DES mode is shown in figure.
The arming logic of the NAV mode is described in 22-12-00.
2
_ Disarming of NAV and FINAL DES modes
This is commanded by:
- action on the APPR pushbutton switch
- action on the LOC pushbutton switch with the ILS signal
available (the LOC mode is armed)
3
_ De-activation of active NAV and/or FINAL DES modes
The de-activation is commanded by:
- action on the APPR pushbutton switch which engages the
V/S-FPA mode if the FINAL DES mode is active and the
HDG/TRACK mode if the NAV mode is active.
- push action on the LOC pushbutton switch if the ILS is
available which arms the LOC mode and activates the
HDG/TRACK mode if the NAV mode is active and the V/S-FPA
mode if the FINAL DES mode is active.

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AREA NAV Approach
Figure 018

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FINAL DES Mode - Logic
Figure 019

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- 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.
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
. 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

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C. GO AROUND Mode
(1) Principle
(Ref. Fig. 020)
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. 021)
Engagement of the GO AROUND mode results in:
- engagement of the PITCH GO AROUND mode on the pitch axis
- engagement of the ROLL GO AROUND mode on the roll axis.
The PITCH GO AROUND mode can only be disengaged by engaging another
longitudinal mode.
The ROLL GO AROUND mode can only be disengaged by engaging another
lateral mode.
When in PITCH GO AROUND mode, engagement of a cruise mode is possible
only above 100 ft RA.
In dual-AP configuration, disengagement of the GO AROUND mode on one
axis causes disconnection of the AP2.
(3) Command Generation
(a) Pitch axis

Engagement of the PITCH GO AROUND mode calls the SRS guidance law
described in Para. 2.A.(2)(c). The speed reference is the
aircraft speed memorized when the GA mode was engaged. However
this reference speed cannot be lower than the approach speed
memorized at 700 ft. during approach.
(b) Roll axis

Engagement of the ROLL GO AROUND mode calls the TRACK guidance
law (Ref. Para. 2.A.(3)(c)).
The path reference of the guidance law is the path followed by
the aircraft when the ROLL GO AROUND mode is engaged.

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(4) Heading/Track Preset
The heading/track preset function is available in LOC CPT, LOC TRACK,
LAND TRACK and ROLL GO AROUND modes if the pilot selects a
heading/track value on the FCU.
In ROLL GO AROUND mode, the NAV mode can be armed only by push action
on the heading/track selector knob on the FCU. The preset function
can be cancelled as described in Para. 2.A.(3)(d).

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GO AROUND Mode
Figure 020

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GO AROUND Logic (Pitch and Roll Axes)
Figure 021

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D. Display of Common Modes
(1) Flight Mode Annunciator (FMA)
(a) General rules

The common modes are always displayed in plain language. The
first line indicates the active mode in green.
The second line indicates the armed mode in cyan.
In automatic landing configuration, when LAND TRACK is engaged,
the message is displayed in the section common to the lateral and
longitudinal modes.
(b) List of messages

- Lateral mode section:
1st line : RWY, LOC*, LOC, APP NAV, GA TRK, RWY TRK
2nd line : LOC, APP NAV, NAV
- Longitudinal mode section:
1st line : SRS, G/S*, G/S, FINAL
2nd line : G/S, FINAL
- Common section:
LAND, FLARE, ROLL OUT
- Landing category section:
CAT1, CAT2, CAT3, CAT3
SINGLE DUAL
(2) Automatic - Control Indicator Lights on FCU
(a) Lateral control

The associated indicator light comes on in the following cases:
- lateral guidance is managed, i.e. the following modes are
active:
RUNWAY
LOC CPT
LOC TRACK
LAND TRACK
NAV
GO AROUND.
- managed lateral guidance is armed, i.e. the following modes are
armed:
LOC
NAV.
(b) Longitudinal control

The associated indicator light comes on in the following cases:
- longitudinal guidance is managed, i.e. the following modes are
active:
TAKEOFF

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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.

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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).
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).

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2. __________________
Component Location
(Ref. Fig. 001, 002)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1CA1 FMGC-1 83VU 122 824 22-83-34
1CA2 FMGC-2 84VU 128 824 22-83-34
2CA FCU 13VU 211 831 22-81-12
3CA1 MCDU-1 11VU 211 831 22-82-12
3CA2 MCDU-2 11VU 211 831 22-82-12
7CA1 P/BSW-A/THR INST DISC, CAPT 211VU 210 831 22-31-00
7CA2 P/BSW-A/THR INST DISC, F/O 210VU 210 831 22-31-00
1CC1 FAC-1 83VU 127 824 22-66-34
1CC2 FAC-2 84VU 128 824 22-66-34
1KS1 EIU-1 85VU 127 824 73-25-34
1KS2 EIU-2 86VU 128 824 73-25-34
3. __________________
System Description
A. Autothrust System
(Ref. Fig. 003)
B. Engine Thrust Control Modes
(Ref. Fig. 004)
(1) Manual thrust control

In this mode, the thrust is dependent on the position of the throttle
control levers.
(a) Throttle definition

(Ref. Fig. 005)
1
_ The throttle control levers move over a sector divided into
three separate sections:
- rear section : application of reverse thrust
- center section : normal throttle control levers displacement
in flight from idle to max. climb (CL) thrust. The forward
position of this section corresponds to the selection of the
CL thrust limit (gate).
- forward section : it has two mechanical devices which allow
to select thrust limit modes below MCT/FLX TO (gate) and
TO/GA (stop).

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Cockpit - Location of Controls and Indications
Figure 001

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Electronics Rack - Location of Computers
Figure 002

EFF :

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Autothrust System - Block Diagram
Figure 003

EFF :

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Thrust Setting
Figure 004

EFF :

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Throttle Definition
Figure 005

EFF :

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2
_ Each ECU/EEC (one per engine) associates a thrust (N1/EPR CMD)
with the position of the corresponding throttle control lever.
(b) Selection of the limit thrust modes
1
_ Principle
The selection of the limit thrust modes (CL, MCT, FLX TO,
TO/GA) is made when the throttle control levers are placed in
one of the gates (or stops) below:
- CL (gate)
- MCT/FLX TO (gate)
- TO/GA (stop).
When the throttle control levers are between two positions,
the limit thrust mode selected is the one which corresponds to
the most advanced position.
2
_ Initialization on the ground
On the ground, with engines stopped, the computation of the
limit thrust is initialized on the mode which corresponds to
the position of the throttle control levers.
On the ground, with engines running, the computation of the
limit thrust is made in the TO/GA mode.
3
_ Specific case of FLX TO mode - FLX TO/MCT switching
As the gates for the FLX TO/MCT modes correspond to a same
position, a specific logic has been adopted for the selection
of these modes:
- On the ground
If a fictitious temperature (FLX TO temperature) higher than
the TAT is entered on the MCDU (TAKEOFF page), the limit
thrust computation is made in FLX TO mode.
The fictitious temperature is shown on the ECAM display unit
together with the engine parameters as long as the FLX TO
mode is engaged.
For safety reasons, the fictitious temperature is frozen at
takeoff as soon as a throttle control lever reaches the CL
position.
- In flight
The FLX TO-to-MCT switching is made when the throttle
control levers are moved from the FLX TO/MCT position to
another position (TO/GA or CL) and returned to the FLX
TO/MCT position.

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(2) Autothrust control
In this mode, the thrust is computed by the autothrust (A/THR)
system.
The A/THR function engaged can be:
(a) Active
Two cases are considered:
1
_ Case 1 : Alpha floor protection inactive:
With the two throttle control levers between IDLE and CL, the
engines are controlled by the A/THR function. However, the
ECU/EEC limits the control of each engine to a max. rate
depending on the position of the throttle control lever.
NOTE : When the A/THR function is engaged, the normal position

____
of the throttle control levers is the CL gate
(two-engine operation) or the MCT gate (in the event of
an engine failure).
The throttle control levers shall be positioned outside
the gates only if the pilot wishes to limit the max.
thrust.
2
_ Case 2 : Alpha floor protection active
The A/THR-controlled thrust is equal to the TO/GA thrust for
any control lever position.
For safety reasons, each ECU/EEC gives a low limit to the
controlled thrust, according to the rate which corresponds to
the position of the throttle control lever.
(b) Not active

As soon as one throttle control lever is placed outside the
IDLE-MCT zone, the two engines are controlled by the position of
the throttle control levers.
This lasts as long as the Alpha floor protection is not activated
and if at least one throttle control lever stays beyond the
IDLE-MCT zone.
(3) Memothrust control

In this mode, the thrust is frozen at the loss of the autothrust
control.
Upon the disengagement of the A/THR function (which occurs in its
active phase), the thrust is frozen for the engines on which the
associated throttle control lever is in the CL or MCT gate.
NOTE : If a throttle control lever is not in one of the CL or MCT

____
gates, there is a return to the manual thrust control on the
corresponding engine.

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CES
The controlled thrust of each engine becomes again dependent on the
position of the throttle control lever as soon as the associated
lever is outside the CL or MCT gates.

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AUTOTHRUST - DEACTIVATION/REACTIVATION
______________________________________
TASK 22-30-00-040-004
Check of the Throttle Control Units
1. __________________
Reason for the Job
Refer to the MMEL TASK: 22-30-01

AUTO FLIGHT
Autothrust Function
(FAA only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific warning notice
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-30-00-860-059

(Ref. TASK 24-41-00-861-002).
(2) Do the EIS start procedure (Upper ECAM DU and lower ECAM DU only)
(Ref. TASK 31-60-00-860-001)

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Page 401
Nov 01/07
R
CES
(3) On the center pedestal, make sure that all the throttle control
levers are set to IDLE (0 degree TLA).
(4) On the maintenance panel 50VU:

- release the ENG FADEC GND PWR 1 and 2 pushbutton switches (The ON
legend of these pushbutton switches comes on).
Subtask 22-30-00-865-062
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU ENGINE/2/FADEC A/AND EIU 2 2KS2 A05
R 121VU ENGINE/IGN/ENG2/SYS B 3JH2 P42
R 121VU ENGINE/IGN/ENG1/SYS B 3JH1 P41
R 121VU ENGINE/IGN/ENG2/SYS A BAT 2JH2 P40
R 121VU ENGINE/IGN/ENG1/SYS A BAT 2JH1 P39
121VU ENGINE/ENG2/FADEC B 4KS2 Q40
121VU ENGINE/ENG1/FADEC B/AND EIU 1 4KS1 R41
4. Procedure
_________
**ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 301-399,

401-499,
Subtask 22-30-00-710-059
A. Operational Test of the Throttle Control Units
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Open circuit breakers 2KS1, 2KS2.
2. On the center pedestal: On the upper ECAM display unit:

- move the ENG1 and 2 throttle - the small circles on N1 indications
control levers. follow the position of the throttle
control levers.
- move the throttle control

levers to IDLE position.

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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
3. Close circuit breakers 2KS1,
2KS2.
4. Open circuit breakers 4KS1, 4KS2.
5. On the center pedestal: On the upper ECAM display unit:

- move the ENG1 and 2 throttle - the small circles on N1 indications
control levers.

6. Close circuit breakers 4KS1,

4KS2.
R **ON A/C 501-509, 511-526, 528-599,
Subtask 22-30-00-710-059-A
A. Operational Test of the Throttle Control Units
R WARNING : MAKE SURE THAT YOU OPEN THE CIRCUIT BREAKERS AS FOLLOWS:
_______
R - 1JH, 2JH1 AND 3JH1 BEFORE 2KS1
R - 1JH, 2JH2 AND 3JH2 BEFORE 2KS2.
R IF YOU DO NOT OBEY THIS SEQUENCE, THERE IS A RISK OF
R ELECTROCUTION. THIS IS BECAUSE YOU WILL START CONTINUOUS
R IGNITION IF YOU OPEN CIRCUIT BREAKER 2KS1 OR 2KS2 FIRST.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R 1. On the panel 121VU:

R - open circuit breakers 2JH1,
R 3JH1, 2JH2 and 3JH2.

R - open circuit breakers 1JH, 2KS1
R and 2KS2.
R 3. On the center pedestal: On the upper ECAM display unit:

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499, 501-509,
22-30-00

Page 403
Feb 01/10
511-526, 528-599,
CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- move the ENG1 and 2 throttle - the thrust limit mode indication and
control levers. the EPR value limit follow the
position of the throttle control
levers.

R 4. Close circuit breakers 2KS1,

2KS2.
R 5. Open circuit breakers 4KS1, 4KS2.
R 6. On the center pedestal: On the upper ECAM display unit:

- move the ENG1 and 2 throttle - the small circles on EPR indications
control levers.

R 7. Close circuit breakers 4KS1, 4KS2

R and then close circuit breakers
R 1JH, 2JH1, 3JH1, 2JH2 and 3JH2.
**ON A/C ALL
5. Close-up
________
Subtask 22-30-00-860-060
A. Put the aircraft back to its initial configuration.
(1) On the maintenance panel 50VU:

- push the ENG FADEC GND PWR 1 and 2 pushbutton switches (The ON
legend of these pushbutton switches goes off).
(3) Put a warning notice in the cockpit to tell the crew that the
autothrust function does not operate.
(4) Make an entry in the logbook.

EFF :

ALL 22-30-00

Page 404
Feb 01/10

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

EFF :

ALL 22-30-00

Page 405
Feb 01/10

CES
AUTOTHRUST - ADJUSTMENT/TEST
____________________________
TASK 22-30-00-710-003
Operational Test of the Engine / Autothrust System Isolation (with AIDS)
1. __________________
Reason for the Job
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-30-00-860-056

(Ref. TASK 24-41-00-861-002).
(2) Make sure that the ventilation of the electronics racks operates
correctly.
(3) Align the IRs.
NOTE : Two ADIRSs are necessary to do this test (Ref. TASK 34-10-00-
____
860-004).
(4) On the maintenance panel 50VU, release the ENG/FADEC GND PWR 1 and 2
pushbutton switches (ON legends on).
(5) Check that the throttle control levers are in the IDLE STOP position.

EFF :

ALL 22-30-00

Page 501
Feb 01/01
R
CES
(6) On the glareshield, on the FCU, push the FD pushbutton switches to
disengage the FDs (the legends are off).
Subtask 22-30-00-865-061
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
121VU ENGINE/ENG2/FADEC B 4KS2 Q40
121VU ENGINE/ENG1/FADEC B/AND EIU 1 4KS1 R41
R 4. Procedure
_________
R **ON A/C 001-049, 051-099, 101-105, 201-202,
R Subtask 22-30-00-710-060-A
R A. Do this test:
R -------------------------------------------------------------------------------
R ACTION RESULT
R -------------------------------------------------------------------------------
R 1. On the MCDU menu: The AIDS menu comes into view.

R - push the line key adjacent to
R AIDS indication.
R 2. On the AIDS menu: The AIDS PARAM CALL-UP page comes into
R - push the line key adjacent to view.
R the CALL-UP PARAM indication.
R 3. On the AIDS PARAM CALL-UP page: The AIDS PAR LAB CALL-UP page comes
R - push the line key adjacent to into view.
R the PARAM LABEL CALL-UP
R indication.
R 4. On the MCDU scratchpad:

R - enter the parameter:

EFF :

ALL 22-30-00

Page 502
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R 7C/1/354/01.
R 5. On the AIDS PAR LAB CALL-UP page: 7C, 1, 354, 01 come into view in their
R - push the line key 1L. associated boxes with label 354 bits
R status.

R 7C/2/354/10.
R 7. On the AIDS PAR LAB CALL-UP page: 7C, 2, 354, 10 come into view in their
R - push the line key 4L. associated boxes with label 354 bits
R status.
R 8. On the overhead C/B panel 49VU:

R - open the circuit breaker 10CA1.
R 9. On the glareshield, on the FCU: On the FCU, the A/THR pushbutton switch
R - push the A/THR pushbutton comes on.
R switch. On the PFDs:
R - green SPEED comes into view,
R - white A/THR comes into view.
R On the MCDU, on the AIDS PAR LAB

R CALL-UP page, check that the bit 27 of
R the label 354 is set to 0.
R 10. On the right throttle lever: On the FCU, the A/THR pushbutton switch
R - push the A/THR instinctive goes off.
R disconnect pushbutton switch. On the PFDs:
R - green SPEED goes out of view,
R - white A/THR goes out of view.

R CALL-UP page check that bit 27 of label
R 354 remains to 0.
R 12. On the right throttle lever: The A/THR pushbutton switch goes off.

R

EFF :

001-049, 051-099, 101-105, 201-202, 22-30-00

Page 503
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R - push the A/THR instinctive On the PFDs:
R disconnect pushbutton switch. - green SPEED goes out of view,
R Keep it pushed for more than - white A/THR goes out of view.
R 15 seconds.

R CALL-UP page, check that bit 27 of
R label 354 is set to 1.
R 13. On the rear C/B panel 121VU: At the end of the safety test, the
R - open and close the circuit triple click aural warning sounds.
R breaker 10CA2 (wait for safety
R tests).

R CALL-UP ppage, check that bit 27 of
R label 354 remains to 1.
R 14. On the panel 115VU: On the MCDU, on the AIDS PAR LAB
R - move the ENG 1&2 MASTER switch CALL-UP page, check that the bit 27 of
R from OFF to ON then back label 354 is set to 0.
R to OFF to reset the EEC.

R the label 354 remains to 0.
R 16. On the left throttle lever: On the FCU, the A/THR pushbutton switch

R 354 remains to 0.

R

EFF :

001-049, 051-099, 101-105, 201-202, 22-30-00

Page 504
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R 18. On the left throttle lever: The A/THR pushbutton switch goes off.
R 15 seconds.

R tests).

R 21. On the overhead C/B panel 49VU: At the end of the safety test, the
R - close the circuit breaker triple click aural warning sounds.
R 10CA1 (wait for safety test).
R 22. On the rear C/B panel 121VU:

R - open the circuit breaker
R 10CA2.

EFF :

001-049, 051-099, 101-105, 201-202, 22-30-00

Page 505
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

R 354 remains to 0.
R 15 seconds.

R tests).


EFF :

001-049, 051-099, 101-105, 201-202, 22-30-00

Page 506
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


R 354 remains to 0.
R 15 seconds.

R tests).


EFF :

001-049, 051-099, 101-105, 201-202, 22-30-00

Page 507
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
34. On the panel 115VU: On the MCDU, on the AIDS PAR LAB
- move the ENG 1&2 MASTER switch CALL-UP page, check that the bit 27 of
from OFF to ON then back label 354 is set to 0.
to OFF to reset the EEC.
35. On the rear C/B panel 121VU:

- close the circuit breaker
10CA2.
R **ON A/C 106-149, 211-249, 251-299, 301-399, 401-499,
Subtask 22-30-00-710-060-B
A. Do this test:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU menu: The AIDS PARAMETER CALL UP menu comes

- push the line key adjacent to into view.
AIDS indication.
2. On the AIDS PARAMETER CALL UP The AIDS: LABEL CALL-UP CTRL page comes
menu: into view.
- push the line key adjacent to
the LABEL indication.
3. On the AIDS: LABEL CALL-UP CTRL The AIDS: LABEL CALL-UP page comes into
page: view.
the LABEL MENU DISPLAY
4. On the MCDU scratchpad:

- enter the parameter:
07C/1/354/01.
5. On the AIDS: LABEL CALL-UP page: 7C, 1, 354, 01 come into view in their
- push the line key 1L. associated boxes with label 354 bits
status.


R

EFF : 001-049, 051-099, 101-149, 201-202,
211-249, 251-299, 301-399, 401-499,
22-30-00

Page 508
Nov 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
07C/2/354/10.
status.
8. On the overhead C/B panel 49VU:

- open the circuit breaker 10CA1.
9. On the glareshield, on the FCU: On the FCU, the A/THR pushbutton switch
- push the A/THR pushbutton comes on.
switch. On the PFDs:
- green SPEED comes into view,
- white A/THR comes into view.
On the MCDU, on the AIDS: LABEL CALL-UP

page, check that bit 27 of label 354 is
set to 0.
10. On the right throttle lever: On the FCU, the A/THR pushbutton switch
- push the A/THR instinctive goes off.
disconnect pushbutton switch. On the PFDs:
- green SPEED goes out of view,
- white A/THR goes out of view.

page, check that bit 27 of label 354
remains to 0.
12. On the right throttle lever: The A/THR pushbutton switch goes off.
- push the A/THR instinctive On the PFDs:
disconnect pushbutton switch. - green SPEED goes out of view,
Keep it pushed for more than - white A/THR goes out of view.
15 seconds.

set to 1.

R

EFF :
401-499,
106-149, 211-249, 251-299, 301-399, 22-30-00

Page 509
Nov 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
13. On the rear C/B panel 121VU: At the end of the safety test, the
- open and close the circuit triple click aural warning sounds.
breaker 10CA2 (wait for safety
tests).
On the MCDU, on the AIDS: LABEL

CALL-UP ppage, check that bit 27 of
label 354 remains to 1.
14. On the panel 115VU: On the MCDU, on the AIDS: LABEL CALL-UP
- move the ENG 1&2 MASTER switch page, check that bit 27 of label 354 is
from OFF to ON then back set to 0.

remains to 0.
16. On the left throttle lever: On the FCU, the A/THR pushbutton switch

page check that bit 27 of label 354
remains to 0.
18. On the left throttle lever: The A/THR pushbutton switch goes off.

R

EFF :
401-499,
106-149, 211-249, 251-299, 301-399, 22-30-00

Page 510
Nov 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
15 seconds.

set to 1.
tests).

21. On the overhead C/B panel 49VU: At the end of the safety test, the
- close the circuit breaker triple click aural warning sounds.
10CA1 (wait for safety test).

- open the circuit breaker
10CA2.

set to 0.

R

EFF :
401-499,
106-149, 211-249, 251-299, 301-399, 22-30-00

Page 511
Nov 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
remains to 0.
15 seconds.

set to 1.
tests).

remains to 1.
- move the ENG 1&2 MASTER switch page, check that the bit 27 of label
from OFF to ON then back 354 is set to 0.

page, check that the bit 27 of the

R

EFF :
401-499,
106-149, 211-249, 251-299, 301-399, 22-30-00

Page 512
Nov 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

remains to 0.
15 seconds.

set to 1.
tests).


10CA2.

R

EFF :
401-499,
106-149, 211-249, 251-299, 301-399, 22-30-00

Page 513
Nov 01/08

CES
R **ON A/C 151-199, 203-210,
R Subtask 22-30-00-710-060
R A. Do this test:
R -------------------------------------------------------------------------------
R ACTION RESULT
R -------------------------------------------------------------------------------
R 1. On the MCDU menu: The AIDS menu comes into view.

R AIDS indication.
R 2. On the AIDS menu: The AIDS PARAM LABEL CALL-UP page comes
R - push the line key adjacent to into view.
R the CALL-UP PARAM LAB
R indication.

R 07C/1/354/01.
R 4. On the AIDS PARAM LABEL CALL-UP 7C, 1, 354, 01 come into view in their
R page: associated boxes with label 354 bits
R - push the line key 1L. status.

R 07C/2/354/10.
R 6. On the AIDS PARAM LABEL CALL-UP 7C, 2, 354, 10 come into view in their
R page: associated boxes with label 354 bits
R - push the line key 4L. status.
R 7. On the overhead C/B panel 49VU:

R - open the circuit breaker 10CA1.

EFF :

151-199, 203-210, 22-30-00

Page 514
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R On the MCDU, on the AIDS PARAM LABEL

R 354 remains to 0.
R 15 seconds.

R tests).

R 13. On the panel 115VU: On the MCDU, on the AIDS PARAM LABEL

EFF :

151-199, 203-210, 22-30-00

Page 515
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


R 354 remains to 0.
R 15 seconds.

R tests).


EFF :

151-199, 203-210, 22-30-00

Page 516
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R - close the circuit breaker triple click aural warning sounds.
R 10CA1 (wait for safety test).
R 21. On the rear C/B panel 141VU:

R - open the circuit breaker
R 10CA2.


R 354 remains to 0.
R 15 seconds.

EFF :

151-199, 203-210, 22-30-00

Page 517
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R 26. On the overhead C/B panel 49VU: On the MCDU, on the AIDS PARAM LABEL
R - open and close the circuit CALL-UP page, check that bit 27 of
R breaker 10CA1 (wait for safety label 354 remains to 1.
R tests).
R At the end of the safety test, the

R triple click aural warning sounds.


R 354 remains to 0.

EFF :

151-199, 203-210, 22-30-00

Page 518
Feb 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
15 seconds.
On the MCDU, on the AIDS PARAM LABEL

CALL-UP page, check that bit 27 of
label 354 is set to 1.
tests).
On the MCDU, on the AIDS PARAM LABEL

33. On the panel 115VU: On the MCDU, on the AIDS PARAM LABEL
- move the ENG 1&2 MASTER switch CALL-UP page, check that the bit 27 of
from OFF to ON then back label 354 is set to 0.

10CA2.

R

EFF :

151-199, 203-210, 22-30-00

Page 519
Nov 01/07

CES
R **ON A/C 501-509, 511-526, 528-599,
Subtask 22-30-00-710-060-C
A. Do this test:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU menu: The AIDS PARAMETER CALL UP menu comes

- push the line key adjacent to into view.
AIDS indication.
2. On the AIDS PARAMETER CALL UP The AIDS: LABEL CALL-UP CTRL page comes
menu: into view.
the LABEL indication.
3. On the AIDS: LABEL CALL-UP CTRL The AIDS: LABEL CALL-UP page comes into
page: view.
the LABEL MENU DISPLAY

07C/1/146/01.
status.

07C/2/146/10.
status.
8. On the overhead C/B panel 49VU:

- open the circuit breaker 10CA1.

R

EFF :

501-509, 511-526, 528-599, 22-30-00

Page 520
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


remains to 0.
15 seconds.

set to 1.
tests).


R

EFF :

501-509, 511-526, 528-599, 22-30-00

Page 521
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


remains to 0.
15 seconds.

set to 1.
tests).

R

EFF :

501-509, 511-526, 528-599, 22-30-00

Page 522
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- close the circuit breaker triple click aural warning sounds.
10CA1 (wait for safety test).

- open the circuit breaker
10CA2.


remains to 0.

R

EFF :

501-509, 511-526, 528-599, 22-30-00

Page 523
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
15 seconds.

set to 1.
tests).

remains to 1.


remains to 0.

R

EFF :

501-509, 511-526, 528-599, 22-30-00

Page 524
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
15 seconds.

set to 1.
tests).


10CA2.

R

EFF :

501-509, 511-526, 528-599, 22-30-00

Page 525
Feb 01/10

CES
**ON A/C ALL
5. Close-up
________
Subtask 22-30-00-860-057
(1) On the maintenance panel 50VU, push the ENG/FADEC GND PWR 1 and 2
pushbutton switches (ON legends go off).

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

EFF :

ALL 22-30-00

Page 526
Nov 01/07

CES
AUTOTHRUST ENGAGEMENT - DESCRIPTION AND OPERATION
_________________________________________________
1. _______
General
The A/THR function can be engaged in three different ways:
- When the A/THR pushbutton switch on the FCU is pushed in, with aircraft on
the ground and engines stopped or in flight at an altitude higher than 100
feet (except in LAND TRACK phase)
- Automatically further to the engagement of the AP/FD TAKE OFF or GO AROUND
modes
- Automatically if the ALPHA FLOOR condition elaborated in the FAC is
present and if the altitude is higher than 100 feet.
The engagement logic is explained in Para. 2.C.
R **ON A/C 151-199, 401-499,
The ALPHA FLOOR activation is not possible in the engine stopped and flaps
**ON A/C ALL
2. __________________
System Description
A. FMGC Priorities at FCU Level

The FMGC which has priority, depending on the AP/FD and the A/THR
engagement, controls the engine thrust.
The logic below defines the FMGC which has priority:
-------------------------------------------------------------------------------
| AP engagement | FD engagement | A/THR engagement | FMGC |
|--------------------|---------------------|---------------------| having |
| FMGC1 | FMGC2 | FMGC1 | FMGC2 | FMGC1 | FMGC2 | priority |
|---------|----------|----------|----------|----------|----------|------------|
| 1 | - | - | - | - | - | 1 |
| 0 | 1 | - | - | - | - | 2 |
| 0 | 0 | 1 | - | - | - | 1 |
| 0 | 0 | 0 | 1 | - | - | 2 |
| 0 | 0 | 0 | 0 | 1 | - | 1 |
| 0 | 0 | 0 | 0 | 0 | 1 | 2 |
-------------------------------------------------------------------------------
- : indifferent

EFF :

ALL 22-31-00

Page 1
Aug 01/05

CES
B. Autothrust Control States
(Ref. Fig. 001)
The different states of the A/THR can be:
(1) Disengaged
In this case:
- the engines are controlled by the throttle control levers,
- on the FCU, the A/THR pushbutton switch is off,
- the FMA does not display the A/THR engagement status and the A/THR
modes.
(2) Engaged
When the A/THR engage logic conditions are present, the A/THR can be
engaged.
The A/THR engaged can be:
(a) Active when the two throttle control levers are in the A/THR
active area.
In this case:
- the autothrust system controls the engines,
- on the FCU, the A/THR pushbutton switch is on,
- the FMA displays A/THR in white in the right column and one
A/THR mode in the left column.
(b) Not active, if both throttle control levers are above CL gate or
one throttle control lever above MCT gate.
In this case:
- the throttle control levers control the two engines,
- the A/THR pushbutton switch is on,
- the FMA displays A/THR in cyan in the right column and the
thrust setting in the left column.

EFF :

ALL 22-31-00

Page 2
Feb 01/00
R
CES
A/THR Engage Logic
Figure 001

EFF :

ALL 22-31-00

Page 3
Feb 01/00
R
CES
C. A/THR Engage and Disengage Logic
(Ref. Fig. 001)
The A/THR can only be engaged when all the necessary conditions are
present and if there is a request for engagement (pilot action or
automatic).
(1) Required engagement conditions

Two conditions are required to make the engagement possible:
(a) AP/FD/A/THR common condition

This condition results from the monitoring functions below:
- monitoring of the validity of the ADIRS input parameters (two
ADIRS must be valid). This monitoring consists in a check of
the SSM and refreshment period.
The monitoring of the main parameters is made by vote or
comparison.
- monitoring of LGCIUs parameters. This monitoring is made in the
FAC which informs the FMGC of the validity of the LGCIU
parameters. One LGCIU at least must be healthy. This condition
is not required at landing or during go around.
- internal monitoring of the guidance portion healthy.
- internal monitoring of the management portion healthy. This
condition is not required at landing or during go around.
NOTE : The monitoring functions common to the AP/FD and A/THR are
____
described in 22-11-00 AP/FD Engagement.
(b) A/THR specific condition

This condition specific to A/THR includes the conditions below:
- A/THR must be either in the manual speed or in the auto speed
control mode (Ref. 22-10-00 AP/FD)
- the two ECUs/EECs must be healthy
- the FCU must be healthy
- no discrepancy between the N1/EPR target computed in the FMGC
and the N1/EPR feedback from each ECU/EEC when the A/THR is
active
- the various parameters used in the flight envelope protection
such as VLS, VMAX, etc. must be healthy
- no action on one of the two A/THR instinctive disconnect
pushbutton switches lasts more than 15s.

EFF :

ALL 22-31-00

Page 4
Feb 01/98

CES
(2) Disengagement conditions
The presence of one of the conditions below causes the disengagement
of the A/THR:
(a) Loss of one common or specific condition described above

(loss of the ADIRS or FAC parameter validity does not cause A/THR
disengagement as long as the Alpha floor protection is active).
(b) Synchronization between FMGC condition.

This condition forces the disengagement if the A/THR function on
the opposite FMGC is disengaged and on condition that this FMGC
has priority.
(c) Action on the A/THR pushbutton switch, with the A/THR function
already engaged. This action has no effect in LAND TRACK mode.
(d) Action on one of the A/THR instinctive disconnect pushbutton

switches.
(e) AP/FD loss condition i.e. total loss of AP/FD below 100ft with
the RETARD mode not engaged.
(f) Go around condition i.e. one throttle control lever is placed in

the non active area (> MCT) below 100ft without engagement of the
GO AROUND mode on the AP/FD.
(g) One engine start on the ground.
(h) Both throttle control levers placed in the IDLE position.
(i) ECU/EEC autothrust control feedback i.e. the A/THR being active
at level of the FMGCs, one of the two ECUs/EECs indicates that it
is not in autothrust control mode.
(j) both throttle control levers placed in the REVERSE position.
(3) A/THR ACTIVE logic

After engagement, the A/THR is active if:
- the two throttle control levers are between IDLE and CL (CL
included)
- one throttle control lever is between IDLE and CL (including CL),
and the other is between IDLE and MCT (including MCT) with FLEX TO
limit mode not selected
- the Alpha floor protection is active whatever the position of the
throttle control levers.

EFF :

ALL 22-31-00

Page 5
Feb 01/98

CES
D. Realization of the Engage or Disengage Logic
(Ref. Fig. 002)
The engagement of the A/THR function is duplicated in each FMGC at level
of the guidance, command and monitoring channels.
The A/THR ENGD signal that the ECUs/EECs receive via the FCU and the EIUs
comes from the command channel. The A/THR ENGD C and M discrete outputs
used in the A/THR instinctive disconnect circuit (Ref. Para. 2.E.) take
into account the result of computation of the command and monitoring
channels.
The Alpha floor condition from the FACs is used in the command and
monitoring processors for the elaboration of the Alpha floor protection.
This causes the automatic engagement of the A/THR.
When both FACs are healthy, the logic condition makes engagement of the
Alpha floor protection only when both FACs deliver the Alpha floor
condition.
If one FAC is not healty and the Alpha Floor condition is present, the
protection is achieved by the other healty FAC.
A comparison between the command and monitoring channels at level of this
protection is performed.
If there is a difference between these channels, the A/THR function is
disengaged.
The comparison between the computed N1/EPR target and the N1/EPR target
feedback sent by each ECU/EEC is performed at level of the command and
monitoring channels of each FMGC.
Any excessive deviation is taken into account at level of the A/THR
engage logic of the command and monitoring channels.

EFF :

ALL 22-31-00

Page 6
Feb 01/98

CES
Realization of the Engage or Disengage Logic
Figure 002

EFF :

ALL 22-31-00

Page 7/8
Feb 01/98

CES
E. Isolation of the Engines from the A/THR System
(Ref. Fig. 003)
The engine control is no longer dependent on the throttle control levers
when the conditions below (elaborated by the FMGC and transmitted to the
ECU) are met:
- A/THR ENGD
- A/THR ACT
- TARGET N1/EPR VALID
- throttle control lever in the area which authorizes the autothrust
control or Alpha floor protection active.
Action on one of the two A/THR instinctive disconnect pushbutton switches
or the disengagement of the A/THR function detected by the FMGCs on the
command or monitoring channels forces the thrust control function of the
throttle control lever position.
This is done through the wired discretes that the ECU receives directly.
This device permits to get rid of any failure downstream of the FMGC
which might cause an untimely engagement of the A/THR function.
At level of the A/THR engage logic performed by the FMGC, an action on
one of the two A/THR instinctive disconnect pushbutton switches for more
than 15 s. inhibits any engagement of the A/THR function, whatever the
reason (A/THR pushbutton switch on the FCU, Alpha floor protection etc.)
(Ref. Para. 2.B.).
A similar protection is available at level of each ECU/EEC. Action on one
of the two A/THR instinctive disconnect pushbutton switches for more than
15 s. inhibits operation of each ECU/EEC in autothrust control mode.

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INTENTIONALLY BLANK

22-31-00

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Isolation of the Engines
Figure 003

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F. A/THR Warnings
(Ref. Fig. 004)
(1) Presentation
Upon disengagement of the A/THR and in certain flight phases, the
FWCs elaborate the warnings below:
(a) Illumination of the MASTER CAUT lights in amber on the

glareshield.
(b) Display of A/THR OFF amber message in the memo area of the upper
display unit of the ECAM system when the disengagement is due to
use of the instinctive disconnect pushbutton switch,
display of AUTO FLT-A/THR OFF amber message in the warning area
of the upper display unit of the ECAM system when the
disengagement is not due to use of the instinctive disconnect
pushbutton switch.
(c) Aural warning (single chime).
(d) THR LK message flashing on the two PFDs if, upon disengagement,
the thrust is frozen on at least one engine (THR LK = thrust
lock).
In addition, the A/THR engage pushbutton switch goes off on the
FCU and the A/THR indication (white or cyan) disappears on the
PFD.
If energy management functions are activated, memothrust
situation is indicated by:
- amber ENGINE THRUST LOCKED flashing message on Upper ECAM DU
- repetitive single chime and MASTER CAUT light on.
THR LEVERS ..... MOVE message is repeated on upper ECAM DU.
(e) Throttle control levers below CL warning

If energy management functions are activated, if both throttle
control levers are set below the CL gate (or one throttle control
lever below MCT gate in case of engine failure), the following
warnings are provided:
- amber AUTO FLT A/THR LIMITED flashing message on upper ECAM DU
- repetitive single chime
- MASTER CAUT light on.
THR LEVERS ..... MOVE message is repeated on upper ECAM DU.

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(2) Conditions for clearing of A/THR warnings
There are several causes of A/THR disengagement (Ref. Para. 2.C.
(2)).
(a) Upon disengagement of the A/THR through the throttle control

levers in the IDLE position below 50 ft., the FWC generates no
warning.
(b) Upon intentional disengagement of the A/THR through action on one

of the two instinctive disconnect pushbutton switches or through
the throttle control levers in the IDLE position above 50 ft.,
the warnings are automatically cancelled:
- the MASTER CAUT light goes off after 3s
- the A/THR OFF message disappears after 9s.
NOTE : The two warnings above can be cancelled faster by pilot

____
through action on the MASTER CAUT light or on one of the
two instinctive disconnect pushbutton switches.
(c) Upon disengagement of the A/THR due to one of the other causes,
the two visual warnings can be cancelled:
- through action on one of the CLR keys located on the ECAM
control panel
- through action on the MASTER CAUT light
- through action on one of the two instinctive disconnect
pushbutton switches.
(3) Elaboration of A/THR warning

(Ref. Fig. 005)
Each FWC elaborates the A/THR warning and uses the signals below:
- A/THR engagement (boolean from the FMGC via the FCU)
- position of the throttle control levers from the ECUs/EECs.
The warning cancellation is made by the input discretes from the
instinctive disconnect pushbutton switches.
The 3 DMCs convert these codes into specific codes which are sent to
the PFDs and to the upper display unit of the ECAM system through the
DSDL bus.
- the DMC1 drives the PFD1 and the upper display unit of the ECAM
system,
- the DMC2 drives the PFD2.
In case of DMC1 or DMC2 failure, the crew can switch over to the
DMC3 through the use of the EIS DMC selector switch.
The DMC3 replaces totally the failed DMC.

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A/THR Warnings
Figure 004

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A/THR Warnings Computation and Display
Figure 005

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AUTOTHRUST MODES - DESCRIPTION AND OPERATION
____________________________________________
1. _______
General
The A/THR modes which enable to perform the automatic thrust control are
SPD/MACH, THRUST and RETARD. These modes are activated automatically as a
function of the AP or FD - selected longitudinal modes.
2. __________________
System Description
A. Engage Logic of A/THR Modes

(Ref. Fig. 001)
The choice of A/THR mode according to the AP/FD active mode or sub-mode
is shown in the table below:

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Activation of A/THR Mode according to AP/FD Modes
Figure 001

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-------------------------------------------------------------------------------
| AP/FD | A/THR Mode | Remarks |
| Mode | Sub-Mode | | |
|------------------|------------------|------------------|--------------------|
| Takeoff-Go Around| - | Thrust | If A/THR is not |
| | | | active the takeoff |
| | | | or go-around thrust|
| | | | is directly |
| | | | controlled by the |
| | | | ECUs/EECs. |
|------------------|------------------|------------------|--------------------|
| V/S-FPA | V/S-FPA | SPD/MACH | |
| |------------------|------------------|--------------------|
| | ALT | SPD/MACH | |
|------------------|------------------|------------------|--------------------|
| ALT ACQUIRE | - | SPD/MACH | |
|------------------|------------------|------------------|--------------------|
| ALT | ALT | SPD/MACH | |
| |------------------|------------------|--------------------|
| | V/S | SPD/MACH | |
|------------------|------------------|------------------|--------------------|
| CLB-DES | SPEED/THRUST | THRUST | |
| | V.PATH/SPEED | SPD/MACH | |
| | FPA/SPEED | SPD/MACH | |
| | V/S/SPEED | SPD/MACH | |
| | V. PATH/THRUST | THRUST | |
|------------------|------------------|------------------|--------------------|
| EXPEDITE | - | THRUST | |
|------------------|------------------|------------------|--------------------|
| OPEN CLB | - | THRUST | |
| OPEN DES | | | |
|------------------|------------------|------------------|--------------------|
| | | | _ |
| FINAL DESCENT | | SPD | _| R.NAV APPROACH |
| GLIDE CAPT | | SPD | | |
| GLIDE TRACK | | SPD | | ILS APPROACH |
| LAND TRACK | | SPD | _| |
-------------------------------------------------------------------------------
The RETARD mode is available only in automatic landing i.e. the AP is

engaged in LAND TRACK mode. Then the RETARD mode is engaged when the
radio altitude becomes lower than 40 ft.
If the AP is disengaged during flare-out before touchdown, the RETARD
mode is replaced by the SPD/MACH mode.
On ground, this logic is not active and the RETARD mode is kept.
In automatic landing, the FWC auto call out delivers a RETARD message at
10 ft.. The pilot then moves the throttle control levers to the IDLE

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position to take manual control of the thrust for the landing. With the
A/THR engaged but not in the automatic landing conditions, this message
is delivered at 20 ft.
If no longitudinal mode is active on the AP/FD, the A/THR mode selected
is SPD/MACH.
When the AP and FD are not engaged, the A/THR mode selected is SPD/MACH
on condition that the RETARD mode is not already active.
The RETARD mode is kept if the AP/FD is disengaged.
As for the AP/FD modes, the A/THR modes of the FMGC which has no priority
are synchronized on the A/THR modes of the FMGC which has priority.
B. Alpha Floor Protection

(Ref. Fig. 002)
When the angle of attack reaches a limit value dependent on the
configuration and longitudinal wind gradient, the FAC sends an order to
the FMGC.
This order is taken into account in the FMGC as soon as the landing gear
shock absorbers are extended at takeoff and up 100 ft at landing.
This causes:
- the engagement of the A/THR function
- the activation of the Alpha FLoor Protection of the A/THR which
commands max. thrust to the engines whatever the AP/FD mode engaged.
The activation logic of the Alpha Floor Protection is not synchronized
between the two FMGCs.
The Alpha Floor can only be cancelled through the disengagement of the
A/THR function.
C. A/THR Control Laws and Associated Reference Data

The A/THR laws available are:
- fixed thrust hold (THRUST law)
- speed or MACH hold (SPD/MACH law of A/THR).
(1) THRUST law

This law is selected when the A/THR operates in THRUST or RETARD mode
or when the Alpha floor protection is active.
The THRUST law permits to command to the two engines a fixed thrust
which can be:
- N1/EPR LIM: limit thrust (calculated by the FADECs according to the
throttle control levers position) when the AP/FD mode gives a climb
order
- N1/EPR IDLE: reduced thrust when AP/FD mode gives a descent order
or RETARD mode engaged
- N1/EPR MAX : max. thrust whatever the position of the throttle
control levers when the Alpha Floor Protection is active.
This thrust corresponds to the thrust that would be obtained when
the two throttle control levers are in TO/GA position.

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Alpha Floor Protection
Figure 002

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- FM N1/EPR target: thrust that the flight management section
calculates when it ensures the longitudinal guidance of the
aircraft.
(2) SPD/MACH law

(Ref. Fig. 003)
This law is selected when the A/THR operates in SPD/MACH mode on
condition that the Alpha Floor Protection is not active.
Depending on the logic for MACH control selection and selected or
managed speed control (Ref. 22-10-00-AP/FD), the SPD/MACH law enables
to acquire and hold:
- either the speed displayed on the FCU when the selected control of
the speed is active
- or the Mach on the FCU when the Mach control is selected and the
selected speed control is active
- or a speed chosen by the managed speed control
- or a Mach chosen by the managed speed control when the Mach control
is active.
Depending on the target speed or Mach, a precommand N1/EPR is
calculated:
- from an aerodynamic model
- from a simplified engine model independent from the flight
management section.
A direct channel and an integrated channel permit to hold the speed
or Mach and compensate the computation error of the precommand N1/EPR
The VLS and VMAX limit the target speed and Mach.
A load factor precommand in V/S and ALT ACQ mode permits to minimize
the speed variation during dynamic maneuvers which involve climb or
descent at constant speed.
(3) Elaboration of N1/EPR controlled by the A/THR

(Ref. Fig. 004)
To perform the automatic thrust control, the A/THR transmits to the
FADECs the rate which must be commanded to the engines: N1/EPR
target.
The N1/EPR target is elaborated in the basic loop of the A/THR.
When the A/THR is not active, the N1/EPR target which is transmitted
is the recopy of the N1 corresponding to the throttle control lever
in the most advanced position.
When the A/THR is activated, the basic loop permits to pass smoothly
from N1/EPR TLA to the N1/EPR elaborated by the THRUST or SPD/MACH
control laws.

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SPD/MACH Law
Figure 003

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A/THR Basic Loop
Figure 004

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D. Realization of Control Laws and Modes (Ref. 22-31-00)
(Ref. Fig. 003)
The processors on the command side of the FMGC calculate the mode logic,
control laws, the A/THR basic loop and the precommand of the SPEED/MACH
mode.
The command and monitor sides calculate the Alpha Floor Protection logic.
The comparison of the results is taken into account at level of the FMGC
internal monitoring.
E. Indications on the FMA

(Ref. Fig. 005)
During A/THR operation, different messages are displayed on the FMA. The
FMA is located on the upper section of the Primary Flight Display (PFD).
This area is divided into 5 columns of 3 lines each, on which several
FMGC operations are displayed.
The right column shows the engagement status.
The left column shows different A/THR modes and actions required.
(1) A/THR engagement status

The A/THR of message is displayed on the 3rd line of the right column
in one of the two colors below.
(a) White
When the A/THR is engaged and active: the autothrust system
controls the engines.
(b) Cyan
When the A/THR is engaged but not active: the two engines are
controlled by the position of the throttle control levers and by
the ECUs/EECs.
(2) A/THR modes

The A/THR modes are displayed on the left column if the A/THR is
engaged.
Two different types of indications are displayed with appropriate
colors.
(a) On the first line and second line, green and white messages
indicate A/THR mode when:
- the A/THR function is override by a throttle control lever set
beyond the MCT position
- the AP/FD active modes are: takeoff, landing go around, V/S or
FPA, OPEN CLB, OPEN DES
- the thrust is not consistent with the engine configuration
(engine failure or not).

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A/THR Indications
Figure 005

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(b) On the third line, white flashing messages for action to be taken
by the crew on the throttle control levers and amber messages for
indication which requires special attention.
(3) Message meaning
(a) On the first line and second line:

- MAN TOGA: A/THR is engaged, not active one throttle lever at
least in TO/GA position, the thrust is under the control of the
ECUs/EECs.
- MAN FLX 50: A/THR is engaged not active . The takeoff is
performed in FLX TO with a FLEX TO temperature (50 deg. C for
example), selected on the MCDUs. One throttle control lever at
least is in FLX TO/MCT position, the other one is in the same
position or below.
- MAN MCT: A/THR is engaged, not active. All throttles in MCT
position.
- THR MCT: A/THR is active in thrust mode and the most advanced
throttle lever is in the MCT position (single-engine
configuration).
- THR CLB: A/THR is active in thrust mode and the most advanced
throttle control lever is in the CLB position.
THR LVR: A/THR is active in thrust mode. The throttle control
levers are neither in the CLB nor in the MCT position.
- MAN THR: A/THR is engaged and not active and the most advanced
throttle control lever is between FLX TO/MCT and TO/GA position
or between CL and FLX TO/MCT.
- THR IDLE: A/THR is active in minimum thrust.
- SPEED: A/THR is active in SPEED mode.
- MACH: A/THR is active in MACH mode.
- A. FLOOR: A/THR is active with the Alpha Floor protection is
active.
- TOGA LK: A/THR is active with the Alpha Floor protection active
but the Alpha Floor detection from the FAC is no longer present
(TOGA LK = TOGA LOCK).
(b) On the FMA third line:

- LVR CLB: this white message flashes to inform the crew to set
the throttle levers to the CLB position to permit normal A/THR
in dual-engine configuration.
- LVR MCT: this white message flashes to inform the crew to set
the throttle to the MCT position to permit normal A/THR in
single-engine configuration.
- LVR ASYM : only one throttle control lever is in the MCT or CLB
gate, resulting in asymmetrical thrust.

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The figures which show the display of AP/FD-A/THR messages
according to the various typical flight cases are given in
22-10-00 AP/FD.
(4) Principle of messages displayed

All the messages are generated in the FMGCs and sent to the DMCs
through discrete data, by the FCU on ARINC 429 bus.
The 3 DMCs acquire these discrete data to generate specific codes
which correspond to the messages to be displayed on the PFDs.

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FLIGHT AUGMENTATION (FAC) - DESCRIPTION AND OPERATION
_____________________________________________________
1. _______
General
The Flight Augmentation Computer (FAC) fulfills the functions given below:
A. Yaw Damper
The yaw damper function ensures:
- In manual control, the accomplishment of the yaw orders from the
elevator aileron computer (ELAC) (stabilization and manual turn
coordination). It also provides a yaw-damping degraded law in the event
of ELAC failure (alternate law).
- In automatic control, the accomplishment of the autopilot orders from
the Flight Management and Guidance Computer (FMGC) for:
R . Turn coordination (ILS approach mode and roll out).
. Guidance (align and roll out).
It also ensures in automatic flight:
. Engine failure recovery.
. Yaw stability.
R . Turn coordination (cruise).
B. Rudder Trim
The rudder trim function ensures:
- In manual control:
. The accomplishment of the pilot trim orders from the manual trim
control (control and reset)
- In automatic control:
. The accomplishment of the autopilot orders (autotrim on the yaw axis)
. The generation and the accomplishment of the engine failure recovery
function.
C. Rudder Travel Limiting

The rudder travel limiting function ensures:
- The limitation of the rudder travel as a function of a predetermined
law
- The return to low speed limitation in case of loss of function as soon
as the slats are extended.
D. Calculation of Characteristic Speeds and Protection of Flight Envelope

The FAC generates, independently of the engage status of the pushbutton
switches, different functions necessary to:
- The control of the speed scale on the PFDs
- The adaptation of gains for the FMGC and ELAC
- The distribution of signals necessary to the FMGC control laws
- The flight envelope protection in automatic flight (speed limits for
the FMGC, alpha floor for the autothrust)
R - The display of the rudder trim order and the rudder travel limiter
R position if available

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- The windshear detection (option activated by pin program)
- The low energy detection (option activated by pin program).
E. Maintenance
The Centralized Fault-Display System (CFDS) has two modes of operation
(Ref. 22-90-00):
(1) Normal mode

In this mode, the system FIDS (BITE concentrator) stores all the
analysis results of the various BITE. It may perform a crosscheck to
determine the faulty LRU. It transmits the reference of the LRUs
which have failed during the current flight to the Centralized
Fault-Display Interface-unit (CFDIU).
(2) Menu mode

In this mode:
- It is possible to activate the various AFS tests and to display
maintenance snapshots.
2. __________________
Component Location
R **ON A/C 001-049, 051-099, 101-149, 201-249, 251-299, 301-399, 501-509,

R 511-526, 528-599,
(Ref. Fig. 001)
**ON A/C 151-199, 401-499,
(Ref. Fig. 001A)
**ON A/C ALL
(Ref. Fig. 002)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1CC1 FAC-1 83VU 127 824 22-66-34
1CC2 FAC-2 84VU 128 824 22-66-34

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FAC - Component Location (Cockpit)
Figure 001

R

EFF : 001-049, 051-099, 101-149, 201-249,
251-299, 301-399, 501-509, 511-526, 528-599,
22-60-00

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FAC - Component Location (Cockpit)
Figure 001A

R

EFF :

151-199, 401-499, 22-60-00

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FAC - Component Location (Electronics Rack)
Figure 002

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R
CES
3. __________________
System Description
R **ON A/C 001-049, 051-099, 101-149, 201-249, 251-299, 301-399, 501-509,

R 511-526, 528-599,
(Ref. Fig. 003)
**ON A/C 151-199, 401-499,
(Ref. Fig. 003A)
**ON A/C ALL
The system comprises:

- Two computers
- Two yaw damper servo-actuators
- A rudder trim actuator assembly with two actuators and associated relays
- A rudder travel-limitation unit with two motors and associated relays
- Two FLT CTL/FAC 1 and FAC 2 engage pushbutton switches
- Two self-locking relays integrated in the aircraft wiring
- A RUD TRIM Control Panel
- Indications and warnings on the ECAM display units related to the position
of the control surfaces.

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FAC - Component Layout
Figure 003

R

EFF : 001-049, 051-099, 101-149, 201-249,
251-299, 301-399, 501-509, 511-526, 528-599,
22-60-00

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FAC - Component Layout
Figure 003A

R

EFF :

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FLIGHT AUGMENTATION (FAC) - ADJUSTMENT/TEST
___________________________________________
TASK 22-60-00-710-001
Operational Test of the FAC 2 Functions
_______
_______
R WARNING : OPEN CIRCUIT BREAKER 7XE. THIS WILL PREVENT A POSSIBLE DEPLOYMENT OF
_______
R THE RAT IF THE MAIN AC BUSBARS 1XP AND 2XP BECOME ISOLATED.
1. __________________
Reason for the Job

To make sure that the Rudder Travel Limiting, Rudder Trim and Yaw Damper
functions operate correctly with the FAC 2.
2. ______________________
R A. Fixtures, Tools, Test and Support Equipment
R -------------------------------------------------------------------------------
R REFERENCE QTY DESIGNATION
R -------------------------------------------------------------------------------
R No specific circuit breaker(s) safety clip(s)
R B. Referenced Information
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
29-10-00-863-003 Pressurize the Blue Hydraulic System with a Ground
Power Supply
Pump

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

31-32-00-860-010 Procedure to Get Access to the SYSTEM REPORT/TEST NAV
Page
34-13-00-740-002 INTERFACE TEST of the ADR
34-14-00-740-001 Interface Test of the IR
3. __________
Job Set-up
Subtask 22-60-00-860-050

(Ref. TASK 24-41-00-861-002).
(2) On the overhead panel, on the ADIRS CDU:

- set the OFF/NAV/ATT selector switch related to IR3 to NAV,
- make sure that the OFF/NAV/ATT selector switches related to IR1 and
IR2 are to OFF,
- make sure that the OFF legend on the ADR 3 pushbutton switch is
off.
(3) On the center pedestal, on the SWITCHING panel 8VU:

- set the AIR DATA selector switch to CAPT 3,
- set the ATT HDG selector switch to CAPT 3.
(4) On the overhead panel, on the FLT CTL panel 23VU:

- release the FAC1 pushbutton switch, the OFF legend of this
pushbutton switch is on.
(6) On the center pedestal, on the ECAM control panel:

- get the F/CTL page.
(7) Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-

001) (Ref. TASK 29-10-00-863-003).
(8) Make sure that the aircraft is in the clean configuration (On the

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CES
Subtask 22-60-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU AUTO FLT/FAC1/28VDC 5CC1 B04
49VU AUTO FLT/FAC1/26VAC 14CC1 B03
49VU CAPT/LOUD/SPKR 5WW F10
121VU AUTO FLT/FAC2/28VDC 5CC2 M19
121VU AUTO FLT/FAC2/26VAC 14CC2 M18
121VU EIS/F/O/LOUD/SPKR 4WW P08
R Subtask 22-60-00-865-060
R C. Open, safety and tag this(these) circuit breaker(s):
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------
R 105VU ELEC/CSM/G /EV AUTO/SPLY 7XE C01
4. Procedure
_________
Subtask 22-60-00-710-050
A. Operational Test of the FAC 2 Functions
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center pedestal, on the

panel 110VU:
- The rudder trim indicator is - The indicator shows approximately 0.

energized.
- Set and hold the RUD TRIM - The rudder moves smoothly to the
switch in the NOSE L position left.
to get the maximum movement of - The rudder trim indicator shows
the rudder. approximately the maximum left (L)
- Release the switch. threshold engraved on panel.
- On the lower ECAM DU, on the F/CTL,
the rudder trim indicator and the
rudder move to the left.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- The left pedal moves forward.
- Push and release the RUD - The rudder trim indicator and the
TRIM/RESET pushbutton switch. rudder go to zero position.
- The rudder trim indicator shows
approximately 0.

MCDU:
- Get the SYSTEM REPORT/TEST NAV

page (Ref. TASK 31-32-00-860-
010).
R - Push the line key adjacent to The ADR3 page comes into view.
R the ADR3 indication.
- Get access to the INTERFACE

TEST of the ADR3 (Ref. TASK 34-
13-00-740-002).
- Push the line key adjacent to - On the Captain PFDs, the speed scale
the START TEST indication. moves up and stops at 367.7 KTS (and
altitude increases to 10000 ft).
NOTE : Ignore the RETARD (and

____
associated) warning. To
stop it, release the
ENG/FADEC GND PWR 1 and 2
pushbutton switches on the
maintenance panel 50VU,
R and/or open the circuit
R breakers 5WW and 4WW (for
R sound inhibition).
R - Wait 25 seconds approximately

R before you move the pedals.
3. On the Captain or First Officer On the lower ECAM DU, on the F/CTL
side: page:
- Move the rudder pedals to do a - The rudder moves a small distance to

maximum right turn and a the right and to the left from the
maximum left turn until you neutral.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
find the hard point of the
rudder.
- Release the rudder pedals.

MCDU:
- Push the line key adjacent to
the RETURN (TEST STOP)
indication until SYSTEM
REPORT/TEST NAV page comes into
view.
5. After 25 seconds:
- Do step 3 again. On the lower ECAM DU, on the F/CTL

page:
- The rudder moves a long distance to
the right and to the left from the
neutral.
6. On the MCDU, on the SYSTEM The IR3 page comes into view.
REPORT/TEST NAV page:
the IR3 indication.

TEST of the IR3 (Ref. TASK 34-
14-00-740-001).
NOTE : For the test below, ignore

____
the warnings and the
attitude changes.
7. Push the line key adjacent to the On the lower ECAM DU, on the F/CTL
START TEST indication. page:
- The rudder moves to the left then
slowly moves back to zero.
8. Push the line key adjacent to the - The rudder moves to the right then
RETURN (TEST STOP) indication. slowly moves back to zero.

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
9. Push the line key adjacent to the On the MCDU:
RETURN indication until the CFDS - The CFDS menu page comes into view.
menu page comes into view.
5. Close-up
________
R Subtask 22-60-00-865-061
R A. Remove the safety clip(s) and the tag(s) and close this(these) circuit
R breaker(s):
R 7XE
Subtask 22-60-00-860-051
R B. Put the aircraft back to its initial configuration.
(1) Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-

001) (Ref. TASK 29-10-00-864-003).
(2) On the maintenance panel 50VU, release the ENG/FADEC GND PWR
pushbutton switches
R (3) Close the circuit breakers 5WW and 4WW (if opened).
switch related to IR3 to OFF.
R (5) On the overhead panel 23VU:

R - push the FLT CTL/FAC1 pushbutton switch, the OFF legend goes off.
R (6) On the SWITCHING panel 8VU, set the AIR DATA and ATT HDG selector
switches to NORM.
R (7) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002).
R (8) De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-

002).

EFF :

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CES
TASK 22-60-00-710-002
Operational Test of the Automatic Change-Over Function
_______
1. __________________
Reason for the Job

To do the check of the engagement discrete of the Yaw Damper, the Rudder
Trim and the Rudder Travel Limiting. It comes from one FAC to the opposite
and permits the change-over if a function disengages.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
R Power Supply
Pump
31-32-00-860-001 Procedure to Get Access to the SYSTEM REPORT/TEST
Menu Page

EFF :

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CES
3. __________
Job Set-up
Subtask 22-60-00-860-052
(1) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-

002).
(2) On the center pedestal, on the MCDU:

- Get the SYSTEM REPORT/TEST AFS page (Ref. TASK 31-32-00-860-001).
(3) Do the EIS start procedure (Upper ECAM only) (Ref. TASK 31-60-00-860-
001).

- set the OFF/NAV/ATT switch related to IR3 to NAV and align the IR3,
(Ref. TASK 34-10-00-860-004)
- make sure that the OFF and FAULT legends on the ADR3 pushbutton
switch are off.
R (5) On the overhead panel, on the FLT CTL panels 23VU and 24VU:
R - make sure that the FAC1 and the FAC2 pushbutton switches are pushed
R (in) (FAULT and OFF legends are off).
R (6) Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-

001) (Ref. TASK 29-10-00-863-003).
Subtask 22-60-00-865-052
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

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CES
4. Procedure
_________
Subtask 22-60-00-710-052
A. Operational Test of the Automatic Change-Over Function
NOTE : Ignore the related warnings during the test.

____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the FLT CTL panels 23VU and

24VU (on the overhead panel):
- Release the FAC 2 pushbutton - On this pushbutton switch, the OFF

switch. legend comes on.
2. On the MCDU, on the AFS/MAIN MENU On the MCDU:

page:
- Push the line key adjacent to - The AFS TEST IS RUNNING indication
the AFS TEST indication (Line comes into view.
key 5L). On the MCDU, at the end of the test,
after approximately 40 seconds:
- The AFS TEST COMPLETED indication
comes into view.
3. On the MCDU: On the MCDU:
- See if the FAC 1(2) is

defective (PRESS LINE KEY
indication in view).
If yes:
- Push the line key adjacent to - The AFS/TEST REPORT page comes into
the defective FAC. view. Make sure that these failure
indications are not in view: FAC/YD
ENGD CHG OV or FAC/RT ENGD CHG OV or
FAC/RTL ENGD CHG OV.
NOTE: If the FAC 1(2) is defective,

with CFDS indications in view on the
AFS/TEST REPORT other than:

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- FAC/YD ENGD CHG OV
- FAC/RT ENGD CHG OV
- FAC/RTL ENGD CHG OV,
do trouble-shooting of the FAC system
before you continue the test.
4. On the MCDU:
the RETURN indication until the
AFS/MAIN MENU page comes into
view.

24VU:
- Release the FAC 1 pushbutton - On this pushbutton switch, the OFF

- Push the FAC 2 pushbutton - On this pushbutton switch, the FAULT

switch. and OFF legends goes off.
(refer to the note in step 3.).
6. Do the steps 2 to 3:
- Use the indications between the - You must get the same results step by
parentheses. step.
- Push the MCDU MENU mode key. - The MENU page comes into view.
8. On the FLT CTL panels 24VU:
- Release the FAC 2 pushbutton On this pushbutton switch, the OFF


EFF :

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R
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5. Close-up
________
Subtask 22-60-00-860-053

001) (Ref. TASK 29-10-00-864-003).
R (2) On the overhead panel, on the FLT CTL panel 23VU:

R - push the FAC1 pushbutton switch, the FAULT and the OFF legends go
R off.
R (3) On the overhead panel, on the FLT CTL panel 24VU:

R - push the FAC2 pushbutton switch, the FAULT and the OFF legends go
R off.
R (4) On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector
R (5) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002).
R (6) De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-

002).

EFF :

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CES
TASK 22-60-00-710-003
Operational Test of the Return to Low Speed Function
_______
_______
_______
1. __________________
Reason for the Job
2. ______________________
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Power Supply
Pump
Page

EFF :

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Nov 01/07

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

3. __________
Job Set-up
Subtask 22-60-00-860-054
(1) Energize the aircraft electric cicuits (Ref. TASK 24-41-00-861-002).

- set the OFF/NAV/ATT selector switch related to IR3 to NAV,
switch are off,
IR2 are set to OFF.

- set the AIR DATA selector switch to CAPT 3.
- make sure that the FAC 1 and FAC 2 pushbutton switches are pushed
(on the pushbutton switches, the FAULT and OFF legends are off).


001) (Ref. TASK 29-10-00-863-003).

EFF :

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Subtask 22-60-00-865-051
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R Subtask 22-60-00-865-062
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-60-00-710-051
A. Operational Test of the Return to Low Speed Function
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center pedestal, on one On the MCDU:

MCDU:

page (Ref. TASK 31-32-00-860-
010).
- Push the line key adjacent to The ADR3 page comes into view.
the ADR3 indication.

TEST of the ADR3 (Ref. TASK 34-
13-00-740-002).

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the line key adjacent to On the Captain PFD, the speed scale
the START TEST indication. moves up and stops at 367.7 KTS (and
altitude increases to 10000ft).

____
- Wait 25 sec. approximately

before you move the pedals.
2. On the Captain or First Officer On the lower ECAM DU, on the F/CTL
side: page:

maximum left turn. Do this neutral.
until you find the hard point
of the rudder.

24VU:
- Release the FAC1 and the FAC2 - On these pushbutton switches the OFF
pushbutton switches. legend comes on.
4. Do step 2 again. You must get the same results as in

step 2.
5. On the panel 49VU:
- Open the circuit breaker 14CC1.
6. On the FLAPS panel 114VU:

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Operate the slats. To do this,
move the lever to notch 1.
7. After 25 sec. :

page:
neutral.

- Retract the slats. To do this,
move the lever to notch O.

step 7.
10. On the FLT CTL panel 24VU:
- Push the FAC2 pushbutton - On this pushbutton switch, the OFF

switch. legend goes off and the FAULT legend
stays off.
11. After 25 sec. :
- Do step 2 again. You must get the same results as in

step 2.
- Close the circuit breaker

14CC1.
- Release the FAC2 pushbutton - On this pushbutton switch, the OFF

- Open the circuit breaker

14CC2.

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
step 2.
- Operate the slats. To do this,

17. After 25 sec. :

step 7.


step 7.

stays off.
21. After 25 sec. :

step 2.
- Close the circuit breaker

14CC2.

stays off.

EFF :

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Nov 01/07
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
MCDU:

the RETURN indication until
the CFDS menu page comes into
view.
- Push the MCDU MENU mode key. - The MCDU MENU page comes into view.
5. Close-up
________
R Subtask 22-60-00-865-063
R breaker(s):
R 7XE
Subtask 22-60-00-860-055
R B. Put the aircraft back to its initial configuration.

001) (Ref. TASK 29-10-00-864-003).
(2) On the maintenance panel 50VU, release the ENG/FADEC GND PWR
pushbuttons switches.
R (3) Close the circuits breakers 5WW and 4WW (if opened).
(5) On the SWITCHING panel 8VU, set the AIR DATA selector switch to NORM.

002).

EFF :

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CES
TASK 22-60-00-710-004
R Operational Test of the Windshear Function
_______
1. __________________
Reason for the Job
R
R Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Menu Page
22-60-00-991-001 Fig. 501
3. __________
Job Set-up
Subtask 22-60-00-860-056

002).
(2) Make sure that the ventilation of the electronics racks operates
correctly.

- set the OFF/NAV/ATT selector switches to NAV.

EFF :

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Page 519
Aug 01/06

CES
- set the AIR DATA switch to CAPT/3, F/0/3 then NORM position (this
action is mandatory to do the test correctly).
- make sure that the FAC 1 and FAC 2 pushbutton switches are pushed
(the FAULT and OFF legends are off).
Subtask 22-60-00-865-055
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
49VU AUTO FLT/MCDU/1 11CA1 B01
49VU FWS/FWC1/SPLY 3WW F01
121VU AUTO FLT/MCDU/2 11CA2 N20
121VU EIS/FWC2/SPLY 2WW Q07
4. Procedure
_________
Subtask 22-60-00-710-053
R A. Operational Test of the Windshear Function

R (Ref. Fig. 501/TASK 22-60-00-991-001)
R NOTE : You can stop the windshear test when it is necessary. To stop the
____
R test, push the line key adjacent to the END OF TEST indication,
R (the AFS MAIN MENU page comes into view).
R NOTE : To engage or disengage the FAC 1(2), push the FAC1(2) pushbutton
____
R switch on the panel 23VU(24VU).

EFF :

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INTENTIONALLY BLANK

R

22-60-00

Page 521
May 01/07

CES
R Procedure Test
Figure 501/TASK 22-60-00-991-001- 12 (SHEET 1)

EFF :

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Nov 01/09

CES
R Procedure Test
Figure 501/TASK 22-60-00-991-001- 22 (SHEET 2)

EFF :

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Page 523
Nov 01/09

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU:
- get the SYSTEM REPORT/TEST page The SYSTEM REPORT/TEST page comes into
(Ref. TASK 31-32-00-860-001). view.
2. On the SYSTEM REPORT/TEST page:
- push the line key adjacent to The AFS MAIN MENU page comes into view.
the AFS indication.
3. On the AFS MAIN MENU page:
- push the line key adjacent to The AFS/WINDSHEAR TEST-1 page comes
the WINDSHEAR TEST indication. into view.
4. On the AFS/WINDSHEAR TEST-1 page:

- obey the instructions given on
the MCDU.
NOTE : Make sure that you do this

____
step in less than 2.5
minutes. If not, start the
windshear test again.
- then, push the NEXT PAGE The AFS/WINDSHEAR TEST-2 page comes
function key. into view.

the MCDU.
- then, push the line key The AFS/WINDSHEAR TEST-3 page comes
adjacent to the YES indication into view.
if the result of the visual and
aural checks are correct.

the MCDU.

EFF :

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
NOTE : When the predictive
____
windshear function is
active:
- on the EWD, make sure
that the REAC W/S DET
FAULT message (and not
the WINDSHEAR DET FAULT
message) is shown.
- On the STATUS page, make
sure that the REAC W/S
DET message (and not the
WINDSHEAR DET FAULT
message) is shown.
if the result of the visual
checks are correct.

the MCDU.
- then, push the NEXT PAGE The AFS/WINDSHEAR TEST-5 page comes
function key. into view.

the MCDU.
if the result of the visual and
aural checks are correct.

the MCDU.
NOTE : When the predictive

____
windshear function is
active:

EFF :

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Page 525
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- on the EWD, make sure
that the REAC W/S DET
FAULT message (and not
the WINDSHEAR DET FAULT
message) is shown.
- On the STATUS page, make
sure that the REAC W/S
DET message (and not the
WINDSHEAR DET FAULT
message) is shown.
if the result of the visual
checks are correct.
10. On the AFS/LAND TEST-7 page:
- obey the instructions given on The WINDSHEAR TEST OK indication comes

the MCDU. into view.
11. On the MCDU:

R the RETURN indication.
5. Close-up
________
Subtask 22-60-00-860-057
(1) On the MCDU, push the line key adjacent to the RETURN indication
until the CFDS menu page comes into view.
switches to OFF.

002).

EFF :

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Page 526
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CES
______________________________________________________
ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION
DESCRIPTION AND OPERATION
_________________________
1. General
_______
R
R The rudder travel-limiting function provides:
R - The limitation of the rudder travel through a control law function of Vc
R - The return to the low speed limitation in case of failure
R The rudder travel limiting actuation is described in 27-23-00.
2. __________________
System Description
A. Composition
The system consists of:
- Two engagement pushbutton switches common to the yaw damper and rudder
trim functions
- Two Flight Augmentation Computers (FAC 1 and FAC 2)
- An electro-mechanical rudder travel-limitation unit with two motors
- Two position transducers integrated in the unit.
B. Architecture
The rudder travel-limiting system operates using the changeover technique
i.e when both sides are engaged the side 1 has priority, the side 2 is in
standby. The side 2 is active when the side 1 is disengaged (case of
failure). The motor of the standby side is not supplied (the FAC which
has no priority does not deliver the enable signal).
A synchronization is achieved on the rudder position prior to engagement
Amplitude and speed limitations are introduced:
- The amplitude limitation is such that the travel remains compatible
with the limits on the aircraft structure
- The speed limitation prevents saturation of the limitation unit.
Upon total loss of the rudder travel-limiting function, a control
enables to bring back the stops to the low speed conditions to restore
maximum rudder deflection as soon as slats are extended.
3. ____________
Power Supply
A. Power Supply of the Rudder Travel-Limitation Unit

The 26 V/400 Hz power is applied to the primary windings of the position
transducers directly from the busbars via the FAC circuit breakers.
The emergency control of the motor operates on the same power supply.
The 28VDC power is applied to the power electronic set from the FAC
circuit breakers through a cut-off relay. This relay is controlled by the
monitoring logic of the FAC.

EFF :

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Page 1
Aug 01/04

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4. Interface
_________
A. Interface Signals
For each side:
(1) Control signal (2 wires)

The control order signal is transmitted through a two-wire twisted
lead (high point and low point).
(2) Position transducer signal (4 wires)

Two voltages : V1 and V2 (2 wires each).
(3) Enable signal (1 wire)

This signal is transmitted by the FAC control logic and controls the
coil of a relay inside the rudder travel-limitation unit (+28VDC =
motor activated ; open circuit = motor not activated).
(4) Return to low speed signal (2 wires)

This signal controls the coil of a relay inside the rudder
travel-limitation unit.
+28VDC = return to low speed order (delivered by the FAC control
logic command).
Ground = return to low speed order (delivered by the FAC control
logics monitor)
The FAC provides the coil with the electrical ground.
(5) Monitoring signal (1 wire)

This signal which is transmitted by the rudder travel-limitation unit
to the FAC is used during the test procedure of the rudder
travel-limitation unit:
Ground = rudder travel-limitation unit declared good.
Open circuit = rudder travel-limitation unit failed.
R 5. Operation
_________
R A. Principle
R (Ref. Fig. 001)
R There are two modes of operation:
R (1) Normal operation

The active system controls the limitation unit through its motor.
It limits the rudder travel according to a parameter specific to the
flight envelope ie the corrected airspeed (VC).
This parameter which is delivered by the ADIRS (Air Data/Inertial
Reference System) is monitored by the FAC (Ref. 22-65-00).

EFF :

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May 01/03

CES
Rudder Travel-Limitation Unit - Block Diagram
Figure 001

EFF :

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Page 3
Feb 01/98

CES
Each motor has its own power electronic set. A FAC logic interrupts
the power of the electronic set on the side which is not active and
thus de-activates the associated motor (Ref. para. C).
Two position transducers enable slaving and monitoring of the
channel.
(2) Return to low speed conditions

This mode, which is the emergency mode, serves in case of failure of
the FAC or of the power electronic set (when the failure prevents the
normal operation of the rudder travel-limitation unit). This mode
which is independent from the normal control, is only initiated at
low speed (in slats extended configuration).
A FAC internal logic (Ref. para. C) controls a relay which switches
the limitation unit to a control order called emergency control order
(independent 26 V/400 Hz power supply).
B. Structure of the Control Law
R **ON A/C 001-049, 051-099, 101-149, 201-249, 251-299, 501-509, 511-526,

R 528-599,
(Ref. Fig. 002)
**ON A/C 151-199, 401-499,
(Ref. Fig. 002A)
**ON A/C 301-399,
(Ref. Fig. 002B)
**ON A/C ALL
The control law generates a deflection order.

A synchronization is achieved for the channel in standby mode or not
engaged, from the position of the motor position feedback.
C. Operating Logic
(1) Normal operation

(Ref. Fig. 003)
The rudder travel-limitating system operates using the changeover
technique when a channel is detected faulty. The priority is given to
the side 1 through the aircraft wiring (side 1 signal).

EFF :

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Page 4
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CES
Rudder Travel-Limitation Unit - Control Law
Figure 002

R

EFF : 001-049, 051-099, 101-149, 201-249,
251-299, 501-509, 511-526, 528-599,
22-61-00

Page 5
Feb 01/10

CES
Rudder Travel-Limitation Unit - Control Law
Figure 002A

R

EFF :

151-199, 401-499, 22-61-00

Page 6
Aug 01/05

CES
R Rudder Travel-Limitation Unit - Control Law
R Figure 002B

R

EFF :

301-399, 22-61-00

Page 7
May 01/04

CES
Rudder Travel-Limitation - Changeover Logic
Figure 003

EFF :

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R
CES
In normal operation the RTL (Rudder Travel-Limiting) channel No. 1 is
active and drives the associated motor.
The other channel is in standby (synchronization mode) and the power
electronic set of the associated motor is not supplied.
This changeover is accomplished through hard-wired logic as follows:
- A logic signal C (+28VDC = motor activated) controls a relay inside
the motor
- A logic signal M (+28VDC = motor activated) controls an
intermediary relay 13CC1(2) which supplies (+28VDC via the circuit
breaker 5CC1 (2)) the power electronic set of the associated
servomotor.
The logic is identical (on command and monitoring channels) and uses:
- The hard-wired signal on side 1
- The hard-wired signal of the active opposite RTL function
- The general monitoring of the FAC
- The RTL specific logic.
This logic validates the associated power channel according to the
considered side.
(2) Return to low speed logic

(Ref. Fig. 004)
This logic controls the motor in emergency mode when the normal
control is not possible (FAC or motor electronic failure).
It controls a relay inside the rudder travel-limitation unit.
This relay switches the motor on a supply independent from the power
electronic set of the limitation unit. This supply is delivered from
the 26VAC busbar through the circuit breaker 14CC1(2).
The switching relay is activated upon slat extension:
- In case of dual failure of the rudder travel-limitation function,
and
- During a fixed time corresponding to the acquisition of the maximum
stop.
The signal C (+28VDC = return to low speed order) energizes the
switching relay inside the unit.
The FAC provides the relay ground (signal M) from the monitoring
side.
The logic is identical for both sides.
D. Monitoring of Rudder Travel-Limiting Function

(Ref. Fig. 005)
This function has three types of monitoring.
(1) Monitoring of acquisition

The VC parameters from the ADIRS are monitored by a two-by-two
comparison (Ref. 22-65-00).

EFF :

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Return to Low Speed Logic
Figure 004

EFF :

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May 01/04
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Monitoring of Rudder Travel-Limiting Function
Figure 005

EFF :

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Page 11
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(2) Monitoring of computation
After amplitude and speed limiting, the C and M computation orders
are compared (C and M duplicated C1 comparators).
Activation of this monitoring function causes the loss of the rudder
travel limiting function on the considered side.
(3) Power monitoring

Two position transducers are used for slaving and monitoring.
This monitoring is based on:
- The monitoring of the acquisition of the transducer (cut wire,
short circuits, variation of the power supply voltage)
- A comparator C2 between the order and the rudder feedback on the
sides C and M.
Activation of these monitoring functions causes the loss of the
rudder travel-limiting function on the considered side.
(4) Warnings
The loss of the rudder travel-limiting function is indicated by the
warnings given below:
(a) Loss of a rudder travel-limiting channel

The amber message: AUTO FLT RUD TRV LIM 1(2) appears on the upper
display unit of the ECAM system.
(b) Loss of two rudder travel-limiting channels

The amber message: AUTO FLT RUD TRV LIM SYS appears on the upper
display unit of the ECAM system and the single chime sounds.
After action on the CLR pushbutton switch on the ECAM control
panel this message appears: SYSTEM INOP : RUD TRV LIM.
R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
The RTL indication on the FLT CTL page of the ECAM system is
flagged (amber indexes) if this information is not available.
**ON A/C ALL
6. ______________
Test Procedure
A. Test of Rudder Travel-Limitation Unit

A test procedure is initiated at FAC energization to check the integrity
of the standby channel.
This procedure permits to check:
- The triggering capability of the internal monitoring of the rudder
travel-limitation unit

EFF :

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Page 12
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- The slaving of the rudder travel-limitation unit without motion of the
rudder.
The test sequence is as follows:
(1) Monitoring triggered at fault status

The enable order is not sent : the motor order is fed back on the
test circuit of the rudder travel-limitation unit.
A null order lower than the programmed threshold is sent and the
monitoring must be triggered (open circuit to the FAC).
(2) Monitoring triggered at good status

The enable order is not sent.
The rudder travel-limitation unit receives a slaving order (equal to
half of the travel) and the monitoring must return to good status
(ground to the FAC).
(3) Test of slaving

The enable order is sent as well as a null order. The stage of the
switching relay of the enable order must be tested. The monitoring
must be forced to the good status.
B. Test of Return to Low Speed Function

The test of the return to low speed function is not automatic. It can be
performed on the ground by maintenance personnel in the conditions given
below:
- FAC 1 and FAC 2 pushbutton switches set to OFF
- Slats extended.
C. Test of Cutoff Relays

The test of the RTL SYS1 and SYS2 relays 13CC1 and 13CC2 (cutoff of the
28 V of the rudder travel-limitation unit) is performed automatically
during these tests (capability to open).

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ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION - ADJUSTMENT/TEST
________________________________________________________________________
TASK 22-61-00-710-001
Operational Test of the Rudder Travel Limiting Function
_______
_______
_______
1. __________________
Reason for the Job
To make sure that the rudder travel limiting system 1 (2) operates
correctly.
NOTE : You must do this test with the both engines installed.
____
2. ______________________
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Power Supply
Pump
Page
R 31-60-00-860-002 EIS Stop Procedure
3. __________
Job Set-up
Subtask 22-61-00-860-050

(Ref. TASK 24-41-00-861-002).

- set the OFF/NAV/ATT selector switch related to IR3 to NAV
switch are off
IR2 are set to OFF.

- set the AIR DATA selector switch to CAPT 3.
- make sure that the FAC1 and the FAC2 pushbutton switches are pushed
(in) (FAULT and OFF legends off).

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001) (Ref. TASK 29-10-00-863-003).
Subtask 22-61-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R Subtask 22-61-00-865-058
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------

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4. Procedure
_________
Subtask 22-61-00-710-054
A. Operational Test of the Rudder Travel Limiting Function
NOTE : This test is for the system 1. For the system 2, use the
____
indications between the parentheses.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center pedestal, on the On the MCDU:

MCDU:
- Get the SYSTEM REPORT TEST/NAV

page (Ref. TASK 31-32-00-860-
010).
- Push the line key adjacent to The ADR3 page comes into view.
the ADR3 indication.
- Get acess to the INTERFACE TEST

of the ADR3 (Ref. TASK 34-13-
00-740-002)
- Push the line key adjacent to - On the Captains PFD, the speed scale
the START TEST indication. moves up and stops at 367.7 KTS.

____
- Wait 25 sec. approximately

before you move the pedals.
2. On the FLT CTL panel 24VU (23VU):
- Release the FAC2 (FAC1) - On this pushbutton switch, the OFF

pushbutton switch. legend comes on.

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
3. On the Captain or the First On the lower ECAM DU, on the F/CTL
Officer side: page:

maximum left turn until you neutral.
find the hard point of the
rudder.
- Release the FAC1 (FAC2) - On this pushbutton switch, the OFF


step 3.
- Extend the slats. To do this,

7. After 25 sec. :

page:

neutral.


step 7.
10. On the FLT CTL panel 23VU

(24VU):

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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the FAC1 (FAC2) - On this pushbutton switch, the OFF
pushbutton switch. legend goes off and the FAULT legend
stays off.
11. After 25 sec. :

step 3.
12. On the FLT CTL panel 24VU

(23VU):
- Push the FAC2 (FAC1) - On this pushbutton switch, the OFF

pushbutton switch. legend goes off and the FAULT legend
stays off.
13. Do the test again (step 2 to 12)

with the informations between
the parentheses.
14. On the center pedestal, on the On the MCDU:

MCDU:
- Push the line key adjacent to - The CFDS menu page comes into view.
the RETURN indication until
view.
5. Close-up
________
R Subtask 22-61-00-865-059
R breaker(s):
R 7XE

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Subtask 22-61-00-860-051
B. Put the aircraft back to its initial configuration.

001) (Ref. TASK 29-10-00-864-003).
(2) On the maintenance panel 50VU, push the ENG/FADEC GND PWR pushbutton
R switches if you released them before in Para.4.A.1. .
(3) Close the circuit breakers 5WW and 4WW (if opened).

- Set the AIR DATA selector switch to NORM.

002)

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RUDDER TRIM COMPUTATION - DESCRIPTION AND OPERATION
___________________________________________________
1. General
_______
R **ON A/C 001-049, 051-099, 101-149, 201-249, 251-299, 301-399, 501-509,

R 511-526, 528-599,
(Ref. Fig. 001)
**ON A/C 151-199, 401-499,
(Ref. Fig. 001A)
**ON A/C ALL
The rudder trim function ensures:

- In manual control:
. The accomplishment of the pilot trim orders from the manual trim control
(control and reset)
. The accomplishment of the deflection orders from the ELACs (engine
failure recovery) (Provision only).
- In automatic control:
. The accomplishment of the autopilot orders (autotrim on the yaw axis)
. The generation and the accomplishment of the engine failure recovery
function.
The rudder trim actuation is described in 27-22-00.
2. __________________
System Description
A. Composition
- An electro-mechanical actuator which comprises two three-phase
asynchronous motors connected to a reduction gear by rigid linkage.
- Two Flight Augmentation Computers (FAC 1 and FAC 2).
- Four transducer units (RVDT) configured in such a way that a single
failure would not affect all the units at the same time.
- Two engage FLT CTL/FAC pushbutton switches (with FAULT/OFF legend)
common to the yaw damper and to the rudder trim (one per FAC).
- A rudder-trim control switch located on the RUD TRIM control panel on
the center pedestal for manual trim control.
- A RUD TRIM/RESET pushbutton switch (this pushbutton switch is not
mechanically held), on the RUD TRIM control panel.
- A rudder trim indicator with liquid-crystal display located on the left
of the rudder-trim control switch.

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Rudder Trim Function
Figure 001

R

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251-299, 301-399, 501-509, 511-526, 528-599,
22-62-00

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Rudder Trim Function
Figure 001A

R

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B. Architecture
(Ref. Fig. 002)
The system operates using the changeover technique.
When the two channels are engaged:
- The channel 1 has priority
- The channel 2 is synchronized on the position of the actuator through
the mechanical linkage.
The standby channel is not energized (no enable signal, no power-enable
signal).
The control order is not interrupted.
Each channel is duplicated and monitored:
- The COMMAND side of the FAC slaves the position of the system
- The MONITOR side monitors the system.
The monitoring orders are equalized on the command orders to reduce
dispersions due to the use of integrators in the loop.

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Rudder Trim Architecture
Figure 002

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3. Operation
_________
A. Principle
(Ref. Fig. 003)
The rudder trim function ensures a trimmed value of the rudder. This
value is reproduced at the rudder pedals.
This trim is obtained either manually or automatically.
The value appears:
- On the rudder trim indicator
- On the display unit of the ECAM system.
The resulting deflection is maintained even in case of total loss of the
function. This permits to have a stabilized value, for example in the
event of AP loss when an engine failure occurs.
When the changeover principle is retained:
- The side 1 has priority through the side 1 signal
- Interruption of the actuator enable signals on the standby channel
- Automatic engagement of the standby channel upon loss or disengagement
of the channel 1.
B. Structure of Rudder Trim Control-Law

(Ref. Fig. 004)
The control law generates a deflection order to control the rudder trim
actuator through an integrator which memorizes the required position.
This order is generated:
- From the position of the position feedback in synchronization
- From the control order of the pilot trim (the reset is obtained through
the unloading of the trim integrator)
- From the ELAC deflection order (Provision only)
- From the long-term turn-coordination order for autotrim on the yaw axis
- From the generation of an engine failure detection and its
accomplishment.
The engine failure is detected from the lateral acceleration and from the
yaw rate through a given threshold. This detection is confirmed by the
engine thrust information.
Detection is performed by the command and monitoring sides. The first
side which is triggered sends a signal to the opposite side in order to
lower its threshold and thus ensure synchronized detection.
The correction signal (fixed deflection values) is then applied,
depending on engine failed.
As soon as the engine failure compensation reaches a predetermined
threshold, the control law is modified:
- The engine failure compensation is performed directly by the FG command
order and the delta p compensation is boostered.
The monitoring side is equalized on the command side to reduce the
dispersion of the integrators.

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Rudder Trim Changeover - Logic
Figure 003

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Rudder Trim Actuator - Generation of the Control Order
Figure 004

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C. Operating Logic
(1) General
The operation of the rudder trim function depends on:
- The engagement status of the FAC pushbutton switch
- The status of the engaged AP signal for the automatic mode
- The monitoring specific to the function:
. Computation comparators
. Power comparators
- The global monitoring of the computer.
There are two modes of operation:
- The manual mode
- The automatic mode.
As the automatic mode has priority, the pilot trim is not possible in
AP-engaged configuration.
(2) Manual mode

As this mode is not under the control of the ADIRS, it remains
available for the pilot trim part even in case of total failure of
these peripherals.
Specific operating logics are introduced:
(a) Control order

This order operates if:
- The normally closed position of a contact, and
- The normally open position of the other contact are activated
simultaneously.
If this is not the case the trim order is inhibited. This
provides a means of avoiding contact failure or mechanical
jamming.
(b) Reset order

This order operates if:
- The normally closed position of a contact, and
- The normally open position of the other contact are activated
simultaneously.
If this is not the case, the signal is not validated.
This signal is processed as a pulse signal : even when no longer
applied, the order is taken into account until its accomplishment
on condition that the reset order has been validated.
A priority logic is included between the command and the reset
orders to avoid any possible jamming:
1
_ When a control order is applied after the introduction or the
non-accomplishment of a reset order, the control order has
priority.

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2
_ When a reset order is applied after a control order and even
if the latter is being executed, the reset order has priority.
(c) ELAC order (provision only)

In case of loss of the roll normal mode from the ELAC, the
accomplishment of the order by the rudder trim is interrupted.
(3) Automatic mode

There is loss of the automatic mode:
- If the AP engaged signal is not validated
- Or if the status of the peripherals does not allow the achievement
of the function.
In addition to this loss:
- The AP disconnects
- The system returns to the manual mode without FAC disconnection.
The AP also provides signals which validate the detection of engine
failure as a function of the engine rating.
(4) Warnings
The loss of the rudder trim function is indicated on the display unit
of the ECAM system:
- Loss of one channel:
RUD TRIM 1 or 2 amber warning
- Total loss:
RUD TRIM SYS amber warning + chime
The RUD TRIM indication on the FLT CTL page of the ECAM system is
flagged (2 crosses XX appear) if this item of information is not
available.
D. Monitoring of the Rudder Trim Function

(Ref. Fig. 005)
The block diagram given below shows the organization of this function and
the various types of monitoring which are integrated.
These are:
- Monitoring of ADCs on Vc parameter compared two by two (Ref. 22-65-00)
This ensures the availability of the automatic function in the event of
a single detected or undetected failure. The manual law is independent
of the ADC function
- Monitoring of the acquisitions of the ELAC and FMGC peripherals
R **ON A/C 001-049, 051-099, 101-149, 201-249, 251-299, 501-509, 511-526,

R 528-599,
- Limitation in amplitude (+ or - 20 deg. of rudder) and in speed (1

deg./s in manual control and approximately 1.7 deg./s in automatic
control)

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Monitoring of Rudder Trim - Block Diagram
Figure 005

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**ON A/C 151-199, 401-499,

control)
**ON A/C 301-399,

control)
**ON A/C ALL
- Equalization of the monitoring channel on the command channel to reduce

permanent deviations
- Monitoring of the computation through a comparator between the command
and the monitoring integrator (C1 comparator)
- Monitoring of the power channel through C2 comparator between the
deflection order and the position feedback
- Monitoring of the transducers (Ref. 22-65-00)
- Monitoring of the manual trim by the priority logics.
4. _______________________
Interface with Controls
A. Interface with Rudder-Trim Control Switch
R **ON A/C 001-049, 051-099, 101-149, 201-249, 251-299, 301-399, 501-509,

R 511-526, 528-599,
(Ref. Fig. 006)
**ON A/C 151-199, 401-499,
(Ref. Fig. 006A)
**ON A/C ALL
(Ref. Fig. 007)

The rudder-trim control switch located on the center pedestal enables
manual control of the rudder trim.

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Rudder-Trim Control Switch
Figure 006

R

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251-299, 301-399, 501-509, 511-526, 528-599,
22-62-00

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Rudder-Trim Control Switch
Figure 006A

R

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151-199, 401-499, 22-62-00

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Interconnections between FAC and Rudder-Trim Control Switch
Figure 007

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On the RUD TRIM control panel, an arrow and a placard indicate the
direction (L or R).
The signals given below are used:
- Ground on the normally open contact = control
- Open circuit on the normally closed contact = control.
Each FAC receives:
- Two signals (ground and open circuit) for trim control to the left
- Two signals (ground and open circuit) for trim control to the right.
B. Interface with RUD TRIM/RESET Pushbutton Switch

(Ref. Fig. 008)
The RUD TRIM/RESET pushbutton switch located on the center pedestal
enables the pilot to move the rudder to the neutral position.
This pushbutton switch is not mechanically held. While operated (pushed
in), it closes two contact stages. The FAC memorizes this action and then
achieves the reset (even after the pushbutton switch is released).
Each FAC receives two reset signals:
- One signal of the normally closed contact from one stage
- One signal of the normally open contact from the other stage.
Reset signal active:
- Normally closed contact : open circuit
- Normally open contact : ground.
C. Interface with Rudder Trim Actuator
(1) Description of rudder trim actuator

(Ref. Fig. 009)
The rudder trim actuator which comprises two motors enables the
accomplishment of the rudder trim order.
These motors are squirrel-cage, three-phase asynchronous motors. They
are supplied with variable voltage and frequency according to the
position error signal delivered by the FAC.
A power electronic set in the actuator permits to achieve this
transformation.
It allows to obtain torque/speed characteristics equivalent to those
obtained with a DC motor.
The actuator is power supplied with 26 V/400 Hz and 28 V directly
from the FAC circuit breakers.
A control relay controlled by the FAC command logic can isolate the
windings of the motor. In addition, an external relay cuts off the
power to the motor through the FAC monitoring logic. This disables
the motor in the event of a failure.
The slaving feedback units are brushless inductive potentiometers
with Rotary Variable Differential Transformers (RVDT).
The output shaft of the actuator drives an irreversible screw through
a torque shaft.
(2) Interface
(Ref. Fig. 010)
The figure given below shows the interconnections between the FAC and
the rudder trim actuator.

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Interconnections between FAC and RUD TRIM/RESET Pushbutton Switch
Figure 008

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Rudder Trim Actuator - Principle
Figure 009

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Interconnections between FAC and Rudder Trim Actuator
Figure 010

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5. Test
______________
Procedure
When the FAC initiates the self-test upon energization, an actuator internal
monitoring enables to check:
- The capability of the actuator electronic set for correct slaving
according to a predetermined order
- The triggering capability of the monitoring if this slaving is not
achieved
- The correct reception of the enable signal.
To this end the FAC delivers stimuli during the test procedure.
The monitoring logic utilizes a specific stage of the winding isolation
relay to test the enable signal.
The result of the monitoring is available on the test output. It is to be
noted that during the test no inputs are applied to displace the rudder.
The test therefore uses:
- The inactive stage of the winding isolation relays which send back the
actuator control orders to the monitoring circuits
- Another stage of the relay to check that the control relay moves to the
working position
- Monitoring circuits which take into account the slaving order compared to
a predetermined threshold.
The test procedure is as follows:
- PHASE 1: The FAC sends a null advisory value and does not validate the
activation signal.
As the input value does not correspond to the fixed threshold value, the
monitoring function must be triggered. The test signal changes to an open
circuit (= warning). This validates the non-blocked status of the
monitoring.
- PHASE 2: The FAC sends an advisory value which is the one expected by the
actuator and the activation signal is not valid. This advisory value is
set to half the travel.
If the control order is generated correctly, the monitoring must not be
trigged (feedback value equal to the threshold) and the test signal
returns to good status (ground).
This validates the electronic section which ensures the slaving and
tapping of the monitoring signals.
- PHASE 3: The FAC sends again a null advisory value but validates the
activation signal. This puts the actuator into service without
displacement of the rudder.
A specific stage detects the closing of the control motor. Its signal
serves for forcing the monitoring logic to the good status.
During this procedure initiated at FAC energization, the activation signal
of the monitoring logic which puts into service the actuator 28 V power,
must always be validated.
This relay is tested to check its capability to open, in a specific phase of
the automatic test.

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RUDDER TRIM COMPUTATION - ADJUSTMENT/TEST
_________________________________________
TASK 22-62-00-710-001
Operational Test of the Rudder Trim Function
_______
_______
1. __________________
Reason for the Job
Make sure that the rudder trim system No.1 (No.2) operates correctly.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
R Power Supply
Pump

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3. __________
Job Set-up
Subtask 22-62-00-860-050

002).
(2) On the overhead panel, on the FLT CTL panel 23VU and 24VU:
- Make sure that the FAC1 and FAC2 pushbutton switches are pushed
(3) Do the EIS start procedure (ECAM only) (Ref. TASK 31-60-00-860-001).

- Get the F/CTL page.

001) (Ref. TASK 29-10-00-863-003).
Subtask 22-62-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
121VU AUTO FLT/RUDDER/TRIM/IND 15CC M20

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4. Procedure
_________
Subtask 22-62-00-710-050
A. Operational Test of the Rudder Trim Function
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Release the FAC2 (FAC1) - On the FAC2 (FAC1) pushbutton switch,

pushbutton switch. the OFF legend comes on and the FAULT
legend stays off.

RUD TRIM/PARKING BRK panel:
- Make sure that the rudder trim - The indicator shows approximately 0.
indicator is energized.
- Hold the RUD TRIM switch in the - On the F/CTL page on the lower ECAM
NOSE L position to get the display unit, the rudder trim and the
maximum movement of the rudder. rudder move to the left.
R - The left pedal is moves forward.
approximately the maximum threshold
engraved on panel.
R - Release the switch.
- Push and release the RUD - The rudder trim and the rudder go to
TRIM/RESET pushbutton switch. the zero position.
approximately 0.
- Push the FAC2 (FAC1) pushbutton - On this pushbutton switch, the OFF
stays off.

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5. Close-up
________
Subtask 22-62-00-860-051

001) (Ref. TASK 29-10-00-864-003).

002).

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CONTROL SWITCH - RUDDER TRIM (9CC) - REMOVAL/INSTALLATION
_________________________________________________________
TASK 22-62-11-000-001
Removal of the RUD TRIM Control Switch (9CC)
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU
_______
START A TASK ON OR NEAR:
- THE FLIGHT CONTROLS
- THE FLIGHT CONTROL SURFACES
- THE LANDING GEAR AND THE RELATED DOORS
- COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.

_______
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING
_______
GEAR.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific blanking caps

DMC519 1 ELECTRICIAN SERVICE TOOL KIT
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-62-11-991-002 Fig. 401

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3. __________
Job Set-up
Subtask 22-62-11-865-050
A. Open, safety and tag this(these) circuit breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
121VU HYDRAULIC/PARK BRK/CTL/STBY 71GG N37
121VU HYDRAULIC/PARK BRK/CTL/NORM 70GG N36
R 122VU LIGHTING/INSTL LT/MAIN INST/PNL AND/PED 4LF Y04
4. Procedure
_________
Subtask 22-62-11-020-050
A. Removal of the Panel 110VU

(Ref. Fig. 401/TASK 22-62-11-991-002)
(1) Loosen the four quarter-turn fasteners (8) to release the panel 110VU
(11).
(2) Carefully lift the panel 110VU (11) to get access to the electrical
connectors (10).
(3) Disconnect the four electrical connectors (10).
(4) Put blanking caps on the disconnected electrical connectors.
(5) Remove the panel 110VU (11).
Subtask 22-62-11-020-051
B. Removal of the RUD TRIM Control Switch (9CC)

(Ref. Fig. 401/TASK 22-62-11-991-002)
(1) Loosen the two screws (3) of the knob (2).
(2) Remove the knob (2) from the shaft of the control switch (12).
(3) Remove the screw (5), the pin (6) and the knob (4).

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RUD TRIM Control Switch
Figure 401/TASK 22-62-11-991-002

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(4) Loosen the four screws (1) that attach the plate (7) to the structure
of the panel 110VU (11).
(5) Remove the plate (7).
(6) Remove the nut (13) from the control switch (12).
(7) Remove the control switch (12) from the structure of the panel 110VU
(11).
(8) With an ELECTRICIAN SERVICE TOOL KIT (DMC519) disconnect and make a
mark on each wire of the control switch connector. If necessary, cut
the tie wraps of the control switch harness or remove the rear of the
panel 110VU.
(9) Remove the control switch (12).

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TASK 22-62-11-400-001
Installation of the RUD TRIM Control Switch (9CC)
_______

_______
_______
GEAR.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R No specific Torque Wrench : range 0.00 to 1.20 m.daN

R (0.00 to 9.00 lbf.ft)
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-62-00-710-001 Operational Test of the Rudder Trim Function

22-96-00-710-001 Operational Test of the AFS
22-97-00-710-001 Operational Test of the LAND CAT III Capability
R 32-45-00-710-001 Operational Check of the Parking Brake System Using
R Individual Motors in Turn
22-62-11-991-002 Fig. 401

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CES
3. __________
Job Set-up
Subtask 22-62-11-865-051
A. Make sure that this(these) circuit breaker(s) is(are) open, safetied and
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-62-11-420-050
A. Installation of the RUD TRIM Control Switch (9CC)

(Ref. Fig. 401/TASK 22-62-11-991-002)
(1) Clean the component interface and/or the adjacent area.
(2) Do an inspection of the component interface and/or the adjacent area.
(3) On the rear of the control switch (12) with the ELECTRICIAN SERVICE
TOOL KIT (DMC519) connect each wire in its initial position (refer to
the marks).
(4) Install the control switch (12) on the structure of the panel 110VU
(11).
NOTE: Make sure that the equipment locating pin goes in its housing.
(5) Attach the control switch (12) to the structure of the panel 110VU
(11) with the nut (13).
(6) Torque the nut (13) between to to 0.8 m.daN (70.79 lbf.in) and to 1
m.daN (88.49 lbf.in).
(7) Put the plate (7) in the correct position on the structure of the
panel 110VU (11).
(8) Install the four screws (1).
(9) Install the knob (2) on the shaft of the control switch (12).

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CES
(10) Lock the knob (2) with the two screws (3).
(11) Install the knob (4) (in the OFF position), the pin (6) and the screw
(5).
Subtask 22-62-11-420-051
B. Installation of the Panel 110VU

(Ref. Fig. 401/TASK 22-62-11-991-002)
(1) Remove the blanking caps from the electrical connectors.
(2) Make sure that the electrical connectors are clean and in the correct
condition.
(3) Connect the four electrical connectors (10).
(4) Install the panel 110VU (11) on the support bracket (9).
(5) Lock the panel 110VU (11) with the four quarter-turn fasteners (8).
Subtask 22-62-11-865-052
C. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
4LF, 5CC1, 5CC2, 15CC, 70GG, 71GG
Subtask 22-62-11-710-050
D. Operational Tests
(1) Do the operational test of the AFS to check the rudder trim function
(Ref. TASK 22-96-00-710-001).
NOTE : If the aircraft is operated in CAT 3 conditions, you must also

____
do the test below:
Land CAT 3 Capability Test (Ref. TASK 22-97-00-710-001).
NOTE : As an alternative procedure, you can do this operational test

____
without the CFDS (Ref. TASK 22-62-00-710-001).
(2) Do the operational test of the parking brake system (Ref. TASK 32-45-
00-710-001).

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5. Close-up
________
Subtask 22-62-11-860-050
(1) Remove the warning notice(s).
(2) Make sure that the work area is clean and clear of tool(s) and other
items.

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CES
PUSHBUTTON SWITCH - RUDDER TRIM/ RESET (8CC) - REMOVAL/INSTALLATION
___________________________________________________________________
TASK 22-62-12-000-001
Removal of the RUD TRIM/RESET Pushbutton Switch (8CC)
_______

_______
_______
GEAR.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-62-12-991-001 Fig. 401

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CES
3. __________
Job Set-up
Subtask 22-62-12-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-62-12-020-050

(Ref. Fig. 401/TASK 22-62-12-991-001)
(1) Loosen the four quarter-turn fasteners (11) to release the panel
110VU (16).
connectors (13).
Subtask 22-62-12-020-051
B. Removal of the RUD TRIM/RESET Pushbutton Switch (8CC)

(Ref. Fig. 401/TASK 22-62-12-991-001)

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RUD TRIM/RESET Pushbutton Switch
Figure 401/TASK 22-62-12-991-001

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CES
(4) Loosen the four screws (4) that attach the plate (10) to the
structure of the panel 110VU (16).
(5) Remove the plate (10).
(6) Remove the nut (3), the lockwasher (2) and the washer (1) from the
RUD TRIM/ RESET pushbutton switch (14).
(7) Remove the RUD TRIM/RESET pushbutton switch (14) from the structure
(8) Loosen the screws of the terminals at the rear of the RUD TRIM/RESET
pushbutton switch (14) to disconnect the electrical wires and make a
mark on each wire.
(9) Remove the RUD TRIM/RESET pushbutton switch (14).

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TASK 22-62-12-400-001
Installation of the RUD TRIM/RESET Pushbutton Switch (8CC)
_______

_______
_______
GEAR.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

32-45-00-710-001 Operational Test of the Parking Brake System
22-62-12-991-001 Fig. 401

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3. __________
Job Set-up
Subtask 22-62-12-865-052
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-62-12-420-052
A. Installation of the RUD TRIM/RESET Pushbutton Switch (8CC)

(Ref. Fig. 401/TASK 22-62-12-991-001)
(3) On the rear of the RUD TRIM/RESET pushbutton switch (14) install each
electrical wire in its initial position (refer to the marks) and
tighten the screws.
(4) Install the RUD TRIM/RESET pushbutton switch (14) on the structure of
the panel 110VU (16).
(5) Install the washer (1), the lockwasher (2) and the nut (3).
panel 110VU (16).

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(8).
Subtask 22-62-12-420-053

(Ref. Fig. 401/TASK 22-62-12-991-001)
condition.
Subtask 22-62-12-865-053
breaker(s):
4LF, 5CC1, 5CC2, 15CC, 70GG, 71GG
Subtask 22-62-12-710-051
D. Operational tests
(Ref. TASK 22-96-00-710-001).

____
do the test below:

____
00-710-001).

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5. Close-up
________
Subtask 22-62-12-860-051
items.

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INDICATOR - RUDDER TRIM (17CC) - REMOVAL/INSTALLATION
_____________________________________________________
TASK 22-62-21-000-001
Removal of the Rudder Trim Indicator (17CC)
_______

_______
_______
GEAR.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-62-21-991-002 Fig. 401

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CES
3. __________
Job Set-up
Subtask 22-62-21-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-62-21-020-050

(Ref. Fig. 401/TASK 22-62-21-991-002)
(1) Loosen the four quarter-turn fasteners (8) to release the panel 110VU
(13).
connectors (11).
Subtask 22-62-21-020-051
B. Removal of the Rudder Trim Indicator (17CC)

(Ref. Fig. 401/TASK 22-62-21-991-002)

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Rudder Trim Indicator
Figure 401/TASK 22-62-21-991-002

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CES
(4) Loosen the four screws (1) that attach the plate (7) to the structure
(5) Remove the front plate (7).
(6) Loosen the two screws (14) that attach the indicator (12) to the
structure of the panel 110VU (13).
(7) Remove the indicator (12) from the panel 110VU (13).
(8) With an ELECTRICIAN SERVICE TOOL KIT (DMC519) disconnect and make a
mark on each wire of the indicator connector. If necessary, cut the
tie wraps of the control switch harness or remove the rear of the
panel 110VU.
(9) Remove the indicator (12).

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TASK 22-62-21-400-001
Installation of the Rudder Trim Indicator (17CC)
_______

_______
_______
GEAR.
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

32-45-00-710-001 Operational Test of the Parking Brake System
22-62-21-991-002 Fig. 401

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CES
3. __________
Job Set-up
Subtask 22-62-21-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-62-21-420-050
A. Installation of the Rudder Trim Indicator (17CC)

(Ref. Fig. 401/TASK 22-62-21-991-002)
(3) On the rear of the indicator (12) with the ELECTRICIAN SERVICE TOOL
KIT (DMC519) connect each wire in its initial position (refer to the
marks).
(4) Put the indicator (12) in the correct position on the structure of
the panel 110VU (13).
(5) Install the two screws (14).
panel 110VU (13).

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CES
(5).
Subtask 22-62-21-420-051
condition.
Subtask 22-62-21-865-052
breaker(s):
4LF, 5CC1, 5CC2, 15CC, 70GG, 71GG
Subtask 22-62-21-710-050
D. Operational Tests
(Ref. TASK 22-96-00-710-001).

____
do the test below:

____
00-710-001).

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5. Close-up
________
Subtask 22-62-21-860-050
items.

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CES
YAW DAMPER COMPUTATION - DESCRIPTION AND OPERATION
__________________________________________________
1. _______
General
(Ref. Fig. 001)
The yaw damper function ensures:
- In manual control, the accomplishment of the yaw orders from the elevator
aileron computer (ELAC) (stabilization and manual turn coordination).
It also provides a yaw-damping degraded law in the event of ELAC failure
(alternate law).
- In automatic control, the accomplishment of the autopilot orders from the
Flight Management and Guidance Computer (FMGC) for turn coordination and
guidance (align and roll out).
It also ensures, in automatic flight, assistance in engine failure
recovery and yaw stability.
The yaw damper actuation is described in 27-26-00.
2. __________________
System Description
A. Composition
- Two electro-hydraulic servo-actuators (1 per FAC) centered to the
neutral position by an external spring device. Each servo-actuator
includes a feedback position transducer (Linear Variable Differential
Transducer: LVDT)
- Two Flight Augmentation Computers (FAC 1 and FAC 2)
- A feedback position transducer unit located on the output shaft common
to both servo-actuators (Two Rotary Variable Differential Transducers:
RVDT)
- Two FLT CTL/FAC pushbutton switches common to the RUD TRIM and RTL
functions (for FAC engagement).
B. Architecture
(Ref. Fig. 002)
All the computations specific to this function (laws, logic and
engagement) are duplicated in each FAC.
The system operates using the changeover technique : when both the yaw
damper 1 and the yaw damper 2 are engaged, the channel 1 has priority.
The channel 2 is synchronized on the position of the other channel and
its associated servo-actuator is depressurized. This depressurization is
performed by two solenoid valves. Each solenoid valve drives a by-pass
valve. Only one solenoid valve is required to depressurize the
servo-actuator. A pressure switch monitors the status of the solenoid
valves.
If the two servo-actuators are not pressurized, the rudder is centered to
the neutral position (zero or the trimmed value).
The rudder receives the yaw damper orders but these are not reproduced at
the rudder pedals.

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Yaw Damper Function
Figure 001

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R FAC - Architecture of Yaw Damper
Figure 002

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The Green hydraulic system supplies the servo-actuator No. 1 associated
with the FAC 1.
The Yellow hydraulic system supplies the servo-actuator No. 2 associated
with the FAC 2.
A current amplifier in the FAC delivers the orders to slave the
servo-actuator in position. A servovalve then executes these orders.
The slaving order is never interrupted even when a failure is detected :
the servo-actuator is neutralized through action on the electrovalves.
Each solenoid valve is under the control of an independent logic (C and
M).
The C1 and C2 transducers (LVDT) serve for the slaving. The S1 and S2
transducers (RVDT) permit to monitor this slaving.
Each FAC generates the priority order in the form of a hard-wired
discrete. The fluctuations of the 26 V/400 Hz power are compensated.
3. _________
Interface
(Ref. Fig. 003)
The figure given below shows the interconnections between the FAC and the
yaw damper servo-actuator.
4. Operation
_________
A. Principle
(1) Manual mode

In AP-disengaged configuration, the yaw damper function is linked to
the ELAC.
- In normal mode, on the roll axis:
The ELAC generates a lateral deflection law which integrates the
control of the rudder (stabilization and turn coordination).
The yaw damper carries out this law and indicates the correct
achievement of this function through a hard-wired discrete.
If necessary, the ELAC must operate in degraded law on the roll
axis.
- In degraded mode indicated by the ELAC:
The FAC computes the yaw damper function and generates a simplified
law of Dutch roll damping (alternate law).
This law, which has a fixed and limited authority plus or minus 5
deg., only uses gains function of the selected positions of the
flaps and slats.
(2) Automatic mode

As soon as the AP is engaged, the yaw damper operates in the mode
given below:
- Dutch roll damping except in approach phase
- Turn coordination to reduce the sideslip in turn.

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CES
Interconnections between FAC and Yaw Damper Servo-Actuator
Figure 003

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CES
These two orders are inhibited during the landing phase and
accomplished directly in the AP guidance orders.
- Assistance in engine failure recovery from a lateral acceleration
signal through a threshold
- Accomplishment of the guidance orders : align and roll out.
B. Structure of Yaw Damper Control-Law

(Ref. Fig. 004)
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 401-499,

R 501-509, 511-526, 528-599,
The control law generates a deflection order to control the yaw damper
servo-actuator:
- From the ELAC deflection order
- From an alternate law based on a wash-out yaw-rate term with a gain
function of the flap and slat configuration. The whole law is limited
to a safety value (plus or minus 5 deg.).
- From the aileron deflection order on the AP for turn coordination
- From the landing guidance order on the yaw axis delivered by the AP
- From a Dutch-roll damping law. This law uses a wash-out yaw-rate term
and a phase advance term applied in clean configuration.
- From a term of assistance in engine failure recovery. This term uses a
lateral acceleration term through a threshold.
All these control orders are limited in speed and in amplitude.
**ON A/C 301-399,
The control law generates a deflection order to control the yaw damper
servo-actuator:
- From the ELAC deflection order
- From an alternate law based on a wash-out yaw-rate term with a gain
function of the flap and slat configuration. The whole law is limited
to a safety value (plus or minus 5 deg.).
- From the aileron deflection order on the AP for turn coordination
- From the landing guidance order on the yaw axis delivered by the AP
- From a Dutch-roll damping law. This law uses a wash-out yaw-rate term
and a phase advance term applied in clean configuration.
- From a term of assistance in engine failure recovery. This term uses a
lateral acceleration term through a threshold. This threshold is zero.
All these control orders are limited in speed and in amplitude.

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Yaw Damper Control-Law
Figure 004

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CES
**ON A/C ALL
C. Operating Logic
The activation of the yaw damper function depends on:
- The engagement status of the FLT CTL/FAC pushbutton switch
- The logic of the modes (AP engaged or not, ELAC in normal mode or not,
status of the ADIRS etc.)
- The monitoring specific to the function:
computation comparators and power comparators
- The global monitoring of the computer.
The correct operation of the mode is checked:
- For the ELAC: if the normal law is not executed. The ELAC then turns to
the standby law on the roll axis.
- For the AP:
if the acquisition of the AP-engaged signal is not correct
or if the status of the peripherals does not allow the achievement of
the function (dual failure of the ADIRS).
The AP disconnects and the system returns to the manual mode without
FAC disconnection.
The loss of the yaw damper function is indicated on the display unit of
the ECAM system:
- Loss of one channel:
YAW DAMPER 1 or 2 amber warning
- Total loss:
YAW DAMPER 1 + 2 amber warning + chime.
D. Monitoring of Yaw Damper Function

(Ref. Fig. 005)
The block diagram given below shows the organization of this function and
the various types of monitoring which are integrated.
These are:
- Monitoring of the IRS function through a vote on the yaw rate and
lateral acceleration parameters (Ref. 22-65-00).
This ensures the availability of the manual and automatic functions in
the event of a single detected or undetected failure. It also ensures
the availability of the alternate law upon a second detected failure.
- Monitoring of the ELAC and FMGC peripherals at the level of the ARINC
buses and the hard-wired discretes of engagement of these peripherals
R **ON A/C 001-049, 051-099, 101-149, 201-249, 251-299, 501-509, 511-526,

R 528-599,
- Limitation in amplitude (+ or - 20 deg.) and in speed (40 deg./s in

manual control and 30 deg./s in AP).

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Monitoring of Yaw Damper - Block Diagram
Figure 005

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R **ON A/C 151-199, 401-499,

manual control and 30 deg./s in AP). In clean configuration, speed is
15 deg./s limited in manual control and in AP.
**ON A/C 301-399,

manual control and 30 deg./s in AP). In clean configuration, speed is
15 deg./s limited in manual control and in AP.
**ON A/C ALL
- Monitoring of the computation through duplication and vote of the mid

value of the deflection order among three values:
. command deflection order
. monitoring deflection order
. null order (stability order).
This ensures the passivation of any erratic value and its elimination
from the vote.
The voter circuit includes comparators:
. C3 comparator between the deflection order generated by one channel
and the value finally voted. This identifies the faulty channel.
. C1 comparator between the command and the monitoring voter. This
comparator monitors the digital section of the computer.
- Monitoring of the power channel through comparison (C2) between the
deflection order and the position feedback.
- In-flight monitoring of the pressurization status of the hydraulic
systems.
- Monitoring of the transducers (Ref. 22-65-00).

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CES
5. ______________
Test Procedure
A. Computer
At power rise, during the safety tests, the sections specific to the yaw
damper and mainly the hard-wired engage logic, are validated.
B. Servo-Actuator
This test is introduced to minimize the time of risk of hidden failures
which can affect the standby channel.
This test is used to check:
- The electrical continuity of the current amplifier up to the servovalve
by introduction of a non-executed fixed order (servo-actuator not
validated)
- The pressure switch between the electrovalves (capability to trigger)
(which can be tested only with the hydraulic pressure applied).
R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
The pressure switch is automatically tested with the hydraulic pressure

coming from the engine (use of ENGINE RUNNING data to launch the test).

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CES
YAW DAMPER COMPUTATION - ADJUSTMENT/TEST
________________________________________
TASK 22-63-00-710-001
Operational Test of the Yaw Damper Function
_______
_______
1. __________________
Reason for the Job
Make sure that the Yaw Damper System N1 (N2) operates correctly.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
29-10-00-863-003 Pressurize the Blue Hydraulic System
Pump
Page
R 34-14-00-740-001 Interface Test of the IR

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CES
3. __________
Job Set-up
Subtask 22-63-00-860-050

002).
(2) Do the EIS start procedure (ECAM system only) (Ref. TASK 31-60-00-
860-001).

001) (Ref. TASK 29-10-00-863-003).

- Get the F/CTL page.

- Set the OFF/NAV/ATT selector switch related to IR3 to NAV.
- Make sure that the OFF/NAV/ATT selector switches related to IR1 and
IR2 are in the OFF position.
- Make sure that the FAC1 and the FAC2 pushbutton switches are pushed
Subtask 22-63-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

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R
CES
4. Procedure
_________
Subtask 22-63-00-710-050
A. Operational Test of the Yaw Damper Function
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the FLT CTL panel 24VU(23VU):
- Release the FAC2(FAC1) - On this pushbutton switch, the OFF

2. On the center pedestal, on one

MCDU:
page (Ref. TASK 31-32-00-860-
010).
- Push the line key adjacent to The IR3 page comes into view.
the IR3 indication.
R - Get acces to the INTERFACE TEST

R of the IR3 (Ref. TASK 34-14-00-
R 740-001).
R
NOTE : For the test below, ignore

____
the warnings and the
attitude changes.
3. Push the line key adjacent to the - The rudder moves to the left, then
START TEST indication. slowly moves back to zero.
4. Push the line key adjacent to the - The rudder moves to the right, then
RETURN (TEST STOP) indication. slowly moves back to zero.

- Push the the line key adjacent - The CFDS MENU page comes into view.
to the RETURN indication until
view.

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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
6. On the FLT CTL panel 24VU(23VU):
- Push the FAC2(FAC1) pushbutton - On this pushbutton switch, the OFF

switch. legend goes off.
5. Close-up
________
Subtask 22-63-00-860-051

001) (Ref. TASK 29-10-00-864-003).

002).

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R
CES
CONFIGURATION AND OPERATIONAL SPEED COMPUTATION - DESCRIPTION AND OPERATION
___________________________________________________________________________
1. General
_______
**ON A/C 001-049, 051-099, 101-105, 151-199, 201-233, 236-238,
The Flight Augmentation Computer (FAC) fulfills several functions

independently of the engagement status of the FLT CTL/FAC pushbutton
switches.
These functions are necessary for:
- The control of the speed scale on the Primary Flight Displays (PFDs).
- The adaptation of gains of the Flight Management and Guidance Computer
(FMGC) and Elevator Aileron Computer (ELAC).
- The distribution of signals for the FMGC control laws
- The protection of the flight envelope in automatic flight (speed limits
for the FMGC, alpha-floor for the autothrust)
- The display of the flap/slat maneuver speed
- The windshear warning (pin program activation)
- The low energy warning
- The display of the positions of the control surfaces.
The FAC therefore computes:
- The weight and the center of gravity
- The characteristic speed data
- The aerodynamic flight-path angle and the potential flight-path angle
- The alpha-floor protection
- The position of the rudder trim for the ECAM system.
R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
The Flight Augmentation Computer (FAC) fulfills several functions

independently of the engagement status of the FLT CTL/FAC pushbutton
switches.
These functions are necessary for:
- The control of the speed scale on the Primary Flight Displays (PFDs).
- The adaptation of gains of the Flight Management and Guidance Computer
(FMGC) and Elevator Aileron Computer (ELAC).
- The distribution of signals for the FMGC control laws
- The protection of the flight envelope in automatic flight (speed limits
for the FMGC, alpha-floor for the autothrust)
- The display of the flap/slat maneuver speed
- The windshear warning (pin program activation)
- The low energy warning
- The display of the positions of the control surfaces.
The FAC therefore computes:
- The weight and the center of gravity

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Page 1
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CES
- The characteristic speed data
- The aerodynamic flight-path angle and the potential flight-path angle
- The alpha-floor protection
- The position of the rudder trim for the ECAM system
- The position of the rudder travel limiter for the ECAM system.
**ON A/C ALL
2. __________________
System Description
A. Presentation of Characteristic Speed Data

(Ref. Fig. 001)
The characteristic speed data are presented on the PFDs through the
Display Management Computers (DMC).
- The FAC1 transmits data to Captains PFD
- The FAC2 transmits data to First Officers PFD.
The transmitted data are validated from:
- The status matrices of the transmitted labels
- The FAC HEALTHY hard-wired discrete.
If a failure affects at least one label or the computer itself, the
associated DMC is automatically switched to the opposite FAC.
In the event of a DMC failure, the associated PFD is switched to the
DMC3.
In addition to that, the indication ADC DISAGREE appears on the display
unit of the ECAM system when the ADC source used in the FAC is not the
one selected by the pilot.
Since the FAC specifically processes ADIRS data (Ref. 22-65-00), this
ensures that the characteristic speed data remain displayed:
- At first detected or undetected failure of the ADIRS by the same FAC
- At second detected failure of the ADIRS by the FAC associated with the
remaining ADIRS.
The FAC processes the display logic of the various speed data mainly
through the positioning of the label status matrices:
- F/W : source-change order
- NCD : cancellation order for the considered label.
The information transmitted to the FMGC (speed data, weight, center of
gravity, flight-path angle, alpha-floor) is processed from:
- The validity of the status matrices
- The FAC HEALTHY hard-wired discretes.

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Interconnections Between FAC and Users
Figure 001

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B. Definition and Symbols
(1) Definition and presentation of speed data on PFD

(Ref. Fig. 002, 003)
-------------------------------------------------------------------------------
| SPEED | DEFINITION | PRESENTATION | PRESENTATION ON PFD |
|--------|---------------------|------------------|---------------------------|
| VSW | According to ELAC | After lift-off | Red checkered tape at |
| | Alpha Protection | in direct law | the bottom of the scale |
| | | only | |
|--------|---------------------|------------------|---------------------------|
|VALPHA | Speed corresponding | After lift-off | Amber and black strip at |
|PROT | to ELAC Alpha | in Normal Law | the bottom of the scale |
| | Protection | | |
|--------|---------------------|------------------|---------------------------|
|VALPHA | Minimum Speed | After lift-off | Red strip at the bottom |
|LIM | corresponding to | in Normal Law | of the scale |
| | ELAC Alpha | | |
| | Protection | | |
|--------|---------------------|------------------|---------------------------|
| | 1.13 Vs 1g takeoff | | Amber strip at the |
| VLS | 1.23 Vs 1g elsewhere| Ditto | bottom of the scale |
| | 0.2 g/buffeting | | |
| | 1.28 Vs 1g in clean | | |
| | configuration | | |
|--------|---------------------|------------------|---------------------------|
| | Drift Down Speed | Clean configura- | O |
| VMAN | | tion | Green dot |
|--------|---------------------|------------------|---------------------------|
| V3 | 1.18 Vs 1g of 18/10 | Flaps extended | F |
| | | except full | |
| V4 | 1.18 Vs 1g of 0/0 | Only slats | S |
| | | extended | |
|--------|---------------------|------------------|---------------------------|
| VFE | Max flap and slat | Flaps or slats | Red checkered tape at the |
| | extended speed | extended | top of the scale |
| VLE | Max landing gear | Landing gear | |
| | extended speed | extended | |
|--------|---------------------|------------------|---------------------------|
| VC | Airspeed tendency | After | Pointer initiating in |
| TREND | | lift-off | computed airspeed symbol |
|--------|---------------------|------------------|---------------------------|
| VM0 | VM0 + MM0 | Ditto | Red checkered tape at the |
| | | | top of the scale |
|--------|---------------------|------------------|---------------------------|
| VMAXOP | 0.2 g with respect | Ditto except if | Not presented |

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FAC Data on the Speed Scale of the PFD (Sheet 1/2)
Figure 002

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FAC Data on the Speed Scale of the PFD (Sheet 2/2)
Figure 003

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-------------------------------------------------------------------------------
| SPEED | DEFINITION | PRESENTATION | PRESENTATION ON PFD |
|--------|---------------------|------------------|---------------------------|
| | to buffeting | VMAX OPP<VM0 | |
|--------|---------------------|------------------|---------------------------|
| | Predictive VFE at | Z<20,000 ft. | Two amber strips |
| VFEN | next flap/slat | Not presented in | |
| | position | full position | |
-------------------------------------------------------------------------------
The signification of the different speed data is given below:

- VSW : stall warning speed
- VALPHA PROT : speed corresponding to angle-of-attack reached when
ELAC Alpha Protection is triggered.
- VALPHA LIM : minimum speed which can be reached in ELAC Alpha
Protection
- VLS : lower selectable speed for a given configuration
- VMAN (Green dot) : maneuvering speed:
This speed represents the drift down speed which corresponds to the
optimum speed (max. lift-to-drag ratio) in the event of engine
failure.
- V3 and V4 : minimum flap and slat retraction speed
V3(F) = minimum flap RETRACTION speed
V4(S) = minimum slat RETRACTION speed
- VMAX : maximum allowable speed
It determines a maximum value not to be exceeded. It represents,
depending on the configuration, the smallest value of the
following:
VFE = maximum flap and slat extended speed
VLE = maximum landing gear extended speed in clean configuration
VM0/MM0 = maximum operating limit speed
- VMAXOP : maximum selectable speed
- VC TREND : airspeed tendency.
It corresponds to the speed increment in 10s with the actual
acceleration of the aircraft
- VFEN : in landing phase, it corresponds to the VFE at next
flap/slat position.
3. Operation
_________
A. Speed Computation Principle

(Ref. Fig. 004)
The computation principle is based on the fact that most of the presented
speed data are function of the weight.
As the weight changes slowly, this parameter is frozen upon modification
of the configuration (e.g. : speedbrakes or control surfaces extended,
deceleration, turn) to avoid transients on the speed presentation.

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Speed Computations - General Architecture
Figure 004

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On the ground, weight and XG initializations are made through the FMS.
In cruise phase (Zp >15,000 ft and Vc >250 kts), updating computations
are performed by engine consumption laws approximated in the FAC.
R **ON A/C 001-049, 051-099, 101-105, 151-199, 201-233, 236-238,
The sequence of the computations (which lead to generation of

characteristic speed data) and the parameters is shown in the figure.
The computation is initiated from the curves Cz max and from the
conditions of equilibrium of the aircraft with thrust and balance
correction. This permits to obtain the stall warning speed Vs 1g.
From Vs 1g, the FAC computes the aircraft weight taking into account:
- The equilibrium incidence
- The equilibrium speed
- The thrust
- The center of gravity
- The altitude.
Beyond the computation range, the computation of the weight is frozen.
The weight is re-aligned through a correcting fuel-used term previously
defined in the FAC.
The following is deduced from the weight computation:
- Computation of the center of gravity according to the stability plane,
altitude, configuration and speed.
The FAC uses the FM weight and CG to compute characteristic speeds (VLS,
green dot, S, F).
(Ref. Fig. 005)
List of Abbrevations:
Az1 = Vertical acceleration with respect to aircraft centerline
AOA = Voted angle-of-attack
Vc = Corrected airspeed
N1R and N1L = Left or right engine thrust
Phi = Bank angle with respect to aircraft centerline
Teta = Pitch attitude
Z = Vertical acceleration with respect to reference
VZBI = Baro inertial vertical speed
M = Mach number
S/F = Slat/flap position
XG = Center of gravity
Z = altitude
AB = Speedbrakes
mFMS = Weight given by FMS
t(s) = Time
MLGS = Landing gear shock absorber compressed
Delta N1 = Delta between N1 command and N1 actual

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Speed Computation - Use of FM Weight/CG
Figure 005

R

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m(t) = Weight as a function of time (consumption law)
iH = THS position
PS = Static pressure

R

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R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
The sequence of the computations (which lead to generation of

characteristic speed data) and the parameters is shown in the figure.
The computation is initiated from the curves Cz max and from the
conditions of equilibrium of the aircraft with thrust and balance
correction. This permits to obtain the stall warning speed Vs 1g.
From Vs 1g, the FAC computes the aircraft weight taking into account:
- The equilibrium incidence
- The equilibrium speed
- The thrust
- The center of gravity
- The altitude.
Beyond the computation range, the computation of the weight is frozen.
The weight is re-aligned through a correcting fuel-used term previously
defined in the FAC.
The following is deduced from the weight computation:
- Computation of the center of gravity according to the stability plane,
altitude, configuration and speed.
In order to harmonize the FAC and FMS characteristic speeds displayed on
the PFDs and on the MCDUs (basic or optional), the FAC uses the FM weight
and CG to compute characteristic speeds (VLS, green dot, S, F).
(Ref. Fig. 005A)
List of Abbrevations:
Az1 = Vertical acceleration with respect to aircraft centerline
AOA = Voted angle-of-attack
Vc = Corrected airspeed
N1R and N1L = Left or right engine thrust
Phi = Bank angle with respect to aircraft centerline
Teta = Pitch attitude
Z = Vertical acceleration with respect to reference
VZBI = Baro inertial vertical speed
M = Mach number
S/F = Slat/flap position
XG = Center of gravity
Z = altitude
AB = Speedbrakes
mFMS = Weight given by FMS
t(s) = Time
MLGS = Landing gear shock absorber compressed
Delta N1 = Delta between N1 command and N1 actual
m(t) = Weight as a function of time (consumption law)
iH = THS position
PS = Static pressure

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Speed Computation - Use of FM Weight/CG
Figure 005A

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**ON A/C ALL
B. Computation of Aerodynamic Flight-Path Angle (Gamma-a) and Potential

Flight-Path Angle (Gamma-T)
(Ref. Fig. 006)
These data which are necessary for the FMGC control laws are calculated
and duplicated in the FAC.
C. Computation of Alpha Floor Protection

(Ref. Fig. 007, 008)
The alpha floor protection is calculated in the FAC but not duplicated.
This function permits:
- To protect the aircraft against excessive angle-of-attack.
To do this, a comparison is made between the aircraft angle-of-attack
and predetermined thresholds function of configuration.
Beyond the thresholds, the FAC transmits a command signal to the
autothrust which will apply full thrust.
- To protect the aircraft against longitudinal wind variations in
approach by determining a wind acceleration (deduced from the
difference between ground acceleration and air acceleration).
At the second detected or undetected failure of the ADIRS, the
alpha-floor signal is no longer available.
The ELAC direct computation of the alpha floor protection is taken into
account directly as soon as the first detection is made either by the FAC
or by the ELAC.
R **ON A/C 001-049, 051-099, 101-105, 151-199, 201-233, 236-238,
D. Rudder Trim Position

(Ref. Fig. 009)
The actual position of the rudder trim (rudder position) is sent to:
- The rudder trim indicator
- The ECAM system
- On the label 313.
This position is validated by:
- The status matrix which turns to:
. NCD if the RUD TRIM function is not available
. F/W in the event of a computer failure.
A flag appears if the signal is not available.

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FAC - Computation of Aerodynamic Flight-Path Angle (Gamma-a)
and Potential Flight-Path Angle (Gamma-T)
Figure 006

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Alpha Floor _ Computation and Interface
R Figure 007

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FAC - Alpha Floor
Figure 008

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ECAM - Rudder Trim Position
Figure 009

R

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R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
D. Rudder Trim Position and Rudder Travel Limiter

(Ref. Fig. 009A)
(1) The actual position of the rudder trim (rudder position) is sent to:
- The rudder trim indicator
- The ECAM system
- On the label 313.
This position is validated by:
- The status matrix which turns to:
. NCD if the RUD TRIM function is not available
. F/W in the event of a computer failure.
A flag appears if the signal is not available.
(2) The actual position of the rudder travel limitation unit is sent to
the ECAM system (F/CTL page).
This position is validated by the status matrix which is NO only if
RVDT sensor monitoring is healthy.
In normal operation, the TLU indexes are displayed in green, else a
flag appears.
**ON A/C ALL
E. Windshear Warning
(1) General
The windshear is a sudden change in wind direction and/or speed over
a relatively short distance in the atmosphere. This can have an
effect on aircraft performance during takeoff and landing phases.
In windshear conditions, the principle is to reduce the detection
threshold according to the detected windshear in order to get the
possibility of performing a go around maneuver sooner.
(Ref. Fig. 010)
(2) Warning
(Ref. Fig. 011)
The FAC which fulfills detection function generates the signals
necessary to output the windshear warning.
This warning is activated on condition that:
- The windshear function is activated through pin programming
- A windshear condition is detected

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ECAM - RTL / Rudder Trim Position
Figure 009A

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Windshear Detection Principle
Figure 010

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INTENTIONALLY BLANK

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Windshear Architecture
R Figure 011

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- The aircraft is in takeoff or landing phase (altitude and
flaps/slats configuration conditions)
- Specific monitoring functions do not detect any windshear function
defect.
Crew is aware of the windshear warning through:
- The red WINDSHEAR message which comes into view on the PFDs above
the horizon line (sky area)
- The windshear aural warning which is broadcast three times.
When the parameters which elaborate this warning are no longer
valid, the windshear warning is inhibited in associated FACs.
When both FACs cannot generate this warning (double inhibit),
associated amber level 2 warning message is triggered by the FWC
upon slat extension and displayed on the upper ECAM DU.
(3) Computation
It consists in making a comparison between the instantaneous energy
situation of the aircraft or its short term predictable situation,
and the minimum energy situation for aircraft security.
To do so, it is necessary:
- To detect longitudinal winds (head wind or tail wind) combined or
not with a down draft.
- To generate a warning, independent from alpha floor, on the basis
of existing structure of the same alpha floor by incrementing the
angle of attack value of the aircraft with equivalent angles of
attack due to wind detections. This allows a certain anticipation
with respect to a normal alpha floor law mainly based on the
aircraft angle of attack.
- To display this warning and possibly to indicate that it is not
available.
- Through FD or AP takeoff or go around (SRS law) modes, to follow a
safe path in case of windshear detection.
(4) Test
This test permits to check that the system transmits and presents:
- visual and aural indications of the WINDSHEAR warning
- messages to indicate the loss of the function.
It is performed through the Centralized Fault Display System (CFDS)
by means of the MCDU (aircraft on ground with engines stopped).
It is activated by selecting the following functions on the MCDU:
- CFDS
- SYSTEM REPORT/TEST
- AFS.
Then it is necessary to scroll the various MCDU pages.
(Ref. Fig. 012)
R

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R MCDU - AFS/Windshear Test
R Figure 012

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R NOTE : For AFS/WINDSHEAR TEST-3 & -6 pages, when the predictive
____
R windshear function is active:
R - on the EWD, make sure that the REAC W/S DET FAULT message
R (and not the WINDSHEAR DET FAULT message) is shown.
R - on the STATUS page, make sure that the REAC W/S DET message
R (and not the WINDSHEAR DET FAULT message) is shown.
F. Low Energy Warning
(1) General
The Low Energy Function is to prevent the A/C from entering a low
energy situation by alerting the pilot through an audio warning:
SPEED...SPEED...SPEED.
Pilot has to increase thrust and low energy warning disappears as
soon as:
- Thrust level is high enough or
- Alpha floor protection is triggered or
- Pitch go around mode is triggered.
Low energy warning is available in configuration 2, 3 and FULL and
between 100 ft and 2000 ft RA.
(Ref. Fig. 013)
(2) Warning
(Ref. Fig. 014)
A combination of angle-of-attack, flight-path angle and deceleration
is computed and compared to a threshold, depending on slat/flap
configuration, typically 0.4 deg. to 1 deg. lower than alpha floor
threshold.
When the result of the combination is above this threshold for more
than 0.5 sec, low energy condition is triggered for at least 3 sec
and sent to the FWC that elaborates the audio warning.
(3) System aspects

The low energy detection is not duplicated.

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Low Energy Warning Principle
Figure 013

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Low Energy Warning Architecture
Figure 014

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ENGAGEMENT AND INTERNAL MONITORING - DESCRIPTION AND OPERATION
______________________________________________________________
1. _______
General
Each Flight Augmentation Computer (FAC) includes two independent computation
channels with digital processors.
The engagement and monitoring principles ensure:
- Safe operation through the failure detectors
- Maximum availability through the reconfigurations further to failures.
These principles are:
- Duplication of the monitoring circuits (engage and monitoring logic)
- Utilization of hard-wired logic for the sensible parts of the system
(engage circuit, actuator control circuit, circuit of global internal
monitoring)
- Monitoring of the peripherals by the FAC:
. Failures detected by self-test through monitoring of the parameter
status matrix. These failures are not latched.
. Failures not detected by self-test which deal with critical information
through comparison of different sensors (two-by-two comparison or
passivation through voters) or validation of a data bus by a hard-wired
discrete.
- Monitoring of the computer by self-monitoring of the computation channels
(comparison) specific monitoring:
. Aircraft 28V power-supply application software (real-time monitor)
. Watchdog
. ARINC sequencers
. Oscillation detectors transmission monitoring.
2. System
__________________
Description
Each FAC comprises these devices for function monitoring:
- An engagement device per FLT CTL/FAC pushbutton switch common to the yaw
damper, rudder trim and rudder travel limiting functions.
- Global internal monitoring of the computer in software (real-time monitor)
and hard-wired circuitry (FAC HEALTHY, watchdog)
- Monitoring specific to the functions fulfilled:
. In the software
. In the hard-wired circuitry for the actuator controls, the changeover
signals and the warnings.
- Monitoring of reconfiguration of certain peripherals
- Monitoring of sensors.
Each monitoring circuit is duplicated (one logic in the command channel and
another one in the monitoring channel). Some signals are exchanged between
the two channels in the hardware and software parts
(watchdog, power supply monitoring).
The logic circuits specific to the functions lead to the loss of the
considered function without illumination of the FAULT legend. The result of
the failure is memorized in flight only (engine-running signal to allow or
not allow the reset).

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The logic circuits common to all the functions lead to the total loss of the
FAC with illumination of the FAULT legend. The result of the failure is
memorized in a material flip-flop.
The reset will be possible only upon manual action by the pilot on the FLT
CTL/FAC pushbutton switch. This action reactivates the watchdog and the
microprocessor.
The whole computer can be disengaged through action on the pushbutton
switches.
3. Operation
_________
A. Connection with FLT CTL/FAC Pushbutton Switches

(Ref. Fig. 001)
Each FAC is associated with an engagement pushbutton switch located on
the FLT CTL panel, on the overhead panel.
This pushbutton switch serves for:
- The engagement or the disengagement of all the FAC functions:
. Engagement status : no indication on the pushbutton switch
. Disengagement status : the OFF legend is on
- The indication of FAC failures with the FAULT legend. This authorizes a
pilot action (FAULT/OFF) to reset the digital section of the FAC.
If the action is operative, the FAULT legend goes off and the system
can be re-engaged.
Therefore, in normal operation the legends are off.
In abnormal operation, these indications are given:
- Computer not energized or not installed:
. FAULT legend on ; ECAM warning.
- FAC failures specific to one function:
. FAULT legend off ; ECAM warning.
- Common FAC failures which can be reset:
. FAULT legend on with possible reset by the pilot ECAM warning.
- Power-supply transient failures:
. FAULT legend on with possible reset by the pilot.
- FAC failures on the ground with engines shut down:
. FAULT legend with automatic reset at failure suppression.
B. Global Internal Monitoring of the Computer

(Ref. Fig. 002)
The correct operation of the computer (acquisition, digital section,
correct running of the program, transmission, etc.) is checked from:
- A boolean signal INTERNAL MONITORING generated by the software. This
signal takes into account all the monitoring functions of the channel
- A FAC HEALTHY discrete signal used as a condition necessary for:
. The effective engagement of the FAC functions,
. The validation of the FAC data for the users.

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FAC Engagement Principle
Figure 001

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Monitoring of the Computer
Figure 002

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(1) INTERNAL MONITORING signal
This signal is generated from the signals given below:
- Internal power-supply monitoring
- Monitoring of the correct execution of the safety test of the
digital section.
- Monitoring of the ARINC transmission:
. Through wrap-around of the main bus on the monitoring channel by
comparison of the received discrete word 274 with the discrete word
274 generated in the monitoring channel
(Ref. Fig. 003)
- Monitoring of the ARINC acquisition through verification of the
automaton which organizes the management of the acquisition
- Verification of the digital section by taking into account:
. The comparator between voters of the yaw damper
. The comparator between speed computations.
As these comparators monitor the command and the monitoring
algorithms, a dissymmetry between these computations implies a
failure in the digital section.
(2) FAC HEALTHY signal

This hard-wired signal is used to:
- Illuminate the FAULT legend of the FLT CTL/FAC pushbutton switches
- Validate the information of the main bus of the FAC:
. Through the acquisition of this discrete by the users. Through
setting of the transmitted labels to F/W
- Authorize the engagement of the functions (use of the FAC HEALTHY
signal wrapped around to generate the changeover signals).
This signal is dependent upon:
- The INTERNAL MONITORING signal
- The nosewheel signal to avoid latching of possible failures on the
ground
- The watchdog signal which monitors the correct execution of the
software operations
- The REAL TIME HLTY signal which is the real-time monitoring signal
of the application software (Ref. para. (3)a.)
- The EXPT signal which is an exception procedure signal (Ref. para.
(3)b.)
The FAC HEALTHY signal is latched in flight only.
It is activated as follows:
(a) Activation to fault status

This is achieved by:
- The watchdog signal
- The exception signal
- The FAC HEALTHY signal generated by the opposite side (C or M)
- The LPF signal : this signal is activated by the power supply
block upon long cutoff (t more than or equal to 200 ms)

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Verification of FAC ARINC Transmissions
Figure 003

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- The INTERNAL MONITORING signal either directly or through an
oscillation detector to take into account the oscillations of
the software which cause switching from good to bad status
alternately.
(b) Activation to good status

This is achieved:
- At power rise of the computer if the watchdog, EXPT and
INTERNAL MONITORING signals are good
- Through unlatching by action on the engagement pushbutton
switch in flight.
The latter action resets:
- The watchdog
- The microprocessor.
The action which is taken into account is the disengagement of
the FAC. Therefore, when the FAULT legend on the FLT CTL/FAC
pushbutton switch comes on, the pilot will attempt to re-initiate
the computation by disengaging the system.
At re-engagement, the system will be at the ON status if the
reset has been effective.
(3) Monitoring of the digital section

The real-time monitor ensures the correct operation of the program
through the execution of tasks. A watchdog hardware circuit monitors
this real-time monitor.
The content of the program is checked during the tests at power rise
(check sum, signature).
(a) Real-time monitor

This monitor ensures the real-time monitoring of the program
execution. To do this, it initiates the application through the
activation of tasks. It checks each task for discrepancies
(exceeded calculating-time limit):
- By confirmation upon n consecutive discrepancies
- Through oscillation detectors within a determined time.
The monitoring of all the tasks is grouped on an AND logic which
acts on the FAC HEALTHY hardware logic (boolean BRLTIME) through
a watchdog.
(b) Monitoring of the exceptions

An exception results from an instruction which cannot be
performed normally for these reasons:
- Either it does not follow the rules of the memory protection
(protected mode of the CPU 80286)
- Or it leads to an erratic result
- Or the instruction itself is garbled (for example : dividing by
zero)

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All the types of exceptions (fifteen approximately) are grouped
in every task.
The boolean BEXPT gathers all the exception monitoring functions.
This boolean acts on the FAC HEALTHY logic at the level of:
- The watchdog for its activation
- The logic.
C. Monitoring of Peripherals
(1) Monitoring of ADIRS data
(a) General
Some data from the ADIRS have a critical role in the architecture
of the FAC.
Specific monitoring functions are integrated for these
parameters:
- Yaw rate (yaw damper and engine failure recovery)
- Lateral acceleration (engine failure recovery)
- Corrected airspeed (rudder travel limiting)
- Angle-of-attack (calculation of characteristic speeds).
(b) Principle
The monitoring functions performed on the ADC and IRS labels must
permit the elimination of the affected source.
1
_ Failures detected from the processing of the status matrices:
These failures are not latched.
2
_ Failures not detected by self-test from:
- A 3 IRS-source vote for the yaw rate and the lateral
acceleration
- A two-by-two comparison for the corrected airspeed
- A 3 ADC-source vote for the angle-of-attack.
These failures are latched.
The table given below
(Ref. Fig. 004)
gives the consequences of the ADIRS failures on the FAC
functions.
NOTE : In order to get a correct cross comparison of

____
angle-of-attack in case of important side-slip,
angle-of-attack No.3 is corrected by side-slip
compensation.
The principle of recognition and elimination of the source is:

- Corrected airspeed
(Ref. Fig. 005, 006)

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Reconfiguration Table
Figure 004

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ADC Processing
Figure 005

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Vc Monitoring Principle
Figure 006

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The three sources are compared two by two. When a source is
involved in the tripping of comparators (OWN source and
source 3, OWN source and OPPOSITE source, source 3 and
OPPOSITE source), it is eliminated and the reconfiguration
source can be chosen (source 3). This result is sent to the
monitoring channel to change the computation source if
required.
At the second failure : the gains which depend on Vc are
frozen and the behaviour of the system is contingent on the
type of the second failure (detected or not)
(Ref. Fig. 007, 008, 009)
- Yaw rate, lateral acceleration and angle-of-attack
The three sources are voted in the command channel. The
source which is far enough from the retained mid value is
eliminated and replaced by a null value at the voter input.
The result of the source elimination is used in the command
and monitoring channels.
In the event of a second failure, the vote principle is no
longer used. Reconfigurations are shown in reconfiguration
Table
(Ref. Fig. 004)
(2) Monitoring of landing gear (LGCIU) and flap/slat (SFCC) data

(Ref. Fig. 010)
The FACs utilize the landing gear and flap/slat data in their
computations. These data are used by the FMGC.
Each FAC only receives one SFCC or LGCIU source. The computer
utilizes these data after validation and then transmits them.
In the event of non-validation of these data, the opposite source is
retained.
Its information is transmitted through the bus of the opposite FAC.
If no source is available, fixed values are retained and transmitted.
(a) Data validation

Connection between the FAC and the sources is accomplished
through:
- An ARINC 429 bus
- A hard-wired discrete.
The correct transmission of the bus is validated through a
comparison of the same information between a specific ARINC
boolean and the value of the hard-wired discrete.
These values are used:
- For the SFCC: slats extended
- For the LGCIU: nosewheel compressed.
Particular validations are also used:
- Bit-by-bit check of the lever data for the SFCC
- Check of the surface jamming for the SFCC

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IRS Processing
Figure 007

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Yaw Rate and Lateral Acceleration - Monitoring Principle
Figure 008

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Angle-of-Attack - Monitoring Principle
Figure 009

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SFCC and LGCIU - Principle of Acquisition
Figure 010

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- Check of consistency between the landing gears for the LGCIU.
(b) Fixed values

In case of total lack of data, these values are retained:
- position Full in landing gear extended configuration (dual SFCC
failure)
- position 0/0 in landing gear retracted configuration (dual SFCC
failure)
- position in landing gear retracted configuration (dual LGCIU
failure).
(3) Specific monitoring of FMGCs and ELACs

The FMGCs and the ELACs generate the deflection orders which will be
accomplished by the FAC.
Particular monitoring functions are integrated to ensure that the
slaving is active.
(a) FMGC:
- Check for correct reception of the AP-engaged signals
- Transmission to the FMGC of a signal which indicates that the
FAC no longer executes automatic orders (AUTO MODE signal by
boolean).
This signal disconnects the AP.
(b) ELAC:
- Transmission to the ELAC of a hard-wired discrete signal (YAW
IN NORMAL LAW) which indicates the correct execution of the
order.
This order serves to switch the ELAC to the roll direct law as
necessary.
- Change to the alternate law controlled only by the ELAC to
ensure synchronism of operation with the SEC (Spoiler Elevator
Computer).
D. Monitoring of Internal Power Supplies

(Ref. Fig. 011)
Each processor has an independent power supply which delivers the +5V,
-15V and +15V and the emergency voltages for the safeguards.
Each processor monitors the normal voltages in a cross pattern. This
ensures detection of 5 or 15V power-variation greater than 5 % for more
than 0.5 second.
To this end, the algebraic sum of the power supplies is acquired and
compared to an expected value stored in memory.
Beyond the defined threshold the internal monitoring is activated.

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Monitoring of Internal Power Supplies
Figure 011

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E. Monitoring of Sensors
(Ref. Fig. 012)
The analog inputs serve for the acquisition of 400 Hz signals of LVDT and
RVDT sensors (these sensors give the position feedback of the yaw damper,
rudder trim and RTL actuators).
Each sensor delivers two analog voltages V1 and V2.
The principle of the sensor is such that the ratio
VX V1 - V2
-- = -------
VR V1 + V2
is proportional to the position X of the actuator.
The voltage VR is proportional to the supply voltage of the 26V sensor.
The ratio VX/VR is always strictly inferior to value 1 in normal
operation. Each channel integrates a software monitoring which compares
VX/VR to a theoretical value function of the type of sensor (LVDT or
RVDT). This monitoring function therefore detects the cutoff of wiring
inside and outside the sensor. It serves to eliminate the channel related
to this sensor.
(Ref. Fig. 013)
A 26V compensation is introduced by a comparison in the software between
value VR (V1 + V2) and the theoretical VR value obtained for a nominal
26V/400 Hz.
For a difference lower than 25 %, a compensation value is added.
For a difference greater than 25 %, a logic of behaviour under short
cutoffs is used (Ref. 22-67-00).
This logic ensures:
- For short cutoffs (less than 200 ms) : the inhibition of the system
without disconnection
- For long cutoffs : the disconnection of the system.
A specific software has been implemented in order to detect any jamming
of rudder position transducer unit.
F. Safety Tests
(1) General
These tests permit to check the correct operation of the digital
section and safety devices.
These tests are activated on the ground (nosewheel shock absorber
compressed and both engines shut down) after power cut-off greater
than 4 seconds. Hardware inhibitions are provided (nosewheel signals
to avoid any untimely activation in flight).
These tests are automatic and last for 1 mn approximately. They are
initiated in sequence in the command and monitoring channels.
All the sequences must be present to validate the final result and
enable the engagement of the system and functions.
The test results are stored in non-volatile EEPROM and used in:
- The global logic of the FAC (common part test)

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Sensors - Principle
Figure 012

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26V/400 Hz Monitoring
Figure 013

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- The logic specific to the function (yaw, rudder trim, rudder
travel).
(2) General organisation

These tests check:
- The digital section
- The synchronization between command and monitoring channels
- the safety hardware devices (hard-wired logic, watchdog, etc.)
(3) Components tested

These tests deal with:
- The memory module (recognition of the memory modules and
acknowledgement of their consistency with the computer and the
expected software version)
- The CPU RAM (bit-by-bit test of data and addresses)
- The ARINC RAM (same as above)
- The ARINC EEPROM (test of ARINC label conformity)
- The watchdog (tripping)
- Power monitoring (activation)
- The FAC HEALTHY signals (FAC internal monitoring)
- The engage hard-wired logics of the yaw, rudder trim and RTL
systems
- The return-to-low speed logic of the rudder travel limitation unit
- The memory module (OBRM): soft identification, checksum
- The pin programming with parity check (odd parity).

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FLIGHT AUGMENTATION COMPUTER (FAC) - DESCRIPTION AND OPERATION
______________________________________________________________
1. _______
General
The Flight Augmentation Computer (FAC) is a 8MCU size case. Its dimensions
conform to ARINC Characteristic 600.
The FAC is of modular design.
The computer design is based on digital and analog technologies.
2. Component
__________________
Location
(Ref. Fig. 001)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1CC1 FAC-1 83VU 127 824 22-66-34
1CC2 FAC-2 84VU 128 824 22-66-34
3. System
__________________
Description
(Ref. Fig. 002)
A. Description
The computer is divided into three parts:
- Two virtually identical channels, the COMMAND channel and the MONITOR
channel
- One independent channel which performs the FIDS functions.
The command channel receives analog data, ARINC sensor data and discrete
signals in order to compute the control laws. It then generates the
flight commands used to drive the corresponding servo actuators.
The interfaces between the computer and the actuators, as well as the
position feedbacks, are of the analog type.
Similarly, the monitor channel receives the sensor data required to
compute the control laws.
Its role is:
- To consolidate the computations of the command channels
- To monitor the servo loops to be able to change over to the opposite
FAC.
Each channel includes a digital part and an analog part:
- The digital part is based on a 16-bit microprocessor and performs
input/output system and control law computation.
- The analog part performs sensor acquisition ; only the command channel
assumes power amplification for the three servo loops : yaw damper,
rudder trim and rudder travel limiting.
The FAC performs five types of functions:
- Input management and monitoring
- Control law computation and synchronization

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FAC - Component Location
Figure 001

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General Architecture
Figure 002

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- Control rudder-surface servo-loop
- Engage logic
- Output management.
In addition, each channel has its own power supply.
(1) Input management and monitoring

This part, which is doubled, is responsible for the acquisition of
the input parameters.
These take various forms:
- Analog AC signals from various control rudder-position sensors
(inductive pick-off type)
- ARINC signals from various systems (ADIRS, LGCIU, ELAC, FMGC, SFCC)
and from the opposite FAC
- Discrete signals, from engagement pushbutton switches and landing
gear data
- Analog DC signals.
These inputs are monitored and some of them are consolidated before
being used by the control laws.
(2) Control law computation

The actuator position commands are computed by the CPU on the basis
of the above ARINC and analog data and the embedded control laws.
A real-time monitor supervises the sequencing of the various tasks
and the activation of a watchdog to protect the processing unit
itself against incorrect program running.
(3) Control rudder-surface servo-loops

This function provides current signals for actuator control.
These signals are generated from the computed software orders and the
feedback position of the sensors (LVDT and RVDT) for the three analog
power loops (yaw damper, rudder trim and rudder travel limiting).
(4) Engage logic

The function consolidates the statuses of the various monitors and
makes possible to pressurize the servos if all the required
conditions have been met.
In the event of a fault, this engage logic can cut off the control
signals to the servos.
(5) Output management

This part, which is doubled, is responsible for the generation of the
output parameters.
These are of various types:
- To the monitoring channel to implement the various cross-monitors,
- To the other aircraft systems (FAC opp, FMGC own, FMGC opp, DMC 1,
2, 3, trim indicator).
- Analog outputs

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A current amplifier provides the interface between the digital servo
error and each servo after D/A conversion.
- Discrete outputs
These make it possible to indicate the status of the computer and to
command the engage relays.
(6) Power supplies

Each channel has its own power supply which, from the 28VDC aircraft
network, provides the voltages used by the channel : +5V, +15V, -15V.
Each power supply is monitored by the other channel.
B. Software Organization
The software is organized in:
- Application program contained in the memory modules
- Executive program which enables the control of the CPU, ARINC
inputs/outputs and safety tests etc.
This program is resident in the computer.
Dissymetric programming is incorporated between the command and
monitoring channels through:
- Different languages (PASCAL and PL/M)
- Different algorithms.
A specific methodology applied from the design phase to the programming
phase ensures a safety level compatible with the FAC functions.
Specific monitoring functions are introduced:
- In the hardware (watchdog)
- in the software (real-time monitor)
to ensure the correct execution of the software.
The software is organized in fast or slow tasks and in background tasks
which can be delayed.
We therefore have:
- A fast cycle (yaw computation)
- A slow cycle (computation of other functions except weight)
- A very slow cycle (weight computation).

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FLIGHT AUGMENTATION COMPUTER (FAC) - DEACTIVATION/REACTIVATION
______________________________________________________________
TASK 22-66-00-040-001
Deactivation of the FAC 2
1. __________________
Reason for the Job
Refer to the MMEL TASK: 22-66-01-B)

Flight Augmentation
Flight Augmentation Computer
FAC 2
R (FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific warning notice
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-66-00-861-050
A. Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002).

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Subtask 22-66-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-66-00-040-050
A. Deactivation of the FAC 2
(1) On the overhead panel 24VU, release the FLT CTL/FAC 2 pushbutton
R switch (the OFF legend goes on).
(2) Open and safety tag the circuit breaker 5CC2 (ignore the related
warnings).
5. Close-up
________
Subtask 22-66-00-942-050
A. Safety Precautions
(1) Put a warning notice on the FLT CTL/FAC2 pushbutton switch, to tell
the crew that the FAC 2 is deactivated.
(a) Make an entry in the log-book.
Subtask 22-66-00-862-050
B. De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-

002).

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TASK 22-66-00-440-001
Reactivation of the FAC 2
1. __________________
Reason for the Job
Refer to the MMEL TASK: 22-66-01-B)

Flight Augmentation
Flight Augmentation Computer
FAC 2
R (FAA Only)
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-66-00-861-051
Subtask 22-66-00-865-051
B. Make sure that this(these) circuit breaker(s) is(are) open, safetied and
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 22-66-00-860-053
C. Remove the warning notice(s).

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4. Procedure
_________
Subtask 22-66-00-440-050
A. Reactivation of the FAC 2
(1) Push the circuit breaker 5CC2.
R (2) On the overhead panel 24VU, push the FLT CTL/FAC 2 pushbutton switch
R (the OFF legend goes off).
(3) Do the trouble-shooting of the FAC 2. Make the necessary corrections.
5. Close-up
________
Subtask 22-66-00-862-051
A. De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-

002).

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COMPUTER - FLIGHT AUGMENTATION (FAC) (1CC1,1CC2) - REMOVAL/INSTALLATION
_______________________________________________________________________
TASK 22-66-34-000-002
Removal of the FAC (1CC1,1CC2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 31-32-00-860-001 Procedure to Get Access to the SYSTEM REPORT/TEST

R Menu Page
22-66-34-991-002 Fig. 401
3. __________
Job Set-up
R Subtask 22-66-34-810-050
R A. Trouble Shooting Data

R You can print the Trouble Shooting Data (TSD) as follows:
R - get access to the SYSTEM REPORT/TEST menu page (Ref. TASK 31-32-00-860-
R 001),
R - on this page, push the line key adjacent to the AFS indication,
R - on the AFS MAIN MENU page, push the line key adjacent to the TROUBLE
R SHOOTING DATA indication to get the AFS/TROUBLE SHOOTING page,
R - on this page, push the line key adjacent to the BITE SELECTION (FAC1
R and FAC2, COM and MON indications to get the AFS/TROUBLE SHOOTING
R page(s),
R - print the AFS/TROUBLE SHOOTING page(s).

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Subtask 22-66-34-865-051
R B. Open, safety and tag this(these) circuit breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 1CC1
FOR 1CC2
Subtask 22-66-34-010-051
R C. Get Access
(1) Put the access platform in position at zone 128.
(2) Open the access door 824.
4. Procedure
_________
(Ref. Fig. 401/TASK 22-66-34-991-002)
Subtask 22-66-34-020-051
A. Removal of the FAC
NOTE : The procedure is the same for the FACS 1CC1 and 1CC2.
____
(1) Loosen the nuts (3) on the front of the rack (2).
(2) Lower the nuts (3) to release the studs (4).
(3) Pull the FAC (5) on its rack (2) to disconnect the electrical
connectors (1).
(4) Remove the FAC (5) from its rack (2).
(5) Put blanking caps on the electrical connectors (1).

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Flight Augmentation computer (FAC)
Figure 401/TASK 22-66-34-991-002

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TASK 22-66-34-400-002
Installation of the FAC (1CC1,1CC2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R 52-41-00-410-002 Close the Avionics Compartment Doors after Access
22-66-34-991-002 Fig. 401
3. __________
Job Set-up
Subtask 22-66-34-860-050
(1) Make sure that the access platform is in position at the access door
824 in zone 128.
(2) Make sure that the access door 824 is open.

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Subtask 22-66-34-865-054
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 1CC1
FOR 1CC2
4. Procedure
_________
(Ref. Fig. 401/TASK 22-66-34-991-002)
Subtask 22-66-34-420-052
A. Installation of the FAC
NOTE : The procedure is the same for the FACS 1CC1 and 1CC2.
____
(3) Remove blanking caps from the electrical connectors (1).
(4) Make sure that the electrical connectors are in the correct condition
(1).
(5) Install the FAC (5) on its rack (2).
(6) Push the FAC (5) on its rack (2) to connect the electrical connectors
(1).
(7) Engage the nuts (3) on the studs (4) and tighten.
R CAUTION : MAKE SURE THAT THE OBRM(S) IS (ARE) CORRECTLY INSTALLED. IF

_______
R IT (THEY) IS(ARE) NOT INSTALLED CORRECTLY, PUSH THE OBRM(S)
UNTIL THE LOCKING DEVICES ARE LOCKED.

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Subtask 22-66-34-865-055
B. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
FOR 1CC1
5CC1, 14CC1
FOR 1CC2
5CC2, 14CC2
Subtask 22-66-34-710-052
C. Do the Operational Test of the AFS (Ref. TASK 22-96-00-710-001).
NOTE : If the aircraft is operated in CAT 3 conditions, you must also do

____
the test below: Land CAT 3 Capability Test (Ref. TASK 22-97-00-
710-001).
NOTE : If you remove the FAC after this CFDS indication: AFS: YD ACTR
____
3CC1(2), you must do the test with the hydraulic pressure
available (Green for the FAC1, Yellow for the FAC2).

____
5. Close-up
________
Subtask 22-66-34-410-052
A. Close Access
items.
R (2) Close the access door 824, (Ref. TASK 52-41-00-410-002).

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ELECTRICAL AND HYDRAULIC POWER SUPPLY (FAC) - DESCRIPTION AND OPERATION
_______________________________________________________________________
1. _______________________
Electrical Power Supply
A. 28VDC Power Supply

(Ref. Fig. 001)
The FAC1 is supplied with 28VDC:
- From the 28VDC ESS BUS 4PP through the 28VDC ESS BUS 801PP via 10A
circuit breaker 5CC1.
The FAC2 is supplied with 28VDC:
- From the 28VDC BUS 2 2PP through the 28VDC BUS 2 206PP via 10A circuit
breaker 5CC2.
The 28VDC power supply generates:
- All the voltages associated with internal computation (+ 5VDC, + 15VDC
and - 15VDC)
- The logic processing voltages (discretes, relays, etc.).
All these voltages derived from the 28V power are monitored by the FAC in
the command and monitoring channels.
B. 26V/400 Hz Power Supply

(Ref. Fig. 002)
The Rotary Variable Differential Transformers (RVDT) and the Linear
Variable Differential Transformers (LVDT) associated with the FAC1 are
supplied with 26V/400 Hz:
- From the 115VAC ESS BUS 4XP through the 26VAC ESS BUS 431XP.A via 3A
The components associated with the FAC2 are supplied with 26V/400 Hz:
- From the 115VAC BUS 2 2XP through the 26VAC BUS 2 231XP-A via 3A
C. Internal Power Supply

(Ref. Fig. 003)
(1) Behaviour of the FAC under 28V transients

Cutoffs of the 28V power supply may occur for periods lasting up to
200 ms especially in case of engine failure.
The system is designed as follows (power supply and safeguard):
(a) Cutoffs less than or equal to 10 ms.

The operation remains normal, without safeguard, as the power
supply absorbs this cutoff. In this case, the solenoid valves are
not energized which has no impact (de-energizing time of the
solenoid valves = 35 ms).

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28VDC Power Supply - Block Diagram
Figure 001

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26VAC Power Supply - Block Diagram
Figure 002

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FAC - Internal Power Supply
Figure 003

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(b) Cutoffs less than 200 ms.
The normal operation is interrupted (return to synchro mode) and
the context is safeguarded (computation, ARINC transmission and
reception).
In this configuration, the changeover order is transmitted and
the external validations are interrupted (solenoid valves,
validation of servo-actuator, etc.).
At power restoration, the considered system is re-activated
(hence possibility of changeover) with the safeguard context
after temporary inhibition of the power comparators.
(c) Cutoffs greater than 200 ms.
1
_ In-flight cutoffs
These are long cutoffs. Normal operation is interrupted. The
context (ARINC and computation) is lost (transmissions
interrupted).
The FAULT legend is on and the changeover order is given.
At normal power restoration:
- The content of the computer is reset
- The system returns to synchro mode. The FAULT legend remains
on.
Pilot action on the pushbutton switch is required to re-engage
the system.
2
_ Cutoffs on the ground
During long cutoffs on the ground, the operation is different
to avoid any re-engagement action by the pilot.
At normal power restoration:
- The failure is cleared (FAULT legend off)
- The system takes over from a null order.
If the cutoff exceeds 5 s, the safety tests are re-initiated.
This operation is acceptable in the event of engine failure if
no untimely significant movement of control surfaces is
induced.
As the FAC cannot keep the solenoid valves of the yaw damper
servo-actuator energized, a centering of the rudder to the
initial position can happen for any 28V cutoff greater than 35
ms (if only one FAC is available).
The table given below reports the FAC behaviour under 28V
cutoffs:

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-------------------------------------------------------------------------------
| 28V CUTOFFS | FAC SAFEGUARD | FAC MODE | COMMENTS |
|--------------|-----------------------|--------------|-----------------------|
| Less than |- Context undisturbed |- No change- |- FAULT legend off |
| 10 ms |- Servo-actuator vali- | over |- Re-engagement not |
| | dation interrupted | | required |
| | | |- Operation in normal |
| | | | function |
|--------------|-----------------------|--------------|-----------------------|
| Less than |- Context safeguarded |- Changeover |- FAULT legend on |
| 200 ms |- Servo-actuator vali- |- Synchro mode| during cutoff |
| | dation interrupted | during cut- |- Re-engagement not |
| |- Temporary inhibition | off | required |
| | of power comparators |- Return of |- Normal function with |
| | at restoration | priority at | possible switching |
| | | power res- | from FAC1 to FAC2 |
| | | toration | and return to FAC1. |
|--------------|-----------------------|--------------|-----------------------|
| IN FLIGHT |- Context lost with |- Changeover |- FAULT legend remains |
| Greater than | re-activation and |- Synchro mode| on after power res- |
| 200 ms | reset | at power | toration |
| |- Servo-actuator vali- | restoration |- Re-engagement possi- |
| | dation interrupted |- No return | ble after power res- |
| | | of priority | toration |
| | | |- The other FAC ful- |
| | | | fills the function |
| | | | and the pilot can |
| | | | select this FAC |
|--------------|-----------------------|--------------|-----------------------|
| ON THE GROUND|- Context lost with |- Changeover |- FAULT legend goes |
| Greater than | re-activation and |- Synchro mode| off after power res- |
| 200 ms | reset | at power | toration |
| |- Servo-actuator vali- | restoration |- Re-engagement not |
| | dation interrupted | and re-en- | required |
| | | gagement of |- Return to this FAC |
| | | synchro per-| after synchroniza- |
| | | formed | tion |
-------------------------------------------------------------------------------
(2) Behaviour of the FAC under 26V/400 Hz cutoffs

(Ref. Fig. 004)
The 26V/400 Hz is only used to energize the position feedback
transducers. Loss of the transducer 26V is detected by monitoring the
VR value through comparison with a VRTH value (theoretical VR).
This second detection also enables to monitor the 26V cutoff:

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Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 channel)
Figure 004

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CES
The 26V cutoff is effective when the three VR voltages (yaw damper,
rudder trim and RTL) are simultaneously lower than 75% of their
theoretical values. If only one or two VR voltages are lower than
this threshold, the 26V cutoff is not considered.
- First case : 26V cutoff lower than 200 ms.
The three actuators remain engaged but the three slaving orders are
inhibited by this software monitoring (INHIBITION ORDER). This
signal cancels the three current outputs of the FAC during the
cutoff. The transducer monitoring is inhibited one second after the
beginning of the cutoff to avoid untimely disconnections at 26V
restoration.
- Second case : 26V cutoff greater than 200 ms.
The three actuators are disengaged and there is a changeover on the
three channels.
2. Hydraulic
______________________
Power Supply
(Ref. Fig. 005)
A. The electro-hydraulic yaw damper servo-actuator uses the aircraft

hydraulic power supply. The servo-actuator comprises two independent
motors which can drive the output shaft and therefore the rudder.
The servo-actuator 1 associated with the FAC1 is powered by the Green
hydraulic system.
The servo-actuator 2 associated with the FAC2 is powered by the Yellow
hydraulic system.
As no internal pressurization contact is provided in the servo-actuator,
any possible absence of pressure is detected at the level of the
consequences (non slaving).
A signal external to the servo-actuator is available.

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Yaw Damper Servo-Actuator - Hydraulic Power Supply
Figure 005

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DISCRETES/ANALOG INTERFACES (FAC) - DESCRIPTION AND OPERATION
_____________________________________________________________
1. _______
General
The FAC utilizes:
- Hard-wired discretes
- Analog signals
(Ref. Fig. 001)
2. ________________
Discrete Signals
A. Inputs
NOTE : The pin program inputs are not listed.

____
-------------------------------------------------------------------------------
| NAME | ELECTRICAL LEVEL | FROM | SIGNAL STATUS |
|----------------------|------------------|---------------|-------------------|
| AP OWN ENGD COM | GND/O.C. | FMGC OWN C | GND = ENGAGED |
| AP OWN ENGD MON | GND/O.C. | FMGC OWN M | GND = ENGAGED |
| AP OPP ENGD COM | GND/O.C. | FMGC OPP C | GND = ENGAGED |
| AP OPP ENGD MON | GND/O.C. | FMGC OPP M | GND = ENGAGED |
|----------------------|------------------|---------------|-------------------|
| YAW OWN ENGD COM | GND/O.C. | FAC OWN C | GND = ENGAGED |
| YAW OWN ENGD MON | GND/O.C. | FAC OWN M | GND = ENGAGED |
| YAW OPP ENGD COM | GND/O.C. | FAC OPP C | GND = ENGAGED |
| YAW OPP ENGD MON | GND/O.C. | FAC OPP M | GND = ENGAGED |
|----------------------|------------------|---------------|-------------------|
| RUD TR OWN ENGD COM | GND/O.C. | FAC OWN C | GND = ENGAGED |
| RUD TR OWN ENGD MON | GND/O.C. | FAC OWN M | GND = ENGAGED |
| RUD TR OPP ENGD COM | GND/O.C. | FAC OPP C | GND = ENGAGED |
| RUD TR OPP ENGD MON | GND/O.C. | FAC OPP M | GND = ENGAGED |
|----------------------|------------------|---------------|-------------------|
| RTL OWN ENGD COM | GND/O.C. | FAC OWN C | GND = ENGAGED |
| RTL OWN ENGD MON | GND/O.C. | FAC OWN M | GND = ENGAGED |
| RTL OPP ENGD COM | GND/O.C. | FAC OPP C | GND = ENGAGED |
| RTL OPP ENGD MON | GND/O.C. | FAC OPP M | GND = ENGAGED |
|----------------------|------------------|---------------|-------------------|
| ELAC OWN HLTY MON | GND/O.C. | ELAC OWN M | GND = HEALTHY |
| ELAC OPP HLTY COM | GND/O.C. | ELAC OPP C | GND = HEALTHY |
|----------------------|------------------|---------------|-------------------|
| ENG OWN STP | GND/O.C. | PRESS SW OWN | GND = STOPPED |
| ENG OPP STP | GND/O.C. | PRESS SW OPP | GND = STOPPED |
|----------------------|------------------|---------------|-------------------|
| RUD TR R NC COM | GND/O.C. | ) RUDDER | OC = RIGHT |
| RUD TR R NO MON | GND/O.C. | ) TRIM | GND = RIGHT |
| RUD TR L NC COM | GND/O.C. | ) COMMAND | OC = LEFT |
| RUD TR L NO MON | GND/O.C. | ) SWITCH | GND = LEFT |

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CES
FAC - Discretes/Analog Interfaces
Figure 001

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-------------------------------------------------------------------------------
| NAME | ELECTRICAL LEVEL | FROM | SIGNAL STATUS |
|----------------------|------------------|---------------|-------------------|
|----------------------|------------------|---------------|-------------------|
| RUD TR RES COM | GND/O.C. | ) RUDDER TRIM | OC = RESET |
| RUD TR RES MON | GND/O.C. | ) RESET SW | GND = RESET |
|----------------------|------------------|---------------|-------------------|
| YAW BYP PRESS SW | GND/O.C. | ) YAW | OC = (EV1 = EV2) |
| YAW BYP PRESS SW RET | GND/O.C. | ) ACTUATOR | OC = (EV1 dif EV2)|
|----------------------|------------------|---------------|-------------------|
| FAC ENGT SW COM | 28V/O.C. | ) FAC | 28V = ACTIVE |
| FAC ENGT SW MON | GND/O.C. | )ENGAGEMENT SW| GND = ACTIVE |
|----------------------|------------------|---------------|-------------------|
| FAC OPP HLTY COM | GND/O.C. | FAC OPP C | GND = HEALTHY |
| FAC OPP HLTY MON | GND/O.C. | FAC OPP M | GND = HEALTHY |
|----------------------|------------------|---------------|-------------------|
| SIDE 1 COM | GND/O.C. | AIRCRAFT | GND = SIDE 1 |
| SIDE 1 MON | GND/O.C. | AIRCRAFT | GND = SIDE 1 |
|----------------------|------------------|---------------|-------------------|
| RUD TR ACT HLTY | GND/O.C. | TRIM ACTR | GND = HEALTHY |
| RTL ACT HLTY | GND/O.C. | RTL ACTR | GND = HEALTHY |
|----------------------|------------------|---------------|-------------------|
| SLATS EXTD | GND/O.C. | SFCC OWN | GND = EXTD |
| N GEAR PRESD | GND/O.C. | LGCIU | GND = PRESD |
|----------------------|------------------|---------------|-------------------|
| ATT SW | GND/O.C. | ATTITUDE SW | GND = IRS 3 |
| AIR DATA SW | GND/O.C. | AIR DATA SW | GND = ADC 3 |
|----------------------|------------------|---------------|-------------------|
| HYD CIRC PRESS SW | GND/O.C. | HYDRAULIC CKT | GND = PRESS |
|----------------------|------------------|---------------|-------------------|
| YAW EV COM RET | 28V/O.C. | ) YAW | 28V = ACTIVE |
| YAW EV MON RET | 28V/O.C. | ) ACTUATOR | 28V = ACTIVE |
-------------------------------------------------------------------------------
B. Outputs
-------------------------------------------------------------------------------
| NAME | ELECTRICAL LEVEL | TO | SIGNAL STATUS |
|----------------------|------------------|---------------|-------------------|
| FAC ENGD CMD | 28V/O.C. | ) FAC | 28V = ENGAGED |
| FAC ENGD MON | GND/O.C. | ) P/B SW | GND = ENGAGED |
|----------------------|------------------|---------------|-------------------|
| FAC HLTY COM OWN | GND/O.C. | FMGC OWN | GND = HEALTHY |
| FAC HLTY MON OWN | GND/O.C. | FMGC OWN | GND = HEALTHY |
| | | FWC OWN | |
| | | DMC 1, 2, 3 | |
|----------------------|------------------|---------------|-------------------|

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-------------------------------------------------------------------------------
| NAME | ELECTRICAL LEVEL | TO | SIGNAL STATUS |
|----------------------|------------------|---------------|-------------------|
| FAC HLTY COM OPP | GND/O.C. | FMGC OPP | GND = HEALTHY |
| | | FAC OPP | |
| FAC HLTY MON OPP | GND/O.C. | FMGC OPP | GND = HEALTHY |
| | | FAC OPP | |
| | | FWC OPP | |
|----------------------|------------------|---------------|-------------------|
| YAW ENGD COM | GND/O.C. | FAC OPP C | GND = ENGAGED |
| YAW ENGD MON | GND/O.C. | FAC OPP M | GND = ENGAGED |
|----------------------|------------------|---------------|-------------------|
| RUD TR ENGD COM | GND/O.C. | FAC OPP C | GND = ENGAGED |
| RUD TR ENGD MON | GND/O.C. | FAC OPP M | GND = ENGAGED |
|----------------------|------------------|---------------|-------------------|
| RTL ENGD COM | GND/O.C. | FAC OPP C | GND = ENGAGED |
| RTL ENGD MON | GND/O.C. | FAC OPP M | GND = ENGAGED |
|----------------------|------------------|---------------|-------------------|
| YAW EV COM | 28V/O.C. | ) YAW | 28V = BYPASS |
| YAW EV MON | 28V/O.C. | ) ACTUATOR | 28V = BYPASS |
|----------------------|------------------|---------------|-------------------|
| RUD TR ACT PWR ON | 28V/O.C. | RUD TRIM RLY | 28V = POWER |
| RUD TR ACT VALID | 28V/O.C. | TRIM ACTR | 28V = VALID |
|----------------------|------------------|---------------|-------------------|
| RTL ACT PWR ON | 28V/O.C. | RELAY RTL | 28V = POWER |
| RTL ACT VALID | 28V/O.C. | RTL ACTR | 28V = VALID |
|----------------------|------------------|---------------|-------------------|
| RTL EMER ORDER | 28V/O.C. | ) RTL | 28V = EMER |
| RTL EMER ORDER RET | GND/O.C. | ) ACTUATOR | GND = EMER |
|----------------------|------------------|---------------|-------------------|
| YD NLAW COM | GND/O.C. | ELAC 1, 2 | GND = NLAW |
| YD NLAW MON | GND/O.C. | ELAC 1, 2 | GND = NLAW |
-------------------------------------------------------------------------------

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CES
3. ______________
Analog Signals
A. Inputs
-------------------------------------------------------------------------------
| Signal | From | Acqn | I/P No. | Wire No.|
|---------------------------------|----------------|------|---------|---------|
| YAW V1 COM H | ) | C | ) 1 | ) 2 |
| YAW V1 COM C | ) YAW | C | ) | ) |
| | ) ACTUATOR | | | |
| YAW V2 COM H | ) LVDT | C | ) 1 | ) 2 |
| YAW V2 COM C | ) | C | ) | ) |
|---------------------------------|----------------|------|---------|---------|
| YAW V1 MON H | ) | M | ) 1 | ) 2 |
| YAW V1 MON C | ) YAW | M | ) | ) |
| | ) ACTUATOR | | | |
| YAW V2 MON H | ) RVDT | M | ) 1 | ) 2 |
| YAW V2 MON C | ) | M | ) | ) |
|---------------------------------|----------------|------|---------|---------|
| RUD TR V1 COM H | ) | C | ) 1 | ) 2 |
| RUD TR V1 COM C | ) RUDDER TRIM | C | ) | ) |
| | ) ACTUATOR | | | |
| RUD TR V2 COM H | ) RVDT | C | ) 1 | ) 2 |
| RUD TR V2 COM C | ) | C | ) | ) |
|---------------------------------|----------------|------|---------|---------|
| RUD TR V1 MON H | ) | M | ) 1 | ) 2 |
| RUD TR V1 MON C | ) RUDDER TRIM | M | ) | ) |
| | ) ACTUATOR | | | |
| RUD TR V2 MON H | ) RVDT | M | ) 1 | ) 2 |
| RUD TR V2 MON C | ) | M | ) | ) |
|---------------------------------|----------------|------|---------|---------|
| RTL V1 H | ) | C | ) 1 | ) 2 |
| RTL V1 C | ) RTL | C | ) | ) |
| | ) ACTUATOR | | | |
| RTL V2 H | ) RVDT | C | ) 1 | ) 2 |
| RTL V2 C | ) | C | ) | ) |
|---------------------------------|----------------|------|---------|---------|
| 28V+ | ) AIRCRAFT | C | ) 1 | ) 2 |
| 28V GND | ) GENERATION | C | ) | ) |
-------------------------------------------------------------------------------

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CES
B. Outputs
-------------------------------------------------------------------------------
| Signal | To | O/P No. | Wire No. |
|--------------------------------|----------------------|----------|----------|
| YAW SV ORDER H | YAW | ) 1 | ) 2 |
| YAW SV ORDER C | ACTUATOR | ) | ) |
|--------------------------------|----------------------|----------|----------|
| RUD TR ORDER H | RUD TRIM | ) 1 | ) 2 |
| RUD TR ORDER C | ACTUATOR | ) | ) |
|--------------------------------|----------------------|----------|----------|
| RTL ORDER H | RTL | ) 1 | ) 2 |
| RTL ORDER C | ACTUATOR | ) | ) |
|--------------------------------|----------------------|----------|----------|
| CHASSIS GND | AIRCRAFT | 1 | 1 |
|--------------------------------|----------------------|----------|----------|
| AC 28V | FAC | 1 | 1 |
| AC 28V GND | P/B SW | 1 | 1 |
-------------------------------------------------------------------------------

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CES
ARINC BUS INTERFACES (FAC) - DESCRIPTION AND OPERATION
______________________________________________________
1. _______
General
(Ref. Fig. 001)
The Flight Augmentation Computer (FAC) dialogues with the other components
mainly through ARINC 429 digital information system buses.
The figure shows the FAC interconnection. It is to be noted that the FAC
data, except maintenance data, are transmitted to the other systems through
the FAC main bus.
2. Digital
_______________
Outputs
This table contains all the output parameters in the digital form. They are
sorted as per the numerical order of their output label.
The infomation busses can be different between command and monitor channels:
FAC OWN COM bus and FAC OWN MON bus.
The following table gives:
- SYS LABEL SDI: (SDAC, FWC, DMC...) output label for which the parameter is
available.
- PARAMETER DEFINITION: parameter name.
- RANGE ACCURACY: measurement range. Maximum value transmitted. When the
digital value changes, the change step is equal to the accuracy.
- UNIT: unit in which the digital value is transmitted.
- SIG BIT: indicates whether a sign bit is available.
- DATA BITS: number of bits used by the parameter in the label.
- UPD/MSEC: output transmission interval. The refresh rate is given in
milliseconds.
- CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code
- ALPHA CODE: indicates the parameter mnemonic code.
- SOURCE ORIGIN: parameter source computer or system.

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FAC - ARINC Interface
Figure 001

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CES
-------------------------------------------------------------------------------
| PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) |
-------------------------------------------------------------------------------
|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
| |DEFINITION| OPER RANGE | |BIT | |INTV| |CODE |ORIGIN |
| |(*=REMARK)| RESOLUTION | | | | | | |BUS No.|
| |(X=NOTE) | ACCURACY | | | | | | |ATA REF|
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.047.00 |DSCRT DATA| |Deg | | 19 |175 |DIS | |SFCC |
| 2.047.00 |WORD 1 | | | | | | | |27-81 |
|(COM & MON) | | | | | | | | | |
| |SLATS POS |Bit status 1| | 11| | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |0 DEG | | | | | | | | |
| | | | | | | | | | |
| |>=21 DEG | | | | | | | | |
| | | | | | | | | | |
| |>=26 DEG | | | | | | | | |
| | | | | | | | | | |
| |MAX EXTD | | | | | | | | |
| | | | | | | | | | |
| |SLATS WTB |Bit status 1| | 16| | | | | |
| |ENGD | | | | | | | | |
| | | | | | | | | | |
| |SLAT FAULT|Bit status 1| | 17| | | | | |
| | | | | | | | | | |
| |FLAPS POS |Bit status 1| | 18| | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |0 DEG | | | | | | | | |
| | | | | | | | | | |
| |>=9 DEG | | | | | | | | |
| | | | | | | | | | |
| |>=19 DEG | | | | | | | | |
| | | | | | | | | | |
| |>=35 DEG | | | | | | | | |
| | | | | | | | | | |

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |MAX EXTD | | | | | | | | |
| | | | | | | | | | |
| |FLAPS WTB |Bit status 1| | 24| | | | | |
| |ENGD | | | | | | | | |
| | | | | | | | | | |
| |FLAP FAULT|Bit status 1| | 25| | | | | |
| | | | | | | | | | |
| |NOSE GEAR |Bit status 1| | 26| | | | | |
| |PRESSED | | | | | | | | |
| | | | | | | | | | |
| |CSU OUT OF|Bit status 1| | 27| | | | | |
| |DETENT | | | | | | | | |
| | | | | | | | | | |
| |SLAT JAM |Bit status 1| | 28| | | | | |
| | | | | | | | | | |
| |FLAP JAM |Bit status 1| | 29| | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.070.00 |GAMMA A |W+/- 180 |Deg | 29 | 12 |175 |BNR | | |
| 2.070.00 |(TOT FPA) |R 0.0439 | | | | | | | |
|(COM) | | | | | | | | | |
| 1.071.00 |GAMMA T |W+/- 180 |Deg | 29 | 12 |175 |BNR | | |
| 2.071.00 |(POTENTIAL|R 0.0439 | | | | | | | |
|(COM) | FPA) | | | | | | | | |
| | | | | | | | | | |
| 1.072.00 |DELTA |W+/- 180 |Deg | 29 | 18 |175 |BNR | | |
| 2.072.00 |(GT-GA)Vc |R 0.00068 | | | | | | | |
(COM) | | | | | | | | | |
1.073.00 |DELTA |W+/- 180 |Deg | 29 | 18 |175 |BNR | | |
| 2.073.00 |(GT-GA)M |R 0.00068 | | | | | | | |
|(COM) | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.074.00 |WEIGHT |W 1310720 |Lbs | | 15 |1400|BNR | |FMGC |
| 2.074.00 | |R 40 | | | | | | |22-84 |
|(COM) | | | | | | | | |075 |
| | | | | | | | | | |
-------------------------------------------------------------------------------

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.076.00 |BALANCE XG|W 163849 | | | 14 |1400|BNR | |FMGC |
| 2.076.00 | |R 0.01 | | | | | | |22-84 |
|(COM) | | | | | | | | |077 |
| | | | | | | | | | |
| 1.077.00 |SIDESLIP |W+/- 32 |Deg | 29 | 15 |175 |BNR | | |
| 2.077.00 |TGT |R 0.00098 | | | | | | | |
|(COM) | | | | | | | | | |
| 1.127.00 |FAC SLAT |W+/- 180 |Deg | 29 | 12 |175 |BNR | | |
| 2.127.00 |ANGLE |R 0.0439 | | | | | | | |
|(COM & MON) | | | | | | | | | |
| 1.137.00 |FAC FLAP |W+/- 180 |Deg | 29 | 12 |175 |BNR | | |
| 2.137.00 |ANGLE |R 0.0439 | | | | | | | |
|(COM & MON) | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.146.00 |DSCRT DATA| | | | 19 | 35 |DIS | | |
| 2.146.00 |WORD 1 | | | | | | | | |
|(COM) | | | | | | | | | |
| |YAW OWN |Bit status 1| | 11| | | | | |
| |ENGD COM | | | | | | | | |
| | | | | | | | | | |
| |YAW OPP |Bit status 1| | 12| | | | | |
| |ENGD COM | | | | | | | | |
| | | | | | | | | | |
| |RUD TR OWN|Bit status 1| | 13| | | | | |
| |ENGD COM | | | | | | | | |
| | | | | | | | | | |
| |RUD TR OPP|Bit status 1| | 14| | | | | |
| |ENGD COM | | | | | | | | |
| | | | | | | | | | |
| |RTL OWN |Bit status 1| | 15| | | | | |
| |ENGD COM | | | | | | | | |
| | | | | | | | | | |
| |RTL OPP |Bit status 1| | 16| | | | | |
| |ENGD COM | | | | | | | | |
| | | | | | | | | | |
| |ENGINE |Bit status 1| | 17| | | | | |
| |FAIL COM | | | | | | | | |
| | | | | | | | | | |

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |PWR SPLY |Bit status 1| | 18| | | | | |
| |26V HLTY | | | | | | | | |
| | | | | | | | | | |
| |HYD ON |Bit status 1| | 19| | | | | |
| |GROUND | | | | | | | | |
| | | | | | | | | | |
| |YD COMP C3|Bit status 1| | 20| | | | | |
| | | | | | | | | | |
| |WINDSHEAR |Bit status 1| | 21| | | | | |
| |CAUTION | | | | | | | | |
| | | | | | | | | | |
| |1 ADC LOSS|Bit status 1| | 22| | | | | |
| | | | | | | | | | |
| |1 IRS LOSS|Bit status 1| | 23| | | | | |
| | | | | | | | | | |
| |AIR BRAKE |Bit status 1| | 24| | | | | |
| |OUT | | | | | | | | |
| | | | | | | | | | |
| |CONFIG ACQ|Bit status 1| | 25| | | | | |
| |HLTY | | | | | | | | |
| | | | | | | | | | |
| |YD VR HLTY|Bit status 1| | 26| | | | | |
| | | | | | | | | | |
| |YD LVDT |Bit status 1| | 27| | | | | |
| |HLTY | | | | | | | | |
| | | | | | | | | | |
| |WARNING | | | | | | | | |
| |AVAILABLE | | | | | | | | |
| | | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| 1.146.00 |DSCRT DATA| | | | 19 | 35 |DIS | | |
| 2.146.00 |WORD 1 | | | | | | | | |
|(MON) | | | | | | | | | |
| |YAW OWN |Bit status 1| | 11| | | | | |
| |ENGD MON | | | | | | | | |

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |YAW OPP |Bit status 1| | 12| | | | | |
| |ENGD MON | | | | | | | | |
| | | | | | | | | | |
| |RUD TR OWN|Bit status 1| | 13| | | | | |
| |ENGD MON | | | | | | | | |
| | | | | | | | | | |
| |RUD TR OPP|Bit status 1| | 14| | | | | |
| |ENGD MON | | | | | | | | |
| | | | | | | | | | |
| |RTL OWN |Bit status 1| | 15| | | | | |
| |ENGD MON | | | | | | | | |
| | | | | | | | | | |
| |RTL OPP |Bit status 1| | 16| | | | | |
| |ENGD MON | | | | | | | | |
| | | | | | | | | | |
| |ENGINE |Bit status 1| | 17| | | | | |
| |FAIL MON | | | | | | | | |
| | | | | | | | | | |
| |PWR SPLY |Bit status 1| | 18| | | | | |
| |26V HLTY | | | | | | | | |
| | | | | | | | | | |
| |HYD ON |Bit status 1| | 19| | | | | |
| |GROUND | | | | | | | | |
| | | | | | | | | | |
| |YD COMP C3|Bit status 1| | 20| | | | | |
| | | | | | | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |1 ADC LOSS|Bit status 1| | 22| | | | | |
| | | | | | | | | | |
| |1 IRS LOSS|Bit status 1| | 23| | | | | |
| | | | | | | | | | |
| |SLAT/FLAP |Bit status 1| | 24| | | | | |
| |FAULT | | | | | | | | |
| | | | | | | | | | |
| |CONFIG ACQ|Bit status 1| | 25| | | | | |

EFF :

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |HLTY | | | | | | | | |
| | | | | | | | | | |
| |SPDVS HLTY|Bit status 1| | 26| | | | | |
| | | | | | | | | | |
| |FPA HLTY |Bit status 1| | 27| | | | | |
| | | | | | | | | | |
| |DELTA FPA |Bit status 1| | 28| | | | | |
| |HLTY | | | | | | | | |
| | | | | | | | | | |
| |WARNING | | | | | | | | |
| |AVAILABLE | | | | | | | | |
-------------------------------------------------------------------------------
| 1.167.00 |RUD TRV |W+/- 180 |Deg | 29 | 11 |175 |BNR | | |
| 2.167.00 |CMD |R 0.088 | | | | | | | |
|(COM & MON) | | | | | | | | | |
| 1.171.00 |DELTA R YD|W+/- 180 |Deg | 29 | 11 | 35 |BNR | | |
| 2.171.00 | |R 0.088 | | | | | | | |
|(COM & MON) | | | | | | | | | |
| 1.172.00 |DELTA R YD|W+/- 180 |Deg | 29 | 11 | 35 |BNR | | |
| 2.172.00 |VOTED |R 0.088 | | | | | | | |
|(COM & MON) | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.207.00 |VMAX |W 512 |Kts | | 11 |175 |BNR |VMAX | |
| 2.207.00 |(MAX. |150 to 450 | | | | | | | |
|(COM) |ALLOW. |R 0.25+/- 1 | | | | | | | |
| |AIRSPEED) | | | | | | | | |
| | | | | | | | | | |
| 1.226.00 |EST |W +/- 32 |Deg | 29 | 15 |175 |BNR |SLP | |
| 2.226.00 |SIDESLIP |R 0.00098 | | | | | | | |
|(COM) | | | | | | | | | |
| 1.241.00 |AOA VOTED |W +/- 180 |Deg | 29 | 12 |175 |BNR | | |
| 2.241.00 | |-35 to +85 | | | | | | | |
|(COM) | |R 0.044 | | | | | | | |
| | |+/- 0.5 | | | | | | | |
| | | | | | | | | | |
| 1.243.00 |V ALPHA |W 256 |Kts | | 12 |175 |BNR | | |
| 2.243.00 |LIM |R 0.0625 | | | | | | | |

EFF :

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
|(COM) | | | | | | | | | |
| 1.245.00 |VLS (MIN |W 512 |Kts | | 13 |175 |BNR | VLS | |
| 2.245.00 |AIRSPEED) |R 0.0625 | | | | | | | |
|(COM) | | | | | | | | | |
| 1.246.00 |STALL |W 512 |Kts | | 13 |175 |BNR | | |
| 2.246.00 |SPEED VS |R 0.0625 | | | | | | | |
|(COM) | | | | | | | | | |
| 1.247.00 |V ALPHA |W 256 |Kts | | 12 |175 |BNR | | |
| 2.247.00 |PROT |R 0.0625 | | | | | | | |
|(COM) | | | | | | | | | |
| 1.256.00 |STL WARN |W 512 |Kts | | 11 |175 |BNR | | |
| 2.256.00 |SPEED VSW |R 0.25 | | | | | | | |
|(COM) |(VSS) | | | | | | | | |
| | | | | | | | | | |
| 1.262.00 |PREDICTIVE|W 256 |Kts | | 10 |175 |BNR | | |
| 2.262.00 |SPEED |R 0.25 | | | | | | | |
|(COM) |VARIATION | | | | | | | | |
| |(Vc TREND)| | | | | | | | |
| | | | | | | | | | |
| 1.263.00 |V3 (MIN. |W 512 |Kts | | 11 |175 |BNR | V3 | |
| 2.263.00 |SPD FLAPS |R 0.25 | | | | | | | |
|(COM) |RETR.) | | | | | | | | |
| | | | | | | | | | |
| 1.264.00 |V4 (MIN. |W 512 |Kts | | 11 |175 |BNR | V4 | |
| 2.264.00 |SPD SLATS |R 0.25 | | | | | | | |
|(COM) |RETR.) | | | | | | | | |
| | | | | | | | | | |
| 1.265.00 |VMAN |W 512 |Kts | | 11 |175 |BNR |VMAN | |
| 2.265.00 |(MANEUVER |R 0.25 | | | | | | | |
|(COM) |ING SPEED)| | | | | | | | |
| | | | | | | | | | |
| 1.266.00 |VMAX ( |W 512 |Kts | | 11 |175 |BNR | | |
| 2.266.00 |OPERATING)|R 0.25 | | | | | | | |
|(COM) | | | | | | | | | |
| 1.267.00 |VFEN |W 512 |Kts | | 11 |175 |BNR | | |
| 2.267.00 |(PRED. MAX|R 0.25 | | | | | | | |
|(COM) |MANEUVER | | | | | | | | |
| |SPEED) | | | | | | | | |

EFF :

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.271.00 |DSCRT DATA| | | | 4 | 35 |DIS | | |
| 2.271.00 |WORD 1 | | | | | | | | |
|(COM) | | | | | | | | | |
| |SPEED |Bit status 1| | 11| | | | | |
| |WARNING | | | | | | | | |
| | | | | | | | | | |
| |ALTERNATE |Bit status 1| | 12| | | | | |
| |LAW | | | | | | | | |
| | | | | | | | | | |
| |OPP ADC206|Bit status 1| | 13| | | | | |
| |NCD ON GND| | | | | | | | |
| | | | | | | | | | |
| |OPP ADC |Bit status 1| | 14| | | | | |
| |NCD ON GND| | | | | | | | |
| | | | | | | | | | |
| 1.273.00 |DSCRT DATA| | | | 19 | 35 |DIS | | |
| 2.273.00 |WORD 1 | | | | | | | | |
|(COM) | | | | | | | | | |
| |ADC OWN |Bit status 1| | 11| | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |ADC OPP |Bit status 1| | 12| | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |ADC 3 |Bit status 1| | 13| | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |VOT HLTY | | | | | | | | |
| | | | | | | | | | |
| |ADC OPP |Bit status 1| | 15| | | | | |
| |VOT HLTY | | | | | | | | |
| | | | | | | | | | |
| |ADC 3 |Bit status 1| | 16| | | | | |
| |VOT HLTY | | | | | | | | |
| | | | | | | | | | |

EFF :

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Page 10
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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ADC OK |Bit status 1| | 17| | | | | |
| | | | | | | | | | |
| |SWITCH 5 |Bit status 1| | 18| | | | | |
| | | | | | | | | | |
| |YD COM C2 |Bit status 1| | 19| | | | | |
| | | | | | | | | | |
| |YD PWR |Bit status 1| | 20| | | | | |
| |LOOP HLTY | | | | | | | | |
| | | | | | | | | | |
| |IRS OWN |Bit status 1| | 21| | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |IRS OPP |Bit status 1| | 22| | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |IRS 3 |Bit status 1| | 23| | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |VOT HLTY | | | | | | | | |
| | | | | | | | | | |
| |IRS OPP |Bit status 1| | 25| | | | | |
| |VOT HLTY | | | | | | | | |
| | | | | | | | | | |
| |IRS 3 |Bit status 1| | 26| | | | | |
| |VOT HLTY | | | | | | | | |
| | | | | | | | | | |
| |IRS OK |Bit status 1| | 27| | | | | |
| | | | | | | | | | |
| |TR COMP C2|Bit status 1| | 28| | | | | |
| | | | | | | | | | |
| |RL COMP C2|Bit status 1| | 29| | | | | |
| | | | | | | | | | |
| 1.273.00 |DSCRT DATA| | | | 19 | 35 |DIS | | |
| 2.273.00 |WORD 1 | | | | | | | | |
|(MON) | | | | | | | | | |
| |ACQ HLTY | | | | | | | | |

EFF :

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Feb 01/98

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |INTERNAL |Bit status 1| | 12| | | | | |
| |MONITORING| | | | | | | | |
| | | | | | | | | | |
| |ADC 3 |Bit status 1| | 13| | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |PS COM |Bit status 1| | 14| | | | | |
| |HLTY | | | | | | | | |
| | | | | | | | | | |
| |FAC SFTY |Bit status 1| | 15| | | | | |
| |TEST | | | | | | | | |
| | | | | | | | | | |
| |ARINC |Bit status 1| | 16| | | | | |
| |HLTY | | | | | | | | |
| | | | | | | | | | |
| |ADC OK |Bit status 1| | 17| | | | | |
| | | | | | | | | | |
| |ADC SW |Bit status 1| | 18| | | | | |
| |DISAGREE | | | | | | | | |
| | | | | | | | | | |
| |YD COM C2 |Bit status 1| | 19| | | | | |
| | | | | | | | | | |
| |YD PWR |Bit status 1| | 20| | | | | |
| |LOOP HLTY | | | | | | | | |
| | | | | | | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |ARINC |Bit status 1| | 22| | | | | |
| |FEEDBACK | | | | | | | | |
| |HLTY | | | | | | | | |
| | | | | | | | | | |
| |IRS 3 |Bit status 1| | 23| | | | | |
| |ACQ HLTY | | | | | | | | |
| | | | | | | | | | |
| |BUS COM |Bit status 1| | 24| | | | | |
| |HLTY | | | | | | | | |

EFF :

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |FAC DW |Bit status 1| | 25| | | | | |
| |HLTY | | | | | | | | |
| | | | | | | | | | |
| |EXPT |Bit status 1| | 26| | | | | |
| | | | | | | | | | |
| |IRS OK |Bit status 1| | 27| | | | | |
| | | | | | | | | | |
| |TR COMP C2|Bit status 1| | 28| | | | | |
| | | | | | | | | | |
| |RL COMP C2|Bit status 1| | 29| | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.274.00 |DSCRT DATA| | | | 19 | 35 |DIS | | |
| 2.274.00 |WORD 1 | | | | | | | | |
|(COM) | | | | | | | | | |
| |S/F POS 1 |Bit status 1| | 11| | | | | |
| | | | | | | | | | |
| |S/F POS 2 |Bit status 1| | 12| | | | | |
| | | | | | | | | | |
| |S/F POS 3 |Bit status 1| | 13| | | | | |
| | | | | | | | | | |
| |S/F POS 4 |Bit status 1| | 14| | | | | |
| | | | | | | | | | |
| |S/F POS 5 |Bit status 1| | 15| | | | | |
| | | | | | | | | | |
| |LGCIU OWN |Bit status 1| | 16| | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |LGCIU LOSS|Bit status 1| | 17| | | | | |
| | | | | | | | | | |
| |L GEAR |Bit status 1| | 18| | | | | |
| |PRESSED | | | | | | | | |
| | | | | | | | | | |
| |R GEAR |Bit status 1| | 19| | | | | |
| |PRESSED | | | | | | | | |
| | | | | | | | | | |
| |MAIN GEAR |Bit status 1| | 20| | | | | |

EFF :

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Page 13
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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |OUT | | | | | | | | |
| | | | | | | | | | |
| |SFCC OWN |Bit status 1| | 21| | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |SFCC LOSS |Bit status 1| | 22| | | | | |
| | | | | | | | | | |
| |YAW LOG |Bit status 1| | 23| | | | | |
| |COM | | | | | | | | |
| | | | | | | | | | |
| |RUDDER LOG|Bit status 1| | 24| | | | | |
| |COM | | | | | | | | |
| | | | | | | | | | |
| |RTL LOG |Bit status 1| | 25| | | | | |
| |COM | | | | | | | | |
| | | | | | | | | | |
| |AUTO MODE |Bit status 1| | 26| | | | | |
| | | | | | | | | | |
| |AP OWN |Bit status 1| | 27| | | | | |
| |ENGD | | | | | | | | |
| | | | | | | | | | |
| |AP OPP |Bit status 1| | 28| | | | | |
| |ENGD | | | | | | | | |
| | | | | | | | | | |
| |ALPHA |Bit status 1| | 29| | | | | |
| |FLOOR DET | | | | | | | | |
| | | | | | | | | | |
| 1.274.00 |DSCRT DATA| | | | 19 | 35 |DIS | | |
| 2.274.00 |WORD 1 | | | | | | | | |
|(MON) | | | | | | | | | |
| |S/F POS 1 |Bit status 1| | 11| | | | | |
| | | | | | | | | | |
| |S/F POS 2 |Bit status 1| | 12| | | | | |
| | | | | | | | | | |
| |S/F POS 3 |Bit status 1| | 13| | | | | |
| | | | | | | | | | |
| |S/F POS 4 |Bit status 1| | 14| | | | | |
| | | | | | | | | | |

EFF :

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Page 14
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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |S/F POS 5 |Bit status 1| | 15| | | | | |
| | | | | | | | | | |
| |LGCIU OWN |Bit status 1| | 16| | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |LGCIU LOSS|Bit status 1| | 17| | | | | |
| | | | | | | | | | |
| |L GEAR |Bit status 1| | 18| | | | | |
| |PRESSED | | | | | | | | |
| | | | | | | | | | |
| |R GEAR |Bit status 1| | 19| | | | | |
| |PRESSED | | | | | | | | |
| | | | | | | | | | |
| |MAIN GEAR |Bit status 1| | 20| | | | | |
| |OUT | | | | | | | | |
| | | | | | | | | | |
| |SFCC OWN |Bit status 1| | 21| | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |SFCC LOSS |Bit status 1| | 22| | | | | |
| | | | | | | | | | |
| |YAW LOG |Bit status 1| | 23| | | | | |
| |MON | | | | | | | | |
| | | | | | | | | | |
| |RUDDER LOG|Bit status 1| | 24| | | | | |
| |MON | | | | | | | | |
| | | | | | | | | | |
| |RTL LOG |Bit status 1| | 25| | | | | |
| |MON | | | | | | | | |
| | | | | | | | | | |
| |AUTO MODE |Bit status 1| | 26| | | | | |
| | | | | | | | | | |
| |AP OWN |Bit status 1| | 27| | | | | |
| |ENGD | | | | | | | | |
| | | | | | | | | | |
| |AP OPP |Bit status 1| | 28| | | | | |
| |ENGD | | | | | | | | |
| | | | | | | | | | |

EFF :

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |CAUTION | | | | | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.312.00 |DELTA R |W +/- 180 |Deg | 29 | 11 | 35 |BNR | | |
| 2.312.00 |RUD TR |R 0.088 | | | | | | | |
|(COM & MON) | | | | | | | | | |
| 1.313.00 |RUD TR |W +/- 180 |Deg | 29 | 11 |175 |BNR |RUDT | |
| 2.313.00 | |+/- 20 | | | | | | | |
|(COM) | |R 0.088 | | | | | | | |
| | |1.5 | | | | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.350.00 |MAINT MSG | | | | | | | | |
|(COM & MON) |WORD | | | | | | | | |
| | | | | | | | | | |
| 1.351.00 |MAINT MSG | | | | | | | | |
|(COM & MON) |WORD | | | | | | | | |
| | | | | | | | | | |
| 1.352.00 |MAINT MSG | | | | | | | | |
|(COM) |WORD | | | | | | | | |
| | | | | | | | | | |
| 1.353.00 |MAINT MSG | | | | | | | | |
|(COM) |WORD | | | | | | | | |
| | | | | | | | | | |
| 1.355.00 |MAINT MSG | | | | | | | | |
|(COM) |WORD | | | | | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------

EFF :

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Page 16
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CES
FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND OPERATION
__________________________________________________________
1. _______
General
The Flight Management System (FMS) performs various functions to help the
crew in the management of the flight. These functions are all constructed
from a lateral and a vertical flight plan. The pilot can select this flight
plan from a data base stored in the system and can modify it at any time
(Ref. para 3.A.).
In the lateral plan, the FMS performs:
- navigation computation (aircraft position),
- radio navigation aids selection (automatically or by pilot selection),
- lateral guidance to maintain the aircraft along the flight plan from
takeoff to approach (Ref. para. 3.B.).
In the vertical plan, it computes:
- an optimum speed at each point,
- other characteristic speeds,
- the aircraft weight and center of gravity.
Then it computes predictions along the flight plan based on these speeds and
weight. It performs vertical guidance referenced to these predictions. Other
miscellaneous performance computations are also made (Ref. para. 3.C.).
The crew can insert various data or select function modes through two MCDUs
(Multipurpose Control and Display Unit) linked to the FMGCs (Flight
Management and Guidance Computer).
The MCDUs, both NDs, and, for some parameters, the PFDs are also used by the
system to display information related to the above-mentioned functions (Ref.
para. 3.D.).
2. System
__________________
Description
The FMS general architecture which shows the two FMSs incorporated in the
FMGCs, with the two MCDUs and the DMCs for display is given in figure.
(Ref. Fig. 001)
It has to be noted that the navigation data base must be loaded once every
28 days by a loader (type ARINC 603) which is plugged to the FMS in the
cockpit (Ref. 22-83-00).
The navigation data base can be loaded from one FMGC to the other FMGC
through the intersystem bus. This function is called Nav data base
crossload. The conditions required to activate the crossload function are
as follow:
- pin related to this function activated
- aircraft in PREFLIGHT or DONE phase
- different data base cycle in each FMGC/MCDU status.

R

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001-049, 051-099, 101-105, 201-210, 22-70-00

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Config-1 Nov 01/05

CES
FMS - General Architecture
Figure 001

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001-049, 051-099, 101-105, 201-210, 22-70-00

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CES
When the three conditions are all met, the ACTIVATE CROSSLOAD indication
comes into view on the aircraft status page of both MCDUs. To transfer any
nav data base, push the line key (4L) adjacent to the ACTIVATE CROSSLOAD
indication on the MCDU related to the transmitting FMGC. The CONFIRM
CROSSLOAD indication comes into view on the line adjacent to the key 4L of
the transmitting MCDU. This line is blanked on the receiving MCDU. If you
push the line key adjacent to the CONFIRM CROSSLOAD indication, the NAV DATA
BASE CRASSLOAD IN PROCESS message and the percentage progress come into view
on both MCDUs.
The FMS navigation, radio navigation and lateral guidance architectures are
shown in the following figures.
(Ref. Fig. 002, 003, 004, 005)
The architecture for weight and speed calculation and for vertical guidance/
predictions is given in the following figures.
(Ref. Fig. 006)
The MCDUs are also shared between other systems : CFDIU, AIDS, ACARS.
However, the FMS has priority. This means that when the power is set up
after a long-term interrupt, the MCDUs are linked to the FMS automatically.
The displayed page is the A/C STATUS page which gives the FMS configuration.
A specific procedure allows access to the other systems.
If the MCDUs are already working when the FMGCs are powered, the display is
not modified. The crew has then to press any page key (except MCDU MENU) to
be coupled to the FMGC. The initialization will be briefly described in next
section.

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001-049, 051-099, 101-105, 201-210, 22-70-00

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CES
FMS - NAV Architecture
Figure 002

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001-049, 051-099, 101-105, 201-210, 22-70-00

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Config-1 Nov 01/05

CES
FMS - RAD NAV Architecture
Figure 003

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001-049, 051-099, 101-105, 201-210, 22-70-00

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Config-1 Nov 01/05

CES
FMS - Lateral Guidance Architecture
Figure 004

R

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001-049, 051-099, 101-105, 201-210, 22-70-00

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Config-1 Nov 01/05

CES
FMS - Weight Architecture
Figure 005

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001-049, 051-099, 101-105, 201-210, 22-70-00

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CES
FMS - Predictions/Vertical Guidance Architecture
Figure 006

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001-049, 051-099, 101-105, 201-210, 22-70-00

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CES
3. Operation
_________
A. Initialization and Flight Planning

Due to the type of the various functions that the system is performing
during the flight, the crew is required to initialize the system by
inserting some data via the MCDU.
To do so, the pilot must ensure that the MCDUs are correctly coupled to
the FMGCs. The first page displayed by the FMGC, at power-up on the
ground or after access through the MCDU MENU page, is the A/C status page
which allows the crew to be aware of the status of the FMS.
Then by selecting the INIT page, the pilot has the possibility to
initialize the FMS (Ref. 22-71-00).
The initialization consists of three main functions:
- Select a flight plan which will be the real basis for all computations
and displays performed by the FMS
- Align the IRSs by using the position of the airport stored in the FMS
data base and called by selection of the flight plan
- Enter the zero fuel weight (ZFW) and center of gravity for zero fuel
weight (ZFWCG) which will be used for all the various performance
computations.
The last two functions being self-explanatory, the following explains
what a flight plan consists of for the FMS.
A flight plan is composed of various elements which indicate the routes
the aircraft must follow and the limitations along these routes.
The lateral elements (Ref. 22-71-00) are:
- Origin airport and runway
- Departure procedure including optionally a RWY-SID transition, a SID
and an En route transition. The procedures are defined by the various
legs and the waypoints between these legs
- En route airways and waypoints
- Arrival procedure including optionally an En route transition, a STAR,
a STAR-approach transition, an approach and a missed approach
- Alternate flight plan which is defined as the primary flight plan.
The vertical elements are:
- The takeoff altitudes (Thrust reduction and acceleration altitudes) and
the go around altitudes (1)
- The altitude and flight path angle constraints at the waypoints in all
the procedures
- The time speed constraints also at the waypoints in all the procedures
- The climb and descent speed limits (e.g. 250 kts below 10,000 ft.)
- The cruise flight levels and possibly step climb/descent
- The cost index for this flight plan, which permits to translate the
time cost and fuel cost in the same unit.

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All these lateral and vertical elements are or may be defined during
initialization. They may be included in the navigation data base which
is resident in the FMS. They may also be contained in a specific record
with a specific name (Company route) and therefore can be initialized
by entering the company route number in the INIT page.
NOTE : The whole paragraph above does not apply to these elements.
____
It has to be noted that the navigation data base (Ref. 22-71-00) includes
therefore all the elements allowing the construction of company routes.
In addition, to allow flight plan modifications by the crew, the data
base contains also a set of waypoints, navaids and airports in the region
covered by the data base. Together with the airports, the
departure/arrival procedures are also defined even if not part of any
company route. The file of navaids is also used for the navaid autotune
function described later.
Besides the nav data base, there is a performance data base containing
various data corresponding to the aircraft and engine models. This
performance data base is used for the performance functions (Ref.
22-71-00).
Once introduced in the system, the flight plan may be displayed on the
MCDU (F-PLN pages) and on the ND in the ARC, ROSE-NAV and PLAN modes.
Flight plan modifications can then be performed by the crew.
Two types of F-PLN revisions exist:
- Lateral revisions: an insertion or deletion of a waypoint in the F-PLN,
an insertion of a leg to fly direct to a waypoint (2), an introduction
or a modification of a departure procedure either partially or
entirely, an introduction or a modification of an arrival procedure
either partially or entirely, a modification of the destination, a
modification of the alternate F-PLN, an activation of the alternate
F-PLN, an insertion of an airway from a F-PLN waypoint down to a
specific waypoint, a creation of an offset path, an insertion or a
deletion of a Holding pattern, and an activation of the engine out SID.
NOTE : All the modifications of the lateral F-PLN except DIRECT TO

____
require the insertion of a temporary F-PLN which is displayed on
the MCDU and the ND.
The lateral revision rules are described in section 22-71-00.
- Vertical revisions: an insertion, a modification or a deletion
of any altitude or speed constraint in the F-PLN, the same for
speed limits in climb and/or descent phase, and the same for a
step climb or descent in cruise.
In addition the crew can modify the cruise flight level, the cost
index, the takeoff/go around altitudes and insert estimated winds
along the F-PLN.
The vertical revision rules are described in section 22-71-00.

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A time constraint at any F-PLN waypoint can also be entered by the
crew.
The crew has also the possibility to create a SECONDARY FLIGHT PLAN.
This SEC F-PLN which has exactly the same structure as the ACTIVE F-PLN
may be used for several functions:
- Preparation of a second departure procedure before takeoff, when this
one is defined late.
- Preparation of the next flight while in flight.
- Training.
The SEC F-PLN may be created either by copying the active F-PLN or by
initialization as for the active F-PLN. It may then be displayed on the
MCDU (SEC F-PLN pages) and on the ND with a specific color. When created,
the SEC F-PLN may be activated under certain conditions. For more
details, Ref. section 22-71-00.
B. Lateral Functions
The FMS lateral functions are made up of three main items. There are:
- Navigation (aircraft position)
- Radio navigation tuning
- Lateral guidance along the flight plan.
The navigation consists in determining the best estimate of the aircraft
position and to evaluating the accuracy of this estimate. The FMS uses
data from:
- ADIRSs for inertial speeds and positions
- DMEs for direct distance to various stations
- VORs for bearing to a station
- ILS for localizer update
- GPS sensors (if fitted).
These data are then mixed following various methods which are selected by
accuracy preference and signal availability. Normally, the three ADIRS
data are used and mixed together to provide the inertial position.
If data from one ADIRS are not available, then each FMS computes the
inertial position from only one ADIRS.
If no ADIRS data are available, then the FMS does not compute any
position: A/ POSITION INVALID message is provided.
The GPS data are used by the ADIRS to compute hybrid GPIRS positions;
these GPIRS positions are transmitted to each FMGC which selects one of
them.
The data from up to 5 DME stations may be used. These data are normally
transmitted by the onside DME which is directly scanned by the FMS
following an algorithm which researches the best DME station geometry as
a function of the aircraft position. When 2 DME stations at least are
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If only one DME station is received, the system uses the VOR bearing
associated to the DME (if any) to compute a VOR-DME position.
If no VOR is available, no radio position is computed.
The GPIRS or radio position, when present, is then mixed with the
inertial position through a complementary filter to provide the aircraft
position which is used for display and guidance.
When a LOC signal is available in approach, the FMS uses this LOC signal
to update the position.
The mode selection logic is described in section 22-72-00.
In addition to these computations, the FMS updates the aircraft position:

- At takeoff, on the runway threshold or intercept
- In flight, on demand by the crew.
As additional navigation data, the system provides a class of accuracy
(HIGH or LOW) which depends on the algorithm used, on the nature of the
signals and the flight area (route, terminal, approach). Various warnings
are provided on the MCDU and ND when this class is modified.
Also the system computes the ground speed, the wind velocity/direction,
the distance to the active waypoint and the bearing and distance to any
pilot-selected waypoint or navaid.
The second function consists of the radio navigation and tuning. The
VORs, DMEs, ILSs and ADFs are normally tuned either automatically by the
system or manually by the crew on the RAD NAV page.
It has to be noted that, for manual tuning:
- In normal case, both side receivers are tuned on either MCDU
- In case of the failure of one FMGC, both side receivers are also tuned
on either MCDU
- In case of the failure of one MCDU, the other MCDU allows tuning of
both side receivers
- In case of the failure of two FMGCs, the crew has then to tune the
frequencies on the RMPs.
Manual tuning of the navaids is performed by selecting:
- An ident or a frequency, and possibly a course for the VOR (/DME)
- An ident or a frequency, and possibly a course for the ILS (/DME)
- An ident or a frequency, and possibly the BFO for the ADF.
The autotuning selects the same data (except BFO for the ADF) following
some internal logic (Ref. 22-72-00). It has to be noted that manual
tuning always has priority over automatic tuning. For aircraft position
the FMGS autotunes the DMEs and possibly the VOR as already described.
The tuning (manual or automatic) can only be performed if no RMP is set
in NAV mode.
Having an active flight plan and the aircraft position, the system is
then able to perform lateral guidance along the flight plan.
The first task computes the various geometric parameters defining the
current active leg according to its type (course, heading, great circle,
arc, procedures, etc.) and the guidance parameters on this leg (desired
heading/course, desired track, leg distance...).

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Then the transition path between the current active leg and the next leg
is defined by the same type of parameters and the system determines on
which part of a leg the aircraft must be guided to.
The following task consists in sequencing the flight plan as long as the
aircraft progresses along it. This is done by evaluating the track
distance to the termination point of the active leg (to waypoint or
bisector between both legs).Sequencing occurs when this distance becomes
zero.
Then the system determines the type of control law which is required to
guide the aircraft (heading, track, lateral path) as well as the targets
(desired heading or course, crosstrack error, track angle error,
precomputed roll angle).
Some of these intermediate values are displayed on the MCDU or the ND
(XTK, distance to go, ...).
The control laws are located either on the FG part of the FMGC (heading
and track modes) or on the FM part (lateral path). In this last case,a
roll command is transmitted to the FG part.
At last, the FMS computes, when the LAT AUTO control mode is armed, the
capture zone within which NAV will be engaged. This zone varies with the
type of active leg, and is defined so that the aircraft should not
overshoot the lateral path for the geometric path case. In case of
heading or course legs, the NAV mode, assuming all conditions of signals
are valid, engages immediately.
C. Vertical Functions
The main vertical function is the computation of time and fuel
predictions along a computed vertical flight plan and guidance along this
vertical flight plan. In order to achieve this, in addition to the
vertical flight plan elements seen in para. A. above, the FMS computes
the aircraft weight and center of gravity continuously and various speeds
for flight envelope and optimization.
The weight computation starts when the crew has inserted a ZFW in the
INIT page and one engine is started. At this time, the FMS reads the fuel
quantity information which is used to initialize a filter. This filter
determines the fuel on board from fuel flow indication and fuel quantity
indicator. A reversion logic exists : when one sensor fails,
corresponding data are ignored.
The center of gravity is derived from the inserted ZFW CG during
initialization and the fuel consumption.
Gross weight and CG are displayed on the MCDU and the ECAM.
Gross weight is also transmitted to the FAC before takeoff and above
15,000 ft./250 kts for speed envelope computation. The FMS uses FAC
envelope speeds for guidance; these are computed with the FAC gross
weight. Hence there may be discrepancies between real-time speeds and
predicted speeds (which are computed according to the FMS predicted GW)
if gross weights computed by the FAC and the FMS do not match.

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Various speeds are computed by the FMS for prediction. First, the speeds
determining the flight envelope are computed. They are based on stall/
buffeting limits, engine thrust limits and VMO/MMO and the configuration
assumed for the prediction point. Also, max and min operational speeds
are computed; they will limit the speed optimization research.
The optimum speeds are computed in clean configuration, in climb, cruise
or descent from various parameters: cost index, gross weight and CG,
wind, altitude and temperature. The cost index is a parameter which
translates the flight time cost in fuel flow units. Minimum fuel
optimization is performed with 0 cost index. Minimum time optimization is
performed with 999 cost index. This value is selected by the airlines.
The crew may manually select a speed or a Mach number on the FCU. This
speed is taken into account by predictions for the current phase. If the
crew selects a speed in climb, the FMS will automatically select the
corresponding Mach number when the aircraft crosses a predetermined
crossover altitude. The same occurs in descent when the crew selects a
Mach number on the FCU before crossing the crossover altitude.
In addition to this selection, the crew may preselect a speed or a Mach
number on the MCDU for climb or cruise flight phase. This preselection
will become active when the considered flight phase becomes active.
The FMS also computes several characteristic speeds which are displayed
on the MCDU and used for predictions. They are :
- Takeoff speeds (F, S, VFTO) and go around speeds.
- Expedite speeds in climb and descent phase.
- Approach speeds: F, S, VFTO and VLS, VAPP according to the landing
configuration preselected on the MCDU.
NOTE : Takeoff speeds (V1, VR and V2) are entered on the MCDU. V1 and V2
____
are transmitted to the PFD. V2 is used by the FG part in SRS mode
during takeoff.
The landing configuration selected on the MCDU is transmitted to
the GPWS for inhibition of warning in approach.
Having defined the vertical flight plan elements as well as the inputs
parameters for prediction and guidance, the following describes shortly
the prediction process.
(1) Predictions
MCDU F-PLN predictions do not take the engaged autopilot mode into
account. This means that the MCDU flight plan display represents the
predictions along the flight plan based on specific assumptions
described below for each flight phase.

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For takeoff phase, the predicted profile starts with a first segment
at V2 + 10 kts and a Max takeoff thrust until the thrust reduction
altitude is reached. This is followed by a second segment at V2 + 10
kts and Max climb thrust up to the acceleration altitude. These
predictions (time, distance, fuel) are based on precomputed
allowances.
Predictions in climb start with an acceleration segment from V2 + 10
kts until the selected climb speed or the lower speed between :
- the optimum,
- the climb speed limit,
- any climb speed constraint
is reached.
The climb speed profile satisfies all the speed constraints and
limits. The altitude profile, based on this speed profile and max
climb thrust is limited by any AT or BELOW altitude constraint (if
any). The speed profile is not modified to satisfy high altitude
constraint. The constraints in climb are outlined by a star * on
the corresponding field in the F-PLN page.
The star is normally magenta but can be amber if the system predicts
that the constraint will be missed.
The end of the climb phase is indicated by the pseudo waypoint T/C on
the F-PLN page.
For cruise, predictions compute speed, time and fuel assuming
altitude hold at the cruise flight level. A step climb or descent may
exist. The speed profile in optimum mode (ECON) varies as the weight
decreases during the flight. The T/D pseudo waypoint which terminates
the cruise phase is computed by the descent profile calculation. From
takeoff to cruise phase, the predictions and the profile are
recomputed periodically or following modification of any flight plan
elements or speed or weight.
In order to get predictions for the descent phase, a descent path is
computed backwards from the first approach point (DECEL) to the
cruise (or step) flight level. This path is divided into 3 parts. The
bottom part is a geometric path defined by straight segments in space
between the various altitude constraints so that a minimum of pitch
maneuver is required.
Above the highest restrictive descent altitude constraint, the system
computes an idle path based on holding of the descent speed and idle
thrust + delta.
This segment applies up to the cruise flight level where the T/D
pseudo waypoint is defined.
However, if a specified cabin rate must be reached, a
repressurization segment is inserted at the top of the idle path, and
a new T/D is defined. It is based on hold of the descent speed and a
vertical speed computed from the specified cabin rate value.

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The predictions compute the flight plan parameters (time/fuel) based
on this path. The total descent time is also computed and from the
cruise flight level and the airport elevation, the descent cabin rate
is computed and displayed on the MCDU if it exceeds the specified
cabin rate.
The descent path and the predictions are recomputed after each flight
plan modification or speed selection change or any destination
parameter modification, when the aircraft is not in descent. If the
aircraft is in descent phase, the descent path is also recomputed
when the aircraft reaches a holding pattern or a too steep path. Note
that an HM holding pattern is never considered as part of the descent
path.
When the aircraft is offpath, the system computes predictions with
specific return to path assumptions (hold vertical speed if below
the path, idle thrust and half speedbrakes extended if above the
path). If the return to path from above does not intercept the
path before the next altitude constraint, then a message requesting
the extension of speedbrakes is displayed on the PFD.
It is also displayed if a deceleration is required while above path.
The approach phase starts at the DECEL point where the aircraft
should start decelerating to reach VAPP at 1000 ft. AGL. The approach
profile is then also defined backwards according to approach
procedure data. Idle thrust is assumed until reaching the descent
speed where the DECEL pseudo waypoint is defined. The various
flap/slat configurations are assumed to be extended at the
maneuvering speed. If an altitude constraint exists, an idle descent
at constant speed is defined just after the constraint. If a speed
constraint exists, a speed hold segment is defined after this
constraint until the next point where a deceleration is required to
reach the final conditions. Once the approach profile is determined,
predictions on the approach are computed and shown on the MCDU. There
are no predictions for go around.
(2) Guidance
FM vertical guidance modes are CLB, DES, and FINAL.
- CLB mode can be armed or engaged only in LATERAL AUTO CONTROL,
below FCU selected altitude.
In CLIMB or CRUISE phase when CLB mode is engaged, speed is held
with the elevators and maximum available thrust is targeted. In
CLIMB phase when a level off is required for an altitude
constraint, ALT ACQ mode is engaged automatically and CLB mode is
armed for automatic re-engagement when the constraint is passed.
- DES mode can be armed or engaged only in LATERAL AUTO CONTROL,
above FCU selected altitude.

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In CRUISE phase, DES mode can be engaged manually to perform a
step-descent or to initiate DESCENT phase. When DES mode is engaged
for a step-descent, the elevators maintain -1000 ft/mn and speed is
held with thrust.
In DESCENT or APPROACH phase, when DES mode is engaged guidance
depends on aircraft position relative to the vertical flight path
and whether aircraft speed is correct.
Elevators are used to control the aircraft to the path. Thrust can
be applied to prevent underspeeding or to maintain speed. When the
aircraft is above path or overspeeding, idle thrust and speed
elevator control is used. If the aircraft is below path or inside a
holding pattern, vertical speed or flight path angle elevator
control is used and speed is held with thrust.
To minimize throttle movement in SPEED AUTO CONTROL, aircraft speed
is allowed to vary within a certain margin which is displayed on
the PFD. In SPEED MANUAL CONTROL, there are no margins and selected
speed is maintained.
When a level off is required for an altitude constraint, ALT ACQ
mode is engaged automatically and DES mode is armed for automatic
re-engagement when the constraint is passed. Altitude constraints
are ignored when flying an HM.
- FINAL mode can only be armed for a non-precision approach : VOR,
NDB or RNAV.
The system can engage FINAL mode only in LATERAL AUTO CONTROL,
during APPROACH phase, when the aircraft is close enough to the
lateral and vertical approach paths and beyond the DECEL point.
When FINAL mode is engaged, elevators are used to control the
aircraft to the path and speed is held with thrust. FCU selected
altitude is ignored in FINAL mode.
(3) Targets
In SPEED AUTO CONTROL, the FM can provide speed targets for display
and guidance.
- in EXP CLB mode: max (VMAN, VLS)
- in EXP DES mode: min (VMO-10, MMO-0.02, VMAX)
- In LATERAL AUTO CONTROL: aircraft speed will follow the predicted
speed profile. Speed constraints, limits and holding pattern speeds
are observed. The aircraft will anticipate on decelerations as
required.
- In LATERAL MANUAL CONTROL: speed constraints, which are tied to the
lateral path, are not taken into account. Only speed limits are
observed below their specified altitude.
In CRUISE phase beyond the top of descent and during DESCENT and
APPROACH phases, the vertical flight path altitude is displayed on
the PFD altitude scale. When FINAL mode is armed or engaged, it is
displayed relative to aircraft altitude on a specific precision
scale.

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In LATERAL AUTO CONTROL, the corresponding vertical deviation (flight
path altitude minus aircraft altitude) is displayed on the MCDU. In
LATERAL MANUAL CONTROL, the required distance to land (minimum
distance to descend and decelerate to VAPP at destination) and the
direct distance to destination (via the LOC capture or final approach
point) are displayed instead.
(4) Visual cues

Specific symbols are displayed on the ND. DECEL point excepted, they
are predicted according to the modes which are actually engaged,
unlike MCDU F-PLN predictions.
- The magenta DECEL (D) symbol is displayed on the flight plan at
the point where the aircraft is expected to begin decelerating to
approach speed, and beyond which FINAL mode is allowed to engage.
It is identical to the MCDU (DECEL) point.
- LEVEL OFF symbols are displayed where the aircraft will level off
for an altitude constraint (in magenta colour and only in CLB, DES
or FINAL mode) or to FCU selected altitude (in cyan).
- In LATERAL AUTO CONTROL, START OF CLIMB or TOP OF DESCENT symbols
are displayed on the flight plan where the aircraft should (in
white) or actually will (in cyan) resume climb or descent after a
level-off.
- In LATERAL AUTO CONTROL, a path INTERCEPT symbol is displayed on
the flight plan in DESCENT or APPROACH phase at the point where the
aircraft should (in white) or actually will (in cyan) capture the
vertical flight path.
- In LATERAL AUTO CONTROL, altitude constraints are highlighted with
a o symbol. In V/S, FPA, EXP, or OPEN modes, it can be displayed
in white only at the TO waypoint. Otherwise, it can be displayed at
the next 2 down path constraints in amber or magenta, according to
whether the constraint predicted missed or made.
- In SPEED AUTO CONTROL (except in EXP mode), a magenta SPEED CHANGE
o symbol is displayed at the next point where the speed target
will automatically step up or down to command an acceleration or a
deceleration.
(5) Engine out computation

An engine out is detected automatically by the system according to
various signals transmitted by the FADECs. During an engine out, in
take-off, climb, cruise or go around phase, only the engine out
maximum altitude is computed, and no other predictions are available.
SPEED AUTO CONTROL is possible, but none of the FM vertical modes
(CLB, DES, or FINAL) are available. If the engine-out occurs in
descent or approach phase, the same predictions as in twin-engine are
computed and the same modes are available (DES and FINAL). It is
possible to manually override engine out detection to force the FMS
to revert to dual engine state with the EO CLR prompt.

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(6) Altitude planning
This function computes the distance and time required to reach a
predetermined altitude. This calculation is made for the active speed
mode (ECON or manual speed) and for the EXPEDITE mode. It is
available only in takeoff, climb and descent phase.
(7) Performance factor

In order to adjust the aircraft/engine model versus the actual
aircraft performance, it is possible to define a performance factor.
This value can only be set on ground before engine start.
(8) Overview of alternate

The system provides time and fuel predictions for up to 6 alternate
destinations defined in data base in the airport file. A seventh
airport may be selected by the crew and the NO ALTERNATE option is
also evaluated. Airway distance is used in this computation.
(9) Maximum altitudes

A maximum recommended altitude is computed and displayed on the MCDU.
It uses limitations from the engine max climb thrust, buffeting (0.2
g margin) and max certified altitude. An absolute maximum altitude is
computed and limits the CRZ FL entry. It is defined as the previous
one except that a 0.3 g buffet margin is used.
(10) Max holding time

When the aircraft flies in a holding pattern, the system computes the
maximum time the aircraft can remain in the holding pattern. For this
computation, it uses the fuel policy, the alternate selection and
assumes 0 extra fuel.
D. Operational Use
The interface between the crew and the FMS is performed through the
various CRTs in the cockpit and particularly the MCDU and the ND. This
section deals with the general rules defining the use of these computers
from an FMS standpoint. The general use with two FMGCs is also explained.
The MCDU is used to select data in the system (pilot entry) and to
display most FMS information to the pilot. Although the MCDU is used for
various systems (CFDIU, AIDS, ACARS), it is coupled by priority to the
FMGC. This means in particular that a direct access to an FMGC page can
be obtained by selecting the corresponding mode key.
The MCDU keyboard is composed of an alphanumeric part used for pilot
entry. When the pilot presses one of these keys, the corresponding symbol
is written on the 14th line of the MCDU screen (the scratchpad line).
When all data are entered in the scratchpad, the pilot must then press
the line select key to insert the information in the scratchpad. It is
possible to clear this information partially or entirely by means of the
CLR key.

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Specific rules concerning format, possible entries or clearing functions
are explained in section 22-74-00.
The MCDU keyboard features several mode/page keys:
- The MCDU MENU gives access to a menu page which allows selection of the
coupling of the MCDU to any other system (Ref. 22-80-00).
- 10 page keys give access to the corresponding pages. Some pages are
usually displayed according to the flight phase: INIT and F-PLN pages
before takeoff, F-PLN and PERF pages during takeoff, F-PLN and PROG
pages during climb, cruise and descent, and F-PLN and PERF pages during
approach and go around.
Pages may automatically vary in data and format according to the flight
conditions. For example, the F-PLN page is modified each time the
flight plan is sequenced.
Some pages may also give access to other pages through a hierarchy
described in section 22-74-00.
- 3 mode keys are used to modify the displayed page when all the
information to be displayed does not fit in one page. These keys allow
either vertical slewing or horizontal slewing.
In order to display the information, the FMGC is constrained to satisfy
various rules. They are applied also to any other computer linked to the
MCDU. These rules concern:
- data format
- character size
- use of various symbols
- color use. These rules, when applicable are common with the EIS color
rules.
Besides the data displayed by the system through the whole set of pages,
the FMGC may also display various messages in the scratchpad. They may be
used for:
- direct answer to a pilot entry (e.g. NOT ALLOWED)
- recommendation to the crew (e.g. TUNE TOU/117.7)
- acknowledgement of a specific event (e.g. FMS 1/2 SPD TGT DIFF)
- warning of a degradation in functioning (e.g. NAV ACCUR DOWN GRADED).
Display rules vary according to their importance. The most important
messages (linked to navigation or guidance) are also displayed on EIS (ND
or PFD). The list of the messages is given in 22-74-00.
The second basic instrument used for FMS operations is the Navigation
Display (ND). The ND description is given in the 31-65-00. The data
transmitted by the FMS are described in 22-75-00. As a reminder, the ND
works in five different modes selected on the FCU. For three of them
(ARC, PLAN, ROSE-NAV) the ND displays the flight plan elaborated in the
FMS at a scale defined by the range selected on the FCU. There is
absolute correspondence between the flight plan displayed on the MCDU and
the one displayed on the ND. When the MCDU displays the secondary F-PLN,
the ND does so.
In addition to the active lateral flight plan, the ND displays various
information concerning the navigation and the lateral/vertical guidance:

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- Radio nav station tuned by the FMS for display or position calculation.
They are located on the ND in accordance with the aircraft position and
the flight plan.
- Self-elaborated message in case of disagreement between the radio nav
frequency as selected by the FMS and the frequency actually tuned by
the receivers.
- All the data base waypoints, VOR stations, NDB or airport in the
displayed area following the selection of the various options on the
FCU.
- Cross track error and transition turns of the flight plan.
- Some important messages elaborated in the FMS.
- Pseudo waypoints computed by the vertical functions for vertical
guidance aid.
Finally, two other instruments are used to display FMS information.
The PFD as main guidance instrument displays the data computed or
inserted on the MCDU such as ECON speed targets and target altitudes in
automatic guidance modes, V1 and V2, DH or MDA in approach. The ECAM is
used to display the aircraft gross weight.
The installation of the whole system is dual, following the architecture
described in figure
(Ref. Fig. 001)
The FMS works then normally in DUAL mode based on the master/slave
principle; the master FMS is the one associated with the autopilot
engaged. If no autopilot is engaged, the side 1 is master.
Based on this principle, all the data entered by a pilot on any MCDU are
transmitted to both FMGCs through the intersystem bus. The computations
in each side are made independently of the other side. However, the
results are either synchronized (e.g. lateral/vertical flight plan) by
the master side or compared (e.g. aircraft position). In the latter case,
a miscomparison will lead to a message or even to the disengagement of
the dual mode. The comparisons which may lead to disengage the dual mode,
during power up, are the following:
- Data base incompatibility
- Operational program
- Aircraft/engine model section.
In this case, both systems work in independent mode. This means that the
entry of data on one MCDU applies only on the same FMS side. The MCDU, ND
and PFD display is linked to the own side FMS. A long-term power-up is
required to intend to revert to dual mode. Each FMGC will tune its own
side radio nav receiver. The crew has to tune the left side radio nav on
the left MCDU, the right side radio nav on the right MCDU. This applies
also to ILS selection.

R

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001-049, 051-099, 101-105, 201-210, 22-70-00

Page 21
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A particular case of operation is when one FMS has failed. The alive FMS
then reverts to SINGLE mode. The operations on the MCDUs are exactly
similar to the DUAL mode except that the response time may be longer. If
the ND modes and ranges are synchronized on both sides (FCU), then both
sides will display the same information. If not, only the ND of the alive
FMS side will display the FMS data. The other ND will display a specific
message. The radio navigation selection can be performed exactly in the
same conditions as in DUAL mode.

R

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001-049, 051-099, 101-105, 201-210, 22-70-00

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FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND OPERATION
__________________________________________________________
1. General
_______
The Flight Management System (FMS) gives various functions to help the crew
in the management of the flight. These functions are all constructed from a
lateral and a vertical flight plan. The pilot can select this flight plan
from a data base stored in the system and he can modify it at any time.
In the lateral plan, the FMS gives:

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

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

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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2. Component
__________________
Location
(Ref. Fig. 001)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1CA1 FMGC-1 83VU 122 824 22-83-34
1CA2 FMGC-2 84VU 128 824 22-83-34
3. __________________
System Description
The FMS general architecture which shows the two FM portions incorporated in
the FMGCs, with the two MCDUs and the Display Management Computers (DMC) for
display is given in the following figure:
(Ref. Fig. 002)
4. ____________
Power Supply
The 28VDC power supplies:

- FMGC1 through 28VDC ESS SHED BUS 8PP
- FMGC2 through 28VDC BUS2 2PP
In addition to the 28VDC power supply, the following signals supply the
FMGCs:
- chassis ground,
- side 1 signals (C and M) wired to the ground on the FMGC1 only (priority).
In electrical emergency configuration, only the FMGC1 is supplied.
5. _________
Interface
(Ref. Fig. 003)

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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Component Location
Figure 001

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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FMS General Architecture
Figure 002

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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FM Inputs/Outputs
Figure 003

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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6. _____________________
Component Description
A. Overview of the Flight Management Function (FMF) Software

(Ref. Fig. 004)
It is composed of:
- Flight Management Processor (FMP) applicative software,
- Input/Output Data Processor (IDP) applicative software,
- FMP/IDP basic software.
Hardware Performance:
- two microprocessors (6o Mhz, 32 bits),
- 16 Mega bytes RAM,
- 5 Mega bytes Navigation Data Base (NBD) capacity.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
B. Reset Management
Robustness versus resets is improved:

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

- no AP/ATHR cut-off upon reset, but a reversion to selected guidance
mode (V/S, HDG),
- no reconfiguration of DMC upon reset, so it is no longer necessary to
switch the display mode to get the ND back to normal display, instead
of MAP NOT AVAIL message configuration.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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General FMF Architecture
Figure 004

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
7. ________________________________
Operation/Control and Indicating
This chapter describes the following functions:

- Navigation function,
- Lateral function,
- Vertical function.
A. Navigation Function
The navigation function of the FMS gives to the system the following
indications:
- present aircraft position,
- altitude,
- wind,
- true airspeed,
- ground speed,
- true and magnetic heading,
- true track angle.
This is achieved by using inputs from inertial and air data sensors in
addition to inputs from navigation radios and GPS.
This function also performs the management of the radio Navigation Aids
(navaids) VHF Omnidirectional Range (VOR), Distance Measuring Equipment
(DME), Global Positioning System (GPS), Instrument Landing System (ILS),
Microwave Landing System (MLS if installed) and Automatic Direction
Finder (ADF) for the position computation, for the display and the
take-off/approach guidance.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
The position computation algorithms take into account polar navigation.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
For the case of a Biased DME, the frequency is not used for the position
computation but only for the display.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
(1) Aircraft position computation

(Ref. Fig. 005)
The inertial position and the speed of each Inertial Reference System
(IRS) is the basis for an aircraft position computation.
If an IRS position is available, one of the navigation modes, as
described below, is used. Otherwise, no navigation computation is
provided.
The navigation function uses Kalman filter techniques to integrate
inertial, radio, and hybrid/autonomous GPS data to:
- produce a solution of an optimal aircraft navigation related to a
specific navigation mode and,
- estimate its corresponding precision.
(a) Modes of navigation selection

When GPS is installed, GPS/INERTIAL is the basic navigation mode,
so long as the GPS data are available with the required precision
and integrity. Otherwise, a navigation mode with the least errors
is chosen based upon the best position available.
In case of navigation mode transition, the current FM position

reaches smoothly the best estimated position (slew limiting rate
depending on the flight area).
The basic modes of navigation given by order of precision and

importance, are the following:
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(Ref. Fig. 006)
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(Ref. Fig. 006A)

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FMS Position
Figure 005

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301-399, 401-499, 501-509, 511-526, 528-599,
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Navigation Mode Selection Logic
Figure 006

R

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301-304, 401-499,
22-70-00

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Navigation Mode Selection Logic
Figure 006A

R

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501-509, 511-526, 528-599,
22-70-00

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**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
1
_ GPS/INERTIAL
- For hybrid GPS architecture:
If a valid and reasonable hybrid GP/IRS position is
available from one of the IRSs and if it provides the best
accuracy solution than any other sensor (based on sensor
EPE), the GPS/INERTIAL mode is chosen.
- For GPS autonomous architecture:
If a valid and reasonable autonomous GPS position is
available from one of the GPSs and if it provides the best
accuracy solution than any other sensor (based on sensor
EPE), the GPS/INERTIAL mode is chosen.
2
_ DME/DME/INERTIAL
This mode can be selected only if the GPS/INERTIAL position
mode is not available and if a valid and reasonable radio
combination allows the computation of a DME/DME position, or
if it provides the best accuracy solution than any other
sensor (based on sensor EPE).
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
1
_ GPS/INERTIAL
- For hybrid GPS architecture:
if a valid and reasonable hybrid GPS/IRS position is
available from one of the ADIRU, the GPS/INERTIAL mode is
chosen.
- For GPS autonomous architecture:
if a valid and reasonable autonomous GPS position is
available from one of the GPS, the GPS/INERTIAL mode is
chosen.
2
_ DME/DME/INERTIAL
This mode can be selected only if the GPS/INERTIAL position
mode is not available and if a valid and reasonable radio
combination allows the computation of a DME/DME position.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
3
_ DME/VOR/INERTIAL
This mode can be selected only if the GPS/INERTIAL and
DME/DME/INERTIAL position modes are not available and if it
gives a better accurate position than any other sensor.

R

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301-399, 401-499, 501-509, 511-526, 528-599,
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4
_ INERTIAL ONLY
This mode of navigation is used if VOR/DME/INERTIAL,
DME/DME/INERTIAL or GPS/INERTIAL modes are not available and
at least one IRS is valid. If three IRS are available, the
inertial position is an optimal mixed position based on the
three IRS positions and speeds.
(b) Class of navigation

Two classes of navigation are defined (HIGH or LOW). They reflect
the fact that the system respects the current navigation accuracy
requirement. The current class of navigation is determined by
comparing the Estimated Position Uncertainty (EPU: value of the
95% of confidence on the computed system position) with the
current Required Navigation Performance (RNP based on navigation
area / manually entered / leg dependent). When EPU < RNP, the
class of navigation is HIGH, otherwise it is LOW. The class of
navigation is displayed continuously on the PROG page.
A level of confidence on the FMS position in GPS mode is

determined as a function of the GP(IR)S position accuracy and
integrity. The GPS confidence status is GPS PRIMARY when both
accuracy and integrity requirements are met.
---------------------------------------
| GPS Reasonable | GPS Unreasonable |
----------------------------------------------------------
| HIGH (EPU < RNP) | GPS PRIMARY | GPS PRIMARY LOST |
----------------------------------------------------------
| LOW (EPU > RNP) | GPS PRIMARY LOST | GPS PRIMARY LOST |
----------------------------------------------------------
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
The RNP value depends of the navigation area (TERMINAL, ENROUTE,

OCEANIC, APPROACH); concerning the logic for switching between
the TERMINAL and ENROUTE navigation areas, the navigation area
selection will be function of the aircraft altitude.
To pass from the TERMINAL navigation area to the APPROACH
navigation area, the distance between the aircraft and the first
approach waypoint can be less than 5 NM.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
(2) Radio navigation tuning

The navigation function automatically selects and tunes navaids:
- for display and takeoff/approach guidance, with priority given to
any manual tuning orders made by the crew,
- for navigation computations (on the basis of their availability and
suitability).
Radio tuning can be performed via three different ways in accordance
with the radio nav page architecture:
- automatic tuning,
- manual tuning,
- Radio Management Panel (RMP) tuning.
(a) Automatic tuning

Provided that the RMP has no control on the navigation radios
(RMP NAV CONTROL discrete not set to the open state), the FMGC
tunes automatically VOR and DME for display, VOR/DME and DME for
navigation computation, ILS (and MLS if installed) for navigation
update and takeoff/approach guidance, NDB for display.
The tuning of the navigation radios follows hierarchically rules
to facilitate the optimal combination based on the A/C position
and on the radio NAV availability. Five frequencies are available
for DME tuning, one for VOR tuning and another one for ILS.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
The option No ADF on board (OPC option) allows to manage fully

the navigation architecture with no ADF on board:
- ADF tuning is desactivated,
- ADF informations/prompts are removed from RAD NAV pages,
- NDB approaches are inhibited.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(b) Manual tuning

The pilot can tune, through the RAD NAV page, VOR, ILS, NDB, MLS
(if installed) for display. When a station is manually tuned, it
cannot be overridden by an automatic tuning. When the system
comes into the PREFLIGHT phase, all the previously selected
navaids are deselected.

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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(c) RMP tuning
The FMGC recognises the RMP tuning when the RMP NAV CONTROL
discrete is set to the open state. When this occurs, neither the
system nor the pilot can tune the radio frequencies on either
side of the PROG page or RAD NAV pages of MCDU.
(3) Navigation messages and MCDU display
(a) Navigation messages

The messages related to the navigation that can be displayed on
the MCDU and/or the Electronic Flight Instrument System (EFIS)
navigation display are:
- GPS messages,
- radio tuning messages,
- messages related to the IRS alignment,
- messages related to the IRS attitude mode,
- other navigation messages.
(b) MCDU display

The display related to the navigation available for the crew on
the MCDU are the following:
- POSITION MONITOR page:

(Ref. Fig. 007)
This page displays general navigation information which
represent the A/C position (FMGC 1 and 2 positions, and its
current navigation modes, radio position or GPS position, mixed
IRS position, IRS deviations and modes).
- PROGRESS page:
(Ref. Fig. 008)
This page displays navigation information such as GPS
confidence level, RNP threshold, EPU, class of navigation,
information about the position entered by the crew to update
the A/C position.
- RADIO NAV page:

(Ref. Fig. 009)
This page displays identifiers, frequencies and course for
radio navaids for side 1 and side 2 receivers when no RMP is in
Nav mode (if at least one RMP is in Nav mode, then all fields,
except titles, are blank). The navaids selected by the crew are
manually entered via the Radio Nav page. The navaids selected
by the crew are displayed in large font. The automatically
selected navaids are displayed in small font.

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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POSITION MONITOR Page
Figure 007

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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PROGRESS Page
Figure 008

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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RADIO NAV Page
Figure 009

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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- SELECTED NAVAIDS page:
(Ref. Fig. 010)
This page displays all the radio navaids being tuned
(identifiers and frequencies), and the associated class and
tuning mode for each. It displays also a line select prompt
next to each displayed radio navaid and a pilot deselected
navaid. A GPS deselect/reselect prompt allows the crew to
deselect or reselect the use of the GPS. When GPS is deselected
by the crew, the FM will not use the GPS data.
- GPS MONITOR page (only if GPS is installed):

(Ref. Fig. 011)
This page displays GPS information from two GPS sensors. The
information displayed includes for each GPS sensor: identifier,
position, true track, altitude, ground speed, horizontal figure
of merit (HFOM), mode, number of satellites currently being
tracked.
- PREDICTIVE GPS page:

(Ref. Fig. 012)
This page displays information on GPS confidence level or
status, at and near the time of arrival (predicted or specified
by the crew ) at the destination airport specified in the
flight plan, and, at and near the time of arrival (predicted or
specified by the crew) at a reference waypoint specified by the
crew. The display also includes provision for the crew to
deselect up to 32 GPS satellites, but only four at a time.
- IRS MONITOR page:

(Ref. Fig. 013)
This page displays the following information for each of the
three IRS: identifier, mode, mode dependent status message,
time to go in the align mode before the nav mode can be
initiated, average rate of the IRS drift.
- IRSn page:
(Ref. Fig. 013)
This page displays IRSn parameters and GPS/IRSn hybrid
parameters: Identifier, IRS inertial position, true track, true
heading, magnetic heading, ground speed, wind direction and
speed, GPS/IRS hybrid position, GPS/IRS HFOM.

R

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301-399, 401-499, 501-509, 511-526, 528-599,
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SELECTED NAVAIDS Page
Figure 010

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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GPS MONITOR Page
Figure 011

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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PREDICTIVE GPS Page
Figure 012

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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IRS MONITOR and IRSn Pages
Figure 013

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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(4) IRS alignment
Alignment of the IRS starts when the OFF/NAV/ATT selector switch of
the Mode Select Unit (MSU) is in the Nav position. IRS ALIGNMENT
calculations can only be done on ground before take-off, after the
pilot entered the current A/C coordinates or after auto alignment by
the IRS itself (auto-aligning IRS generation).
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
The entry results from a pilot action either (as basic procedure) on
the MCDU INIT A page, or (as optional procedure) on the Inertial
System Display Unit (ISDU). If the option of the automatic alignment
on GPS position is activated (depending of IRS standards), no pilot
action is required. The alignment is automatically done in relation
with the GPS position.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
The entry results from a pilot action either (as basic procedure) on
the MCDU IRS INIT page
(Ref. Fig. 014)
accessible from the INIT A page, or (as optional procedure) on the
Inertial System Display Unit (ISDU). If the option of the automatic
alignment on GPS position is activated (depending of IRS standards),
no pilot action is required. The alignment is automatically done in
relation with the GPS position.
The alignment is only available on the active Flight Plan and
automatically performed on GPS position.
In case of bad IRS alignment (at least one of the three IRS has been
aligned more than 5Nm away from the departure airport position), a
CHECK IRS/AIRPORT POS message is displayed in the MCDU scratchpad to
warn the crew of a discrepancy between origin departure and IRS
alignment position before take-off.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(5) IRS heading initialization

When any one of three IRS is set to the ATT mode, the pilot must
initialize the appropriate IRS with a heading. This initialization
can occur in flight or on ground, in case of failed IRS in NAV mode.
The entry is done on the MCDU when the IRS/HDG initialization option
is activated (via OPC software option) or on the ISDU (if an optional
ISDU is installed).

R

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301-399, 401-499, 501-509, 511-526, 528-599,
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IRS INIT Page
Figure 014

R

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501-509, 511-526, 528-599,
22-70-00

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(6) Average drift computation
The FM computes on the ground at the end of the flight, an average
drift for each IRS. This drift is then displayed on the IRS page.

R

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301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

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B. Lateral Flight Planning
The lateral functions for the FMS includes:

- lateral flight planning such as initialization and lateral revisions,
- guidance such as lateral guidance mode selection.
(1) Lateral flight planning

The FMS can give up to three flight plans (F-PLN):
- an ACTIVE F-PLN (the one currently used for the flight),
- a TEMPORARY F-PLN dedicated to tactical revisions,
- a SECONDARY F-PLN dedicated to strategical purpose.
The active, secondary and temporary F-PLN can include PRIMARY and
ALTERNATE portions.
(a) Initialization
Due to the type of the various functions that the system is
performing during the flight, it is necessary for the crew to
initialize the system by inserting some data via the MCDU. By
selecting the INIT page, the pilot has the possibility to
initialize the FMS.
Initialization is presented in the following paragraphs from a
lateral and a vertical point of view.
The initialization consists of three main functions:
- select a F-PLN which will be the real basis for all the
computations and the displays done by the FMS,
- align the IRS by using the position of the airport stored in
the FMS data base and called by selection of the F-PLN,
- enter the zero fuel weight (ZFW) and center of gravity for zero
fuel weight (ZFWCG) which will be used for all the various
performance computations.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
The crew can modify ZFW and ZFWCG in flight through the FUEL PRED
page.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
1
_ F-PLN initialization
The default primary F-PLN (that means without flight plan
initialization) is as follows:
PPOS
-- F-PLN DISCONTINUITY --

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 28
Config-2 Feb 01/10

CES
The major purpose of this function is to declare the flight
plan origin and destination (FROM/TO) or to call up a
pre-stored company route.
a
_ INIT A/SEC INIT A pages
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(Ref. Fig. 015)
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(Ref. Fig. 015A)
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
The initialization is done on the INIT A page for the

active F-PLN and on the SEC INIT A page for the secondary
F-PLN. For example, the initialization parameters are the
following: company route (CO RTE), FROM/TO designation.
The SEC INIT A page has the same objective as the ACTIVE
flight plan on the INIT A page.
b
_ Route selection page
The pilot can enter origin and destination airports on the
INIT A page for the active F-PLN and on the SEC INIT A page
for the secondary F-PLN. The skeleton of the F-PLN is
strung with FROM/TO airports as follows:
ORIGIN AIRPORT
-- F-PLN DISCONTINUITY --
DESTINATION AIRPORT
If one or several routes match with this city pair in the

NDB, then the ROUTE SELECTION pages are automatically
proposed before inserting the desired route.
The company route, when inserted, designates all or any
portion of the primary route. Access to these pages can
also result in the designation of a list of alternate CO
RTE, one of these being selected.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 29
Config-2 Feb 01/10

CES
INIT A Page
Figure 015

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 30
Config-2 Feb 01/08

CES
INIT A Page
Figure 015A

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 31
Config-2 Feb 01/10

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
c
_ Passenger count
This function allows to enter pax number through the INIT A
page and to send the passenger count value to the Cabin
Pressure Control System (CPCS) in order to optimise cabin
pressure.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
2
_ Fuel initilization
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(Ref. Fig. 016)
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(Ref. Fig. 016A)
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
The purpose of this function is to initialize weights and to

display fuel predictions for the flight. On first access to
the INIT B page, pilot has to insert the ZFW/ZFWCG, then enter
a BLOCK FUEL. Pilot has two options:
- enter a value through the BLOCK field.
- use the FUEL PLANNING function by pressing the associated
prompt. It will compute and display the minimum fuel to
satisfy the requirements of the flight plan.
In both cases, once the BLOCK FUEL is entered or confirmed,
the FMS computes fuel prediction through the INIT FUEL
PREDICTION page.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
When Engine start occurs while the INIT B page is displayed,

the FUEL PRED page is automatically displayed.
The pilot can also insert the ZFW/ZFWCG on this page which is
displayed in 3R; a pilot entry on the GW/CG, displayed in 5R,
is not allowed.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 32
Config-2 Feb 01/10

CES
INIT B Pages
Figure 016

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 33
Config-2 Feb 01/08

CES
INIT B Pages
Figure 016A

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 34
Config-2 Feb 01/10

CES
The scratchpad message REENTER ZFW/ZFWCG is issued when the
connection (or 15 s initialization integrity check) between
FMC and FCMC failed.
The scratchpad message INITIALIZE ZFW/ZFWCG is issued when the
engines are started without having previously provided those
data to the system.
After transition to TAKE-OFF, all the route reserve values are

converted in EXTRA fuel, and pilot entry for RTE RSV/RTE RSV %
is not allowed.
However the RTE RSV/RTE RSV % field remains displayed on FUEL
PRED page to inform the crew that a zero value is used for
both data in fuel predictions computation.
RTE RSV/RTE RSV % field remains displayed in flight even if
the fuel policy specifies that route reserve cannot be
computed in flight. In this latter case, the display is zero
for both data and pilot entry is not allowed.
The ALTN fuel value is either a calculated value or a pilot

entry.
Pilot entry for this data is possible on INIT B page and FUEL
PRED page, where the ALTN/TIME field is added with the same
format as on INIT B page.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(b) Lateral revisions

With regards to the active F-PLN (primary and/or alternate), the
lateral revisions generate a temporary flight plan (TMPY F-PLN)
allowing multiple revisions. Multiple revisions contains the
possibility to link up several flight plan modifications, before
inserting them. As many revisions as necessary can be taken into
account in the TMPY F-PLN, provided that the F-PLN capacity is
respected. The secondary F-PLN revisions are applied directly to
the flight plan.
There are two types of lateral revisions:

- Revisions directly applied on Active/Temporary F-PLN or SEC
F-PLN pages (Direct F-PLN revisions).
- Revisions through the following MCDU pages:
LAT REV page: insert or modify departure/arrival procedures,
insert next waypoint/new destination, insert or modify or clear
offset, insert or modify holding pattern, select or activate
alternate F-PLN, insert airway, insert LAT/LONG crossing,
insert radial/abeam fix info.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 35
Config-2 Feb 01/10

CES
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(Ref. Fig. 017)
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(Ref. Fig. 017A)
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
or
DIR TO page: go direct to with or without abeam, intercept
inbound or outbound radial.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(Ref. Fig. 018)
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(Ref. Fig. 018A)
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
The TMPY F-PLN (copy of the active F-PLN which has been changed
according to a lateral or vertical action) also gives UNDO
mechanisms: the last revision can be deleted by the UNDO prompt
selection from TMPY F-PLN.
1
_ DEPARTURE procedure
(Ref. Fig. 019)
This function is used to insert or modify a departure
procedure which contains three optional elements:
- RWY (runway transition),
- SID (standard instrument departure),
- TRANS (SID enroute transition).
The departure procedure can be strung by using the previous
elements.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 36
Config-2 Feb 01/10

CES
LAT REV Pages
Figure 017

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 37
Config-2 Feb 01/08

CES
LAT REV Pages
Figure 017A

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 38
Config-2 Feb 01/10

CES
DIRECT TO Pages
Figure 018

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 39
Config-2 Feb 01/08

CES
DIRECT TO Pages
Figure 018A

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 40
Config-2 Feb 01/10

CES
Departure Procedure Stringing
Figure 019

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 41
Config-2 Feb 01/10

CES
A matching waypoint is searched between the procedure and the
enroute. For an active F-PLN modification, the temporary F-PLN
is updated as soon as a new element of the departure procedure
is selected.
One prompt and two different pages are available to select a

departure procedure:
- the DEPARTURE prompt is only available on LAT REV page at
origin airport,
- the DEPARTURE 1 page displays the available runways and
means,
- the DEPARTURE 2 page displays the list of SID which are
compatible with the selected runway and the enroute
transitions compatible with the selected SID.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
NOTE : When the FMS flight plan contains a discontinuity as

____
the first leg, the automatic arm of the FG NAV mode is
inhibited on ground in order to improve performance of
the radar vector departure procedures.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
2
_ ARRIVAL procedure
(Ref. Fig. 020, 021)
This function is used to insert or modify an arrival procedure
which contains four optional elements:
- APPR (final approach, including runway and missed approach),
- APPR VIA (approach transition),
- STAR (including STAR runway transition),
- TRANS (STAR enroute transition).
Matching waypoints are searched between the approach, the
approach transition, the STAR and the enroute.
One prompt and three different pages are available to select
an arrival procedure:
- the ARRIVAL prompt is only available on LAT REV page at
destination airport,
- the ARRIVAL 1 page displays the available runways, final
approaches and means,
- the ARRIVAL 2 page displays the lists of compatible STAR and
TRANS,
- the APPR VIA page displays the list of approaches
transition.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 42
Config-2 Feb 01/10

CES
Arrival Procedure Stringing (without STAR RWY TRANS)
Figure 020

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 43
Config-2 Feb 01/10

CES
Arrival Procedure Stringing (when A/C is Located in Arrival Procedure)
Figure 021

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 44
Config-2 Feb 01/10

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Flight plan stringing logics for STAR/VIA/APPROACH are

modified. The aim of the modification is to avoid waypoint
stacking in the FMS flight plan and decrease the number of
keystroke number in order to perform FMS flight plan
modification.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
3
_ NEXT waypoint
This function is used to insert a waypoint into the flight
plan, just after the revised waypoint. This function is
accessible through the NEXT WAYPOINT field which is available
on LAT REV page. The entered next waypoint (it must be a fixed
waypoint but not a runway) is inserted following the revised
point with a direct leg. If the inserted waypoint already
exists downpath in the flight plan, all legs between the
revised point and the identical waypoint are deleted. If the
inserted waypoint does not exist downpath in the flight plan,
a discontinuity is inserted after the inserted waypoint.
4
_ New destination
This function is used to designate a new primary destination
(it must be an airport name), through the NEW DEST field which
is available on LAT REV page. All waypoints in the flight plan
following the revised point are deleted and a discontinuity is
strung between the revised point and the new destination.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
5
_ HOLD (HX)
(Ref. Fig. 022)
When HOLD page is accessed, a default hold is proposed by the
system. When revised point is not PPOS and a database hold is
defined for the point, the database hold is proposed as
default.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 45
Config-2 Feb 01/10

CES
HOLD Pages
Figure 022

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 46
Config-2 Feb 01/08

CES
A holding pattern (HM leg) can be inserted on a flight plan
waypoint through a lateral revision at that waypoint,
including the FROM waypoint (PPOS hold), or through extraction
of a database procedure that has a holding pattern pre-coded
at a waypoint. The lateral path function will generate a
holding pattern based on the specified holding parameters: the
inbound course (INB CRS), turn direction and leg time or
distance.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
5
_ HOLD (HX)
(Ref. Fig. 022A)
When HOLD page is accessed, a default hold is proposed by the
system. When revised point is not PPOS and a database hold is
defined for the point, the database hold is proposed as
default and for all other cases if it is possible the system
proposes a COMPUTED hold.
A holding pattern (HM leg) can be inserted on a flight plan
waypoint through a lateral revision at that waypoint,
including the FROM waypoint (PPOS hold), or through extraction
of a database procedure that has a holding pattern pre-coded
at a waypoint. The lateral path function will generate a
holding pattern based on the specified holding parameters: the
inbound course (INB CRS), turn direction and leg time or
distance.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
6
_ Airways
This function is used, through the AIRWAYS page, to select a
pre-stored airway segment with ending points for insertion
into the flight plan after the revised point.
It is possible to select up to five airway segments on the
AIRWAYS page.
This function is accessible from the AIRWAYS prompt which is
available on LAT REV page. The airway segment is strung into
the F-PLN at the revised point if its ending point has been
defined.
7
_ Alternate
This function is used, through the ALTERNATE page, to select
an alternate destination for the F-PLN. This function is
accessible from the ALTN prompt which is available on LAT REV
page.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 47
Config-2 Feb 01/10

CES
HOLD Pages
Figure 022A

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 48
Config-2 Feb 01/10

CES
When an alternate destination or company route is selected,
the alternate F-PLN is strung with the same stringing rules as
for the primary F-PLN. ENABLE ALTN prompt on LAT REV page is
used to activate the alternate portion of the F-PLN. The
activation of the alternate F-PLN deletes all legs beyond the
revised point and strings a discontinuity to the alternate
origin waypoint.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
When alternate flight plan is activated, the Cost Index (CI)

shall be forced to zero for the active flight plan predictions
in order to be consistent with alternate flight plan
prediction. Additionally, the scratchpad message USING COST
INDEX : 0 can be displayed.
When an alternate is defined and a temporary FPLN exists, the

alternates idents are displayed in cyan. DEST will then be the
last yellow ident.
8
_ Direct To/Intercept/Abeam
(Ref. Fig. 023)
The DIRECT-TO/INTERCEPT function is used to:
- fly directly from the current A/C position to a selected
database fix or geographically defined waypoint,
- project active F-PLN waypoints along the Direct To route,
from the current A/C position to the specified Direct To fix
(case 1),
- specify an intercept radial into a specified fix (case 3) or
from a specified fix (case 2).
This function is a mono revision and cannot be associated with
another revisions.
This function is accessible on the DIR TO page which is
accessible by pressing the DIR key on the MCDU.
a
_ Direct TO
If a DIRECT-TO is selected as part of the
DIRECT-TO/INTERCEPT function, a DF leg is strung from the
current A/C position to the selected waypoint. Moreover a
Turn-Point (T-P) leg becomes the FROM waypoint and is
followed by the TO fix of the DF leg. When the A/C is in
heading mode, the NAV mode is engaged as soon as the DIR TO
is inserted.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 49
Config-2 Feb 01/10

CES
Direct TO with Abeam, Radial IN and Radial OUT Cases
Figure 023

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 50
Config-2 Feb 01/10

CES
b
_ Intercept
The DIRECT-TO/INTERCEPT function gives a procedure to join
a radial by specifying an origin waypoint. Such a radial
can subsequently be captured and automatically flown by the
A/C, either inbound into the specified point or outbound
from the specified point.
- If an INTERCEPT-TO is selected, a CF leg is strung along
the specified radial into the selected waypoint. All
F-PLN waypoints preceding the selected waypoint will be
deleted. An IN-BND leg becomes the FROM waypoint and is
followed by the TO fix of the selected waypoint.
- If an INTERCEPT-FROM is selected, a FM leg followed by a
discontinuity is strung along the specified radial from
the selected waypoint. All flight plan waypoints
preceding the selected waypoint will be deleted. An
OUT-BND leg becomes the FROM waypoint and is followed by
the MANUAL termination of the FM leg.
At insertion of DIR TO INTERCEPT, the A/C is in heading
mode; the NAV mode is engaged when the A/C is in condition
to capture the intercept radial (normal pre-NAV engage path
and NAV capture logic are applied).
A DIR TO INTERCEPT-RADIAL IN default value is now available
when a FPLN waypoint is selected on the DIR TO page.
c
_ Abeam
The abeam points operation projects existing active F-PLN
waypoints between the A/C current position and the selected
Direct-To point onto the Direct-To leg.
When a DIR TO with abeam is performed, the waypoint

displayed on the top right of the ND is not an abeam
waypoint but a fix waypoint as TO waypoint.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
9
_ Engine Out SID (EOSID)
(Ref. Fig. 024)
The EOSID is a standard procedure to use if an engine fails
just after a take-off. When an origin runway and an EOSID are
defined in the active F-PLN, an EOSID diversion point is
defined: it is the leg termination at which the EOSID diverges
from the active F-PLN.
If the A/C is before the diversion point when the engine out
is detected by the FMS, then:
- automatically, the EOSID is strung in the TMPY F-PLN with
the EOSID diversion point,

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 51
Config-2 Feb 01/10

CES
Engine Out SID
Figure 024

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 52
Config-2 Feb 01/10

CES
- any part of the EOSID before the EOSID diversion point is
ignored,
- a discontinuity is strung between the last waypoint of the
EOSID and the remaining active F-PLN.
If an engine out is detected after the diversion point, then
automatic processing is no longer used and the selected EOSID
is only used for ND display purposes.
10
__ Offset
(Ref. Fig. 025)
The offset function is used, through the OFFSET page, to
enable the A/C to fly:
- parallel to the parent path,
- laterally offset by a given distance,
- direction entered by the pilot.
The offset is immediate (it is applicable at present position
(PPOS)) and finishes by default at the last consecutive
offsetable waypoint or the last enroute waypoint. This
function is accessible from the OFFSET prompt which is
available on LAT REV page. The offset can be manually cleared
at any moment by using the clear (CLR) function (or by
entering a 0 in the offset field).
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
11
__ Fix Info
(Ref. Fig. 026)
This function allows to compute intersections between the
active F-PLN trajectory and one or more radials bearings from
a reference based on the database fix or an element defined by
the pilot. An ABEAM prompt also allows to insert an abeam
reference.
It is accessible through the FIX INFO prompt from a LAT REV
page at origin or at PPOS. Once the reference fix and the
radial bearings are entered, the intersection point can be
converted into a waypoint and inserted into the flight plan.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 53
Config-2 Feb 01/10

CES
Immediate OFFSET
Figure 025

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 54
Config-2 Feb 01/10

CES
Computation of Abeam and Radial Intercept Points
Figure 026

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 55
Config-2 Feb 01/08

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
11
__ Radial Fix Info
(Ref. Fig. 026A)
This function allows to compute intersections between the
active F-PLN trajectory and one or more radials bearings from
a reference based on the database fix or an element defined by
the pilot. An ABEAM prompt also allows to insert an abeam
reference.
It is accessible through the RADIAL FIX INFO prompt from a LAT
REV page at origin, at PPOS and at destination. Once the
reference fix and the radial bearings are entered, the
intersection point can be converted into a waypoint and
inserted into the flight plan.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
12
__ LAT / LONG crossing points
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(Ref. Fig. 027)
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(Ref. Fig. 027A)
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
This function allows the creation of a point at the

intersection of a specific LAT or LONG and the enroute part of
the F/PLN. It also allows the creation of a series of crossing
points at specified intervals of latitude or longitude. It is
accessible through an entry field on the LAT REV page at any
revised point between the origin and the last enroute
waypoint.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 56
Config-2 Feb 01/10

CES
Computation of Abeam and Radial Intercept Points
Figure 026A

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 57
Config-2 Feb 01/10

CES
Example of LAT/LONG Crossing Points Entry
Figure 027

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 58
Config-2 Feb 01/08

CES
Example of LAT/LONG Crossing Points Entry
Figure 027A

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 59
Config-2 Feb 01/10

CES
R **ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
13
__ Direct F-PLN revisions
The following lateral revisions are directly available on
Active/Temporary F-PLN and SEC F-PLN pages:
- insert a new waypoint,
- clear a waypoint, a discontinuity or an holding pattern,
- insert an along track offset waypoint,
- insert a time marker.
a
_ Insert a new waypoint
This function results from the direct entry of a new
waypoint into the flight plan via the F-PLN page. The new
waypoint is inserted at the position selected by the pilot
(all markers are included). However, it cannot be inserted
directly following FM or VM legs or at the FROM waypoint
(except PPOS).
b
_ Clear a waypoint or a discontinuity
This function is used by first pressing the CLR function
key with the F-PLN or SEC F-PLN page displayed and the
scratchpad empty.
Then the left line select key, next to the selected
waypoint, is pressed.
The function performed depends on whether the waypoint is a
downpath waypoint, the TO waypoint or the FROM waypoint.
If the function is performed on the active F-PLN, it
results in the creation of a temporary F-PLN (or updating
if it already exists). In both cases, the function has no
effect on the active F-PLN until insertion of the
temporary.
Clearing a downpath lateral waypoint or discontinuity
deletes the selected leg from the flight plan.
c
_ Along Track Offset (PLACE / DIST)
(Ref. Fig. 028)
The Along Track Offset (ATO) waypoint is a pilot-defined
waypoint that can be entered only on the F-PLN pages.
However, a waypoint defined as an ATO is included as one of
the twenty pilot-defined waypoints.
An ATO waypoint is inserted into the flight plan by
entering a PLACE/DIST into the scratchpad and pressing the
left LS key adjacent to the revised point.
The PLACE entry must be identical to the revised point. An
ATO cannot be entered at the FROM waypoint.

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Along Track Offset (ATO) Waypoints
Figure 028

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The DIST entered to define the ATO cannot exceed the
distance of the leg on which it is inserted. A distance can
be entered up to 9999 NM as long as it satisfies the rules
herein.
A positive DIST entry results in an ATO inserted on the leg
following the revised point while a negative DIST entry
results in an ATO inserted on the leg preceding the revised
point. If + or - is not specified, a positive entry is
assumed.
Once an ATO waypoint is inserted, the distance of the ATO
from the revised point becomes the upper limit for the DIST
entry for any other ATO in the same direction from that
revised point.
d
_ Time Marker
This function allows to create a pseudo waypoint by
entering a time into the scratchpad and then pressing any
left LSK on the F-PLN A or B pages.
The pseudo waypoint is displayed on the MCDU and on the ND
(green circle (HHMM)), located at the predicted position of
the aircraft at the entered time.
e
_ Not Applicable
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
13
__ Direct F-PLN revisions
The following lateral revisions are directly available on
Active/Temporary F-PLN and SEC F-PLN pages:
- insert a new waypoint,
- clear a waypoint, a discontinuity or an holding pattern,
- add or remove an overfly at waypoint,
- insert an along track offset waypoint,
- insert a time marker.
a
_ Insert a new waypoint
This function results from the direct entry of a new
waypoint into the flight plan via the Active/Temporary
F-PLN or SEC F-PLN pages. The new waypoint is inserted at
the position selected by the pilot, just before the
selected waypoint, including the F-PLN DISCONTINUITY
marker, the END OF F-PLN and END OF ALTN F-PLN marker.
b
_ Clear a waypoint or a discontinuity
This function is called by pressing the CLR key on MCDU, on
condition that the scratchpad is empty, when

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Active/Temporary F-PLN, or SEC F-PLN pages are displayed.
Then the crew can press the left Line Select Key (LSK)
corresponding to the waypoint or the discontinuity to be
cleared.
The function, clear a waypoint, generates a discontinuity.
Clearing a discontinuity is allowed and it is replaced with
a direct leg strung from the termination which preceded the
discontinuity to the initial fix which follows the
discontinuity.
c
_ Overfly waypoint
This function is used to add or remove an overfly at a
specific waypoint. It is called by pressing the OVFY Delta
(overfly) key on MCDU, on condition that the scratchpad is
empty, when the Active/Temporary F-PLN or SEC F-PLN pages
are displayed. Then the crew can press the left LSK
corresponding to the waypoint to be revised.
d
_ Along Track Offset (PLACE / DIST)
(Ref. Fig. 028)
An Along Track Offset (ATO) waypoint is a waypoint defined
by the pilot that is directly entered on the
Active/Temporary F-PLN or SEC F-PLN pages and also on STEP
ALTS page. An ATO waypoint is inserted into the F-PLN by
entering a PLACE/DIST into the scratchpad and pressing the
left LSK adjacent to the revised point.
The entered PLACE must be identical to the revised point. A
positive DIST entry results in an ATO inserted on the leg
following the revised point. A negative DIST entry results
in an ATO inserted on the leg preceding the revised point.
If the A/C is in active leg and if an ATO waypoint with a
negative DEST is inserted, then before insertion the crew
must disengage NAV mode, insert and reengage NAV mode.
e
_ Time Marker
This function allows to create a pseudo waypoint by
entering a time into the scratchpad and then pressing any
left LSK on the F-PLN A or B pages.
The pseudo waypoint is displayed on the MCDU and on the ND
(green circle (HHMM)), located at the predicted position of
the aircraft at the entered time.

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
14
__ Secondary flight plan
Initialization of the secondary F-PLN is done on the SEC INIT
page which is accessible from the SEC INDEX page. The
following revised function applies to the secondary F-PLN (via
the SEC INDEX page):
- Copy active:
This function copies elements from the active F-PLN into the
secondary F-PLN and deletes the previously defined secondary
F-PLN.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Secondary INIT A / B pages are always accessible by the crew

in order to enable modifications for secondary predictions.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
The sequencing of the secondary F-PLN occurs only if the

secondary F-PLN is copied from the active F-PLN and the active
leg in the active F-PLN is identical to the active leg of the
secondary F-PLN.
- Activate sec:
This function activates the secondary F-PLN by copying
parameters from the secondary F-PLN to the active F-PLN by
deleting completely the previous active F-PLN.
Secondary F-PLN can be used for several reasons:
- preparation of a second departure procedure before take-off
when this one is defined late,
- preparation of the next flight while in flight,
- training.
(c) Closest airport

(Ref. Fig. 029)
The CLOSEST AIRPORT function allows to display the four closest
airports from the present aircraft position in addition with a
fifth airport defined by the crew. It is accessible through the
CLOSEST AIRPORT prompt on the DATA INDEX A page. The bearing,
distance, time to go to each airport are displayed on CLOSEST
AIRPORT page 1. Associated Estimated Fuel on Board (EFOB) are
displayed on CLOSEST AIRPORT page 2 through EFOB/WIND prompt.

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CLOSEST AIRPORTS Pages
Figure 029

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Time and EFOB computation are based on the currently measured
wind or effective wind vector to fly to the airport entered by
the pilot on CLOSEST AIRPORT page 2.
(2) Lateral Guidance

With an active flight plan and a valid aircraft position, the FMS is
able to perform lateral guidance along this flight plan coupled with
auto pilot. This mode is the managed one. The selected mode is
performed through direct pilot targets.
(a) NAV guidance mode
1
_ LAT AUTO CONTROL engagement conditions
Lateral autopilot modes selectable through the Flight Control
Unit (FCU) in enroute or terminal area or in approach (except
take-off and landing) are:
- Auto control (NAV mode is engaged)
- Heading/Track control (heading mode or track mode is
engaged).
a
_ Managed NAV mode
This mode is armed if the pilot pushes heading/track
selector knob on the FCU. If NAV mode is armed on ground,
and if a valid FM flight plan exists and active leg is not
a discontinuity, then it is automatically engaged at 30 ft
altitude after take-off. When automatic control is
requested by the pilot, the activation depends upon whether
the A/C is inside or outside a capture zone (at least 2 NM
wide zone for fixed path legs). If the A/C is inside the
capture zone, then the NAV engagement conditions are
satisfied. Else, NAV engagement is still armed until the
pilot selects an appropriate HDG/TRK to enter the capture
zone. When NAV is engaged, the A/C follows the targets
given by the system based on F-PLN structure.
b
_ Selected mode
Heading/track is engaged if the pilot selects a FCU target
and pulls the heading/track selector knob. In heading/track
mode the F-PLN remains active without modification and leg
sequencing remains automatic if the A/C is in a zone
defined as 5 NM besides the waypoint or the sequencing
waypoint defined in legs transition. NAV mode is
automatically disengaged by the system upon sequencement of
a discontinuity on F-PLN and below MDA/MDH (Minimum Descent
Altitude / Minimum Descent Height) during non precision
approach.

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2
_ Guidance submodes
When the NAV mode is engaged, the FM guides the aircraft along
the flight plan. The NAV mode is made up of three submodes:
Heading (HDG), Track and Hpath. One submode is selected
according to the type of the active leg except when the active
leg is an IF, in that case the NAV mode is disengaged by the
Flight Guidance (FG).
- The heading submode guides the aircraft along a magnetic
heading (trajectory not fixed on ground). The heading
submode is selected when the active leg is a heading leg (VX
legs).
- The track submode guides the aircraft along a trajectory
with a constant course. The track submode is selected when
the active leg is a course leg (CX legs, except CF).
- The Hpath submode is selected to guide the aircraft along a
trajectory fixed on ground (CF, FA, AF, FD, TF, DF legs).
a
_ Roll command authority limitation when Hpath submode active
When NAV mode is engaged, the output of the roll command by
the FM to the FG insures passengers comfort and smooth
aircraft maneuvers. It is limited to 30 degrees bank angle
when aircraft is not in engine out conditions. When engine
out is detected, roll command output by the FM to the FG is
limited in order to get safe manoeuvres.
b
_ Lateral targets computation
- Heading submode:
When the heading submode is selected and the NAV mode is
engaged or the NAV mode engagement is requested, the FM
requests to the FG the HDG submode engagement and
computes the heading target.
- Track submode:
When the track submode is selected and the NAV mode is
engaged or the NAV mode engagement is requested, the FM
requests to the FG the TRACK submode engagement and
computes the course target.
- Hpath submode:
Hpath submode computes a roll command and sends it to the
FG. The roll bank angle depends on crosstrack error (XTK)
and the track angle error (TKE).
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
The design for computing the roll bank angle upon DIR TO
has been improved in order to increase the bank angle value
(within the 30 limitation).

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
(b) Lateral path errors - Displayed parameters
1
_ Definition of lateral path errors
The FMS computes a crosstrack error displayed on ND and a
track angle error for control of the A/C in Hpath submode
along the lateral path and for determination of lateral path
capture and leg sequencing. Heading and Track submodes do not
use lateral path errors computed by FMS.
a
_ Crosstrack error (XTK)
(Ref. Fig. 030)
When the selected submode is Hpath, the XTK is computed as
follows:
- If the active segment is a straight segment, the XTK is
the distance from the current aircraft position to the
point P defined as the perpendicular projection of the
current aircraft position on the straight line defined by
the active straight segment.
- If the active segment is a curved segment, the XTK is the
distance from the current aircraft position to the point
P defined as the perpendicular projection of the current
aircraft position on the circle, if the point P belongs
to the active curve segment. If the point P does not
belong to the active curve segment, the XTK is the
distance between the current aircraft position and the
reference fix. The reference fix is the initial turn
point (ITP) or final turn point (FTP), it is defined in
order that the distance between the aircraft position and
the reference fix is the minimum of the distances between
the aircraft position and the ITP or the FTP. If the
distances between the aircraft position and the ITP and
the FTP are equal, the reference fix is the FTP.
b
_ Track angle error (TKE)
(Ref. Fig. 030)
The absolute value of the track Angle Error is the desired
true course minus the aircraft true track. The TKE (-179.99
to +180 degrees) is positive when the angle from the
aircraft true track to the desired track turns clockwise.

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XTK and TKE Computation
Figure 030

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2
_ Computation of specific display parameters
-------------------------------------------------------------------------------
| Display parameters | Defintion |
|--------------------|--------------------------------------------------------|
| BEARING TO GO | Bearing to go from the current A/C position to the leg |
| | termination point. |
|--------------------|--------------------------------------------------------|
| DISTANCE TO GO | Direct distance to go from the current A/C position to |
| | the leg termination point. |
|--------------------|--------------------------------------------------------|
| TIME TO GO | Time to go from the current A/C position to the leg |
| | termination point. |
|--------------------|--------------------------------------------------------|
| REQUIRED DISTANCE | Minimum lateral distance required to pass from the |
| TO LAND | current A/C energy state to the landing energy state |
| | assuming a default descent profile from the current |
| | A/C altitude to a destination airport elevation. |
|--------------------|--------------------------------------------------------|
| DIRECT DIST TO | Distance along a great circle path connecting the A/C |
| DEST | position to the LOC capture point and then to |
| | destination runway. |
|-----------------------------------------------------------------------------|
| ALONG TRACK DIST | Distance along the active leg from the point where |
| TO GO | XTK ERROR is computed to the leg termination point |
|--------------------|--------------------------------------------------------|
| DIST TO DEST | Sum of the lateral leg distances in the F-PLN |
| | beginning with the active leg termination and the |
| | ALONG TRACK DIST TO GO |
-------------------------------------------------------------------------------
(c) Dual behaviour

(Ref. Fig. 031, 032)

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Master Ahead the Slave
Figure 031

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Slave Ahead the Master
Figure 032

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(3) Construction of the lateral path
The flight plan obeys regulation rules to allow an airplane to fly
under airspace control. The flight plan is registered relative to an
airport of departure and an airport of destination. Charts exists for
each airport to define the procedures of departure (SID) and
procedures of arrival (STAR) for each runways.
The airplane is under Air Traffic Management (ATM) control during all
the climb and descent phases.
During cruise phase, the aircraft follows corridor areas defined for
each airways, existing also in charts.
The FMS finds all these elements in a Navigation Data Base, including
all airports, procedures, runways, waypoints, radio beacons, airways
allowing the construction of a trajectory.
The construction of a trajectory is dependent on a succession of legs
and waypoints. The FMS allows the pilot to construct the flight plan,
to perform revisions, to insert or modify airport, runways,
procedures, airways.
From all these information, the FMS constructs a trajectory and when
the pilot chooses the managed mode (or NAV mode), the FMS sends all
the targets to the auto pilot to enable the flight plan to be
followed by the aircraft.

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C. Vertical Function
The main vertical function are the following:

- define the flight phases and their transition rules,
- determine the elements which are the basis for the vertical F-PLN
construction (cruise altitudes, constraints..),
- compute ECON and characteristic speeds,
- compute the predictions for characteristic parameters (speed, altitude,
time, fuel on board, wind, temperature) based on current atmospheric
conditions,
- guide the A/C along the vertical F-PLN.
(1) Flight phases

(Ref. Fig. 033)
The flight plan is divided in several flight phases for which
specific operations, prediction and guidance are defined. The PERF
page reflects the main parameters of the different phases. These
flight phases are:
- preflight,
- take off (from origin to acceleration altitude,
- climb (from acceleration alt to Top of climb,
- cruise (from Top of climb to Top of descent),
- descent (from Top of descent to Deceleration point),
- approach (from Deceleration point to destination),
- go around (missed approach points) (no predictions),
- done.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Concerning the secondary flight plan, the SEC PERF page is available
even if the first leg of active and SEC F-PLN does not match.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(2) Vertical F-PLN elements

The vertical F-PLN is defined as a set of operational limitations.
These limitations mainly consist in three types of constraints that
can be entered into the F-PLN affecting the vertical profile:
- Altitude constraints,
- Speed constraints,
- Time constraints.
These constraints are represented on the ND with a magenta circle
when the constraint is made, with an amber circle when the constraint
is missed. The same symbology is used on F-PLN A page on the MCDU
with a star.

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F-PLN Definition
Figure 033

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Speed limit can be also entered into the F-PLN. They are represented
by a magenta full circle on the ND.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(a) Altitude constraints

It is an A/C altitude requirement to be met over a specified
waypoint in the lateral flight plan.
It can be an AT, AT or BELOW, AT or ABOVE or altitude window
constraint.
(Ref. Fig. 034)
An altitude constraint can be defined in altitude or in flight
level.
It is defined in altitude below the departure transition altitude
(in climb) or the arrival transition altitude (in descent). On
the contrary, it is defined in flight level.
An altitude constraint is predicted missed if the aircraft cannot
satisfy the constraint. In that case, the difference between the
predicted altitude at the constrained waypoint and the altitude
constraint value is displayed on vertical revision page (if the
difference is greater than 100 ft or as long as it remains
greater than 50 ft). On flight plan page the star near the
constraint is then in amber color.
There are two types of constraint: climb and descent constraints
defined as follow:
- When the aircraft is not in CRUISE yet:
* If a constraint is set at a waypoint and prior to T/C (if it
exists) or belonging to a SID or prior to a climb alt or speed
constraint waypoint, then the constraint is a climb constraint.
* If a constraint is set at a waypoint and beyond T/D (if it
exists) or belonging to a STAR or beyond a descent alt or speed
constraint waypoint, then the constraint is a descent
constraint.
- When the aircraft is in CRZ, DES or APPR phase, if a constraint
is set at any active primary waypoint, then it is a descent
constraint.
- In other cases, the pilot has to choose the type upon entry of
the constraint.

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Altitude Constraint - CLB/DES Type
Figure 034

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R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(a) Altitude constraints

An altitude constraint is an a/c altitude requirement to be met
over a specified point or leg in the lateral F-PLN. It is related
either to the Take-Off-Climb phases or to the Descent-Approach
phases.
There are four requirements about altitude constraints: AT, AT or
BELOW, AT or ABOVE and WINDOW.
(Ref. Fig. 034)
An altitude constraint is either stored in the database and then

inserted into the F-PLN via the terminal area procedures or
entered manually by the pilot through the F-PLN A or VERT REV
pages.
An altitude constraint is predicted as missed if the following
condition is checked for Hs = 250ft:
- Delta h is > Hs for an AT or BELOW constraint where Hs is an
altitude margin and Delta h is the difference between predicted
altitude and constrained altitude,
- absolute value of Delta h > Hs for an AT constraint,
- Delta h < - Hs for an AT or ABOVE constraint.
The altitude constraint remains missed until the condition
becomes false for Hs = 200 ft.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(b) Speed constraints

A speed constraint is an AT or BELOW constraint and is related
either to the take-off and climb phases or to the descent and
approach phases. There are two types of speed constraints:
- climb speed constraints which are to be respected from the
origin up to the constrained waypoint,
- descent speed constraints which are to be respected from the
constrained waypoint down to the destination.
A speed constraint is predicted as missed at WPT01 if the
predicted speed minus constraint speed exceeds 10 kts and remains
missed as long as it remains greater than 5 kts.

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**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(c) Time constraints (Requested Time of Arrival (RTA)), Estimated

Take-off Time (ETT) and Equi-Time Point (ETP).
1
_ Time constraint (RTA)
It is an aircraft time requirement to be met over a specified
waypoint in lateral flight plan. It can be an AT, AT or
BEFORE, AT or AFTER time constraint. It is predicted missed if
the difference between the predicted time at constrained
waypoint and time constraint value is greater than 30 seconds
and as long as this difference is greater than 15 seconds.
There can be only one time constraint in the flight plan, if
the pilot enters a new constraint, the previous one is
automatically deleted. The time constraint can also be
automatically deleted upon activation of the ENGINE OUT mode
or, at transition from approach to GO AROUND or if alternate
is enable or if the active leg is a manual holding pattern.
A time constraint is predicted as missed at WPT01 if the

predicted time minus constraint time (Delta T) meets the
following condition A applied to the time tolerance Delta T1.
The time constraint remains missed at WPT01 until condition A,
when applied to the time tolerance Delta T2, is not met.
Delta T1 and Delta T2 are functions of distance between A/C
position and WPT01 location.
(Ref. Fig. 035)
Condition A:
- Delta T > Time tolerance for an AT or BEFORE constraint,
- absolute value of Delta T > Time tolerance for an AT
constraint,
- Delta T < - Time tolerance for an AT or AFTER constraint.
2
_ Estimated Take-off Time (ETT)
The ETT is a time which is used as the time initialization
factor for predictions. The ETT can be manually entered by the
pilot on the RTA page or can be computed automatically by the
system as a result of a time constraint entry (the entry is
accepted if clock data is valid).

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Time Tolerance Versus Distance
Figure 035

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3
_ Equi-Time Point (ETP)
(Ref. Fig. 036)
The ETP is a point along the lateral flight plan at which the
time to reach two designated reference airports or waypoints
is the same, taking distance and wind into account. The two
designated reference waypoints are entered by the pilot on the
Equi-Time Point page accessed via the Data index. Then the
following data are displayed:
- Time, Distance and Bearing from A/C position and the
designated reference waypoint,
- Time, Distance and Bearing from ETP and the designated
reference waypoint,
- ETP location,
- Time and Distance from A/C position and ETP.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(c) Time constraints (Requested Time of Arrival (RTA)), Estimated

Take-off Time (ETT) and Equi-Time Point (ETP).
1
_ Time constraint (RTA function)
(Ref. Fig. 037)
A time constraint is an a/c time requirement to be met at a
specified waypoint. It can only be entered manually by the
pilot in the RTA page through the VERT REV page or uplinked by
AOC.
The RTA function allows entry and display of a waypoint
identifier with associated time constraint. The RTA page also
displays the following data:
- Entered or computed ETT
- Predicted ETA at the time constrained waypoint
- Performance adjusted speed target
- Time error
- Distance to time constrained waypoint
- Active speed mode
The default two designated reference waypoint are airport of
departure and arrival.
A time constraint is predicted as missed at WPT01 if the

predicted time minus constraint time (Delta T) meets the
following condition A applied to the time tolerance Delta T1.
The time constraint remains missed at WPT01 until condition A,
when applied to the time tolerance Delta T2, is not met.
Delta T1 and Delta T2 are functions of distance between A/C
position and WPT01 location.
(Ref. Fig. 035)

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ETP Page
Figure 036

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ETP Page
Figure 036A

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RTA Page
Figure 037

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Condition A:
- Delta T > Time tolerance for an AT or BEFORE constraint,
- absolute value of Delta T > Time tolerance for an AT
constraint,
- Delta T < - Time tolerance for an AT or AFTER constraint.
2
_ Estimated Take-off Time (ETT)
The ETT is a time which is used as the time initialization
factor for predictions. The ETT can be manually entered by the
pilot on the RTA page or can be computed automatically by the
system as a result of a time constraint entry (the entry is
accepted if clock data is valid).
3
_ Equi-Time Point (ETP)
(Ref. Fig. 036A)
The ETP is a point along the lateral flight plan at which the
time to reach two designated reference airports or waypoints
is the same, taking distance and wind into account. The two
designated reference waypoints are entered by the pilot on the
Equi-Time Point page accessed via the Data index. Then the
following data are displayed:
- Time, Distance and Bearing from A/C position and the
designated reference waypoint,
- Time, Distance and Bearing from ETP and the designated
reference waypoint,
- ETP location,
- Time and Distance from A/C position and ETP.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(d) Speed limit

The speed limit has a speed and altitude associated with it.
The speed must be a CAS. The altitude can be in altitude or
flight level following the same logic as for altitude
constraints.
Below the specified altitude, the aircraft is not allowed to
exceed the specified speed (except in cruise phase).
This limit does not apply to a specific lateral path but rather
to a specific altitude. There is a system default speed limit
which is 250/10000, but it is possible not to use it by selection
in the AMI file via speed limit requested information.
There can be only two speed limits: one in CLB and one in DES.

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R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(d) Speed limit

The speed limit is defined by a speed constraint and an
associated altitude. There can not be more than one speed limit
in CLB and one in DES. The speed value must not be exceeded below
the associated altitude. In climb, cruise and descent flight
phases, the speed limit is said to be exceeded when the A/C speed
exceeds the speed limit by a tolerance of 10 kts when the A/C is
below the speed limit altitude 150 ft. It remains exceeded until
it stands above the speed limit + 5 kts.
A speed change indication is displayed on the ND to precise the

start of the speed change. The speed change for speed limit can
be displayed whatever the clearance altitude is (altitude defined
at the FCU).
NOTE : The Speed limit cannot be cleared in the temporary F-PLN.

____
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(e) Steps climb and steps descent

A step climb (step descent) in the flight plan occurs when the
vertical profile changes from one cruise altitude to a higher
(lower) cruise altitude.
A step can be automatically derived from data base if two cruise
altitudes are defined for the selected stored route.
The pilot can define up to 4 steps at a time on step prediction
page which is accessed through vertical revision page.
If below the present cruise altitude, a step descent is predicted
and if above the present altitude, a step climb is predicted.
There is only one step in the flight plan at any time. If a
second step is inserted, the first one is deleted.
The STEP ALTS page allows entry and display of the geographic and
optimum step points, with associated cost savings for the optimum
step.
Up to three geographic steps can be allowed after an inserted
optimum step.
Time and fuel saving are provided continously for an optimum step
climb point that has not been inserted.
If no optimum step climb point exists or if it has been inserted,
no savings are displayed.

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(f) Optimum altitude
The optimum altitude is the altitude where the cost function is
minimized. The value of the computed optimum altitude is
accessible on the PROG page:
- minimum altitude of computation is FL100,
- minimum optimum cruise duration is 5 minutes,
- optimum altitude value is frozen for the 5 last minutes of
cruise phase.
(g) Cost Index (CI)

Each airline defines its own flight strategy regarding fuel
consumption and flight time. This is one of FMS parameters to
compute optimum speeds. It is defined as the ratio between the
cost per flight time unit and the cost per fuel weight unit. A CI
equal to 0 corresponds to the minimum fuel strategy, a CI equal
to 999 corresponds to the minimum time strategy. CI can be
entered via MCDU on INIT A page, or on PERF pages or
automatically after insertion of a CO RTE.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(e) Steps climb and steps descent

This function is applicable to all primary F-PLNs, in the Cruise
flight phase only. A step in the F-PLN is where the vertical
profile changes from one cruise altitude to another. It can be
either to a higher (step climb) or lower (step descent) cruise
altitude. The pilot can enter up to four geographical step
points.
There are two types of steps:
- step at PPOS through new FCU altitude selection,
- pre-planned step at geographical waypoint. or at optimal point.
Pre-planned geographical step points can originate from database
or ACARS transmitted flight plans or can be entered by the pilot
at specified flight plan waypoints. They are usually obtained
from flight operation centers for determining an optimum profile
based on assumed or forecasted data.
In flight, the FM evaluates alternative step initiation points
and provides the capability to select the optimal point
(according to current CI) to the altitude based on the first
geographical step altitude or entered altitude if no geographical
step is defined. The optimum step function is accessible through
the STEP ALTS page.
Steps are defined in one of three ways:
- entry of flight plan waypoints and/or altitudes on the STEP
ALTS page,

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- entry of a step altitude constraint on a fixed flight plan
waypoint via the F-PLN page,
- through flight planning operations where steps are obtained
from company routes.
(f) Optimum altitude

The optimum altitude is the altitude where the cost function is
minimized. The value of the computed optimum altitude is
accessible on the PROG page and computed while satisfying the
following requirements:
- minimum altitude of computation is FL100,
- minimum optimum cruise duration is 5 minutes,
- optimum altitude value is frozen for the 5 last minutes of
cruise phase.
Otherwise the field remains dashed.
(g) Cost Index (CI)

Each airline defines its own flight strategy regarding fuel
consumption and flight time. This is one of FMS parameters to
compute optimum speeds. It is defined as the ratio between the
cost per flight time unit and the cost per fuel weight unit. A CI
equal to 0 corresponds to the minimum fuel strategy, a CI equal
to 999 corresponds to the minimum time strategy. CI can be
entered via MCDU on INIT A page, or on PERF pages or
automatically after insertion of a CO RTE. When alternate flight
plan is activated, the CI shall be forced to zero for the active
flight plan predictions in order to be consistent with alternate
flight plan prediction.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(h) Wind and temperature models

These models and blending methods are defined by the vendor.
1
_ Wind modelling
Cruise wind entries or modifications are only allowed on the
CRZ ACTIVE (or SEC) F-PLN waypoints.
Wind data (Pilot or uplink) is entered through the CLB, CRZ
and DES wind pages.
On INIT B page a TRIP WIND field allows the entry of a mean
effective wind component for the trip from the primary origin
to the primary destination, which becomes invalidated if a
wind is entered along the climb, cruise or descent profiles.
Wind input data, after the global wind insertion, is used by
the wind model to compute the forecast winds. Forecast winds
are blended with actual wind for computation of the predicted

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winds that are displayed on the F-PLN B page. Winds are
entered in direction/magnitude format, where the wind
direction is the bearing that the wind is coming from.
2
_ Temperature modeling
Temperature modeling is based on the computation of an
International Standard Atmosphere temperature deviation (ISA
DEV) profile, based on the difference between an entered or
measured Static Air Temperature (SAT) and a reference
temperature profile at a given altitude. The reference
temperature profile is either the ISA temperature profile or a
pilot defined standard atmosphere temperature profile if a
tropopause altitude has been entered by the pilot. The pilot
defined standard atmosphere temperature profile is the ISA
temperature profile affected by the pilot entered tropopause
altitude.
Forecast ISA DEV profiles are constructed for three distinct
segments:
- the climb segment, defined from the origin to the initial
Top of Climb (T/C), using current A/C SAT and CRZ TEMP
entered on the INIT A or FUEL PRED page,
- the cruise segment, defined from the initial T/C to the Top
of Descent (T/D), using current A/C SAT and CRZ TEMP entered
on the INIT A or FUEL PRED page,
- the descent segment, defined from the T/D to the
destination, using the destination temperature entered on
the APPR PERF page.
3
_ Predicted winds and temperatures
FM predictions blend current A/C (or measured) wind and ISA
DEV into the forecast wind and temperature model for use in
the computation of parameters such as fuel burn, altitude at
waypoints, time at waypoints, etc. Predicted winds and
temperature are used for predictions.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(i) GRID MORA (Minimum Off Route Altitude)

This function is enabled or disabled through the OPC file
according to the GRID MORA ACTIVATED software option value.
It allows to determine and display on ND only one value
corresponding to the highest of the Minimum Off Route Altitudes
(MORA).
Each MORA is defined for a square whose dimensions are one degree
of latitude by one degree of longitude. The data required is as
follows: MORA.

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R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(i) GRID MORA (Minimum Off Route Altitude)

The GRID MORA function (OPC software option), consists in
determining only one value corresponding to the highest of the
Minimum Off Route Altitudes as stored within the Grid MORA record
of the Nav Data Base, which are applicable within a circular area
centered on present A/C position and bounded by 40 NM of radius
limit.
The list of all coded MORA whose GRID region is intercepting this
above defined circle constitutes a candidate list for this
computation which is updated at time interval of about 30 s.
The highest MORA value resulting from this above shall be
transmitted to EFIS with the following display conditions:
- MORA is valid (i.e. A/C position is valid and all Moras
considering for the canditate list are specified on the NDB),
- On EFIS:
* control panel waypoint constraints option is selected,
* mode display is ARC, ROSE NAV or PLAN,
* range > 40 NM.
The limiting factor for the remaining time to react concerns the
pilot attention (currently, there is no warning generated by the
system if A/C alti < MORA).

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
(3) Speed generation
(a) FM computed speeds
1
_ Take-off, approach and go-around speeds
Characteristic take-off speeds as, F, S and Green Dot take-off
are computed in preflight and take-off phases using the
performance model (V1, V2 and VR are entered by the pilot).
They are computed with the Take-Off Weight (TOW) if it is
available, else they are not computed.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Take-off speed check logic warn the pilot of a change of the

existing runway; at the first runway insertion, the take-off
speed check logic is not applied.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
While not in approach flight phase, the approach speeds (VLS,

default VAPP, Green Dot, S, and F) and the go-around reference
speeds (F, S and Green Dot) are computed using the performance
model with the predicted Landing Weight (LW) if available,
with the current Gross Weight (GW) if not. At transition to
approach phase, these speeds are computed with the current GW
and current Center of Gravity (CG).
Takeoff, approach and go around speeds are displayed on the
corresponding PERF pages.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
NOTE : The minimum value that can be entered in Take-off speed

____
fields (V1, V2, VR) is decreased from 100 kts to 80
kts.

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
2
_ Economy (ECON) speeds
The ECON speeds are the optimum speeds for the given cost
index which satisfy a time constraint (if one exists) and/or
speed constraints (if they exist) and the speed envelope. If
there is no time or speed constraint, the ECON speeds are the
optimum speeds computed in the previous paragraph. They are
displayed on the PERF page under the ECON prompt.
a
_ Optimum ECON speed
All speeds defined in this paragraph are computed inside
the speed envelope of the managed speed mode.
Climb, cruise and descent optimum speeds are optimized on
the basis of these values:
- Gross Weight (GW),
- Cost Index (CI),
- Cruise Flight Level (CRZ FL),
- Wind and temperature models,
- current Center of Gravity (CG).
Once computed, using the performance data base, they are
limited by the optimum speed envelope. CAS/MACH couples are
always computed for the CLB, CRZ, Step and DES optimum
speeds. However the individual Calibrated Air Speed (CAS)
and Mach speeds can not always be targeted by the FG. The
targeting of the CAS and/or Mach optimum speeds will be
determined by the guidance function.
In Preflight phase, these speeds are computed using the TOW
and the predicted weights at the various points of the
F-PLN. If no TOW is available, no speed is computed. After
transition to take-off phase, they are computed using the
A/C GW and the predicted weights at the various points of
the F-PLN. If no A/C GW is available, no speed is computed.
If there is no CRZ FL or no CI, they default to Green Dot.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
b
_ Performance speed
In case a time constraint is inserted in the F-PLN, the FM
computes performance speeds within the speed envelope so as
to try to satisfy the constraint, taking into account all
applicable speed limits and constraints. These speeds are
used until the time constrained waypoint. FM computed
performance speeds are computed as optimum speeds for a
pseudo cost index value which satisfies the time constraint

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and the current flight conditions. In Descent or Approach
flight phase, the performance speed adjustment process
based on the performance cost index optimization is
performed while current A/C altitude is above Max (DES SPD
LIM altitude; FL100).
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
3
_ Expedite speeds
Expedite climb speed is defined as the maximum speed between
VMAN and VLS. Expedite descent speeds is the maximum speed:
EXP SPD = MIN(VMAX OPFAC; VMO - Delta V; MMO - Delta M).
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
4
_ Holding pattern speed (HM)
The holding speed which must be used in the ECON speed profile
computation within a HM is defined as the minimum of:
- ICAO limits,
- max endurance speed given by PERF model,
- NDB holding pattern speed constraint (if one exists),
- any flight plan speed constraints or limits that apply to
the hold.
For an HM belonging to approach phase, the holding speed is
the approach speed target.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
4
_ Holding pattern speed (HM)
The holding pattern size is computed taking into account the
speed at which the aircraft is supposed to fly the Hold
(holding pattern speed in managed speed mode or selected speed
in manual speed mode). The segment necessary to decelerate
from current speed (ECON, AUTO or MAN) to the holding speed is
limited to a maximal length of 20 NM. The holding speed which
must be used in the ECON speed profile computation within a HM
is defined as the minimum of:
- ICAO limits,
- max endurance speed given by PERF model,
- NDB holding pattern speed constraint (if one exists),
- any flight plan speed constraints or limits that apply to
the hold.
For an HM belonging to approach phase, the holding speed is
the approach speed target.

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If an altitude constraint was defined at the revise point,
then this constraint is applied to both the hold entry fix and
the hold exit fix to prevent A/C from descending below the Alt
constraint.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(b) Descent auto speed

The descent auto speed is a particular speed target, unlike the
optimum DES speed which can be preselected by the pilot on the
PERF descent page before transition to descent phase. The pilot
can select a CAS or a Mach or both to replace the optimum descent
speed. The descent auto speed is submitted to speed limitations
within the descent phase.
(c) Manual speed (selected speed mode)

Pilot can preselect a manual speed through:
- the MCDU for future flight phase (Climb or Cruise) by entering
a speed, either a CAS or a Mach, on the PERF page of this
future phase. The selected speed is only limited by the flight
envelope. This speed will be automatically used at transition
to this phase as manual speed.
- the FCU.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(d) Constant Mach Segment (CMS)

The crew can select on the MCDU a speed for the cruise or only on
a specific segment in cruise phase. All the flight plan
constraints will be taken into account.
In addition to this selection, the crew can preselect a speed or
a Mach number on the MCDU for any further flight phase. This
preselection will become active when the considered flight phase
becomes active.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(d) Constant Mach

(Ref. Fig. 038)
This function allows the crew to define a constant Mach Speed
along a specified segment by entering a desired Mach value, a
starting waypoint and an ending waypoint. These parameters are
selectable manually in the Constant Mach page through the VERT
REV page.

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CONSTANT MACH Page
Figure 038

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
(4) Engine Out (EO)
(a) Activation
The system detects automatically an engine out situation from
various signals received from the FADECs. When Engine Out mode is
active, then the MCDU display reverts either to temporary F-PLN
page in order to enable or erase the EOSID procedure (if the A/C
is before the diversion point) or to present flight phase PERF
page (if the A/C is after the diversion point). Any preselected
speed on the MCDU PERF pages, any time constraint and any
pre-planned step inserted in F-PLN are deleted and none can be
inserted. When the Engine Out mode is active, the Engine Out
maximum altitude is computed (EO MAX ALT) and displayed on the
Progress page (in place of REC MAX ALT).
(b) De-activation
The first way to exit the ENGINE OUT mode is a manual selection
of the EO CLR prompt on the active PERF page. The other way is an
automatic one at full engine recovery detection.
(c) Take-Off or Go-Around phase
1
_ Predictions
F-PLN predictions are not computed. The predictions of speed,
alt, time, fuel and wind at each WPT are dashed on F-PLN
pages.
2
_ Guidance
Guidance is provided by FG.
(d) CLIMB or CRZ phase (and A/C below EO Max Alt)
1
_ Predictions
All the F-PLN predictions are computed at each waypoint and
down to the primary Destination assuming CRZ phase will be
performed at min. (CRZ alt., LRC EO Max alt).
2
_ Guidance
The MCT message is displayed on PFD by the FG.
If A/C is in speed Management Control mode, the speed target
is as follows:
- A/C in ALT or ALT ACQ mode:
It is equal to EO CRZ SPD computed with the altitude of the
level segment limited to EO MAX ALT. But if at engine out

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detection the A/C speed is above EO CRZ speed, the speed
target is ramped down from current speed to EO CRZ speed at
- 1 kt/sec ; this is to avoid a too hard thrust reduction.
- A/C not in (ALT or ALT ACQ mode):
It is equal to GREENDOT limited to speed envelope. But if at
engine out detection, A/C speed is above GREENDOT, the speed
target is ramped down to GREENDOT with a rate equal to
(Delta V/Delta t) = (- 1 kt/s).
If CLIMB mode is active, the submode is SPD/THR; the thrust is
then managed by FG (FM is demanding MCT).
In level off, the mode is basically ALT/SPD (under FG
responsibility).
(e) CLB or CRZ phase (and A/C above LRC EO Max alt)
1
_ Predictions
All the F-PLN predictions are computed till the primary
destination, assuming CRZ alt is immediately reset down to LRC
EO Max alt and a Drift Down Descent is performed to reach this
new CRZ alt.
The Drift Down descent is performed with following conditions:
- MCT thrust target,
- Greendot speed target.
In order to provide the crew with an obstacle avoidance
strategy, the drift down ceiling is displayed on the Cruise
PERF page.
(Ref. Fig. 039)
2
_ Guidance
The MCT message is displayed on PFD by the FG.
If CLB or DES was the currently engaged mode at EO detection,
the FG is automatically reverting to V/S mode using current
A/C V/S as target.
In Speed Management mode the speed target is as follows:
- A/C in ALT ACQ or ALT mode (above LRC EO Max Alt):
The current speed target at EO detection is kept unmodified
(actually the A/C speed is going to decrease due to engine
performance).
- A/C is descending or climbing in any current guidance mode
(Vert Man Control):
It is equal to GREENDOT speed after having been ramped if
necessary.
The message SET GREEN DOT SPEED can be displayed in CLIMB
phase.

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PERF CRZ Page in EO Condition
Figure 039

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(f) Descent or Approach phase
1
_ Predictions
Predictions are computed with the same assumptions as for
all-engine operations, except for alternate predictions which
are invalid. When an Engine Out occurs, predictions are
recomputed using the applicable cost index for engine out
condition.
2
_ Guidance
It is the same as in all engine case except that MCT is
immediately requested on PFD by the FG.
The DES mode is using any relevant submode to follow the
descent path as in all engine case.

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(5) Vertical F-PLN management (predictions/vertical guidance)
The vertical F-PLN management provided by the FM mainly consists of
these two tasks:
- Computations of predictions: F-PLN predictions attempt to predict

the A/C performance from the primary origin (or A/C position) to
the primary destination. The current A/C state is propagated along
the lateral and vertical flight plan, on the basis of various
assumptions concerning how a particular flight phase will be flown
in given modes and sub-modes. The goal is to provide predictions of
time, speed, altitude, distance, fuel on board and true wind for
display at downpath waypoints and pseudo waypoints on the F-PLN A
and B pages. It also provides the summary data of time, distance,
and EFOB at the destination for display on the F-PLN, PERF, and
FUEL PRED pages. Predictions can start as soon as a GW, a CRZ FL, a
CI and a lateral flight plan are defined (pilot entries or FM
computations).
- Vertical guidance: it provides mode and sub-mode requests and

altitude, speed, and, in VPATH modes, thrust and pitch targets to
the FG based on the current A/C state, the immediate vertical
profile, the current flight phase, and the selected mode.
(a) Lateral, Vertical and Speed Auto Control (normal default mode)
1
_ Take-off
(Ref. Fig. 040)
a
_ Predictions
Below Thrust Reduction Altitude (TRA), F-PLN predictions
are based upon take-off allowances provided by the
performance data base. Altitude/distance, EFOB and time
predictions at waypoints occurring before reaching TRA are
linearly interpolated between the rotation point and the
TRA. Predicted speed profile is fixed at V2+10 kts.
Upon reaching the TRA, the LVR CLB message is displayed on

the FMA (on the PFD) to warn the pilot that he has to set
the throttle to the CLB position, which corresponds to the
climb. Above TRA, assuming that SPD/THR submode is active
until the acceleration altitude, predictions are computed
with A/C motion equations using the engine and aerodynamic
model part of the performance data base. Predicted speed
remains fixed at V2+10 kts.

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Take-off Profile
Figure 040

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Assuming ACC ALT > TRA, if an altitude constraint is below
these 2 values then TRA and ACC ALT are automatically
reassigned to the constrained altitude.
b
_ Guidance
As there is no optimization on the whole take-off phase,
the active SPD/THR mode is not under FM responsibility.
2
_ Climb
a
_ Predictions
From the acceleration altitude, predictions assume an
acceleration to the initial ECON climb speed. The assumed
climb sub-mode is SPD/THR. The trajectory considered
optimum of the A/C is the one created from ECON speed
control on the elevator and climb thrust. Predictions are
computed taking all climb altitude and speed constraints
into account. Above greendot until approach, predictions
assume clean configuration.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
The ECON climb speed at a specific point is defined as the

minimum of the optimum climb speed and the downpath climb
speed constraints and climb speed limits.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
The ECON climb speed at a specific point is defined as the

minimum of:
- the optimum climb speed and the downpath climb speed
constraints and climb speed limits,
- the maximum of (climb speed limit, greendot speed) below
the climb speed limit altitude (if defined).
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Upon reaching the waypoint associated with the restrictive

speed constraint (or limit), predictions assume an
acceleration to the next restrictive speed constraint or
limit or to the optimum speed.
Predictions of altitudes are based on a climbing altitude

profile determined from the acceleration altitude until the

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interception of the first CRZ FL or the theoretical descent
profile. If the optimum trajectory is above an AT or BELOW
constraint, an altitude hold is assumed until the
constraint is passed. If this optimum trajectory is below
such constraints, they are ignored.
No DES segment is authorised during climb phase.
b
_ Guidance
If the climb mode is active, the FM LVL/CHG AUTO CONTROL
SUBMODE REQUEST is set as follows:
----------------------------------------------------
| Elevator target | SPD Guidance Speed Auto Target |
|-----------------|--------------------------------|
| Thrust target | THR Climb Thrust |
----------------------------------------------------
If ALT ACQ or ALT mode is active, the speed target remains

the ECON climb guidance speed target.
3
_ Cruise
a
_ Predictions
At interception of the CRZ FL, predictions assume a
transition to cruise phase. ALT mode is assumed in cruise.
The trajectory considered optimum by the A/C is the one
created from CRZ FL hold on the elevator and ECON CRZ MACH
(or SPD) hold with thrust. If steps exist in the F-PLN,
they are taken into account in the cruise predictions. If a
UTC constrained waypoint is in the cruise segment,
predictions assume a speed change from the performance
speed to the normal ECON cruise speed following the
constrained waypoint. If the CRZ FL is at or below the CLB
SPD LIM, the speed predictions hold the constant CAS speed
limit until the associated altitude is passed.

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b
_ Guidance
ALT mode is the normal guidance mode. In case a step climb
or a step descent is predicted, CLB or DES mode are
respectively armed. When the predicted level change mode is
active, the FM requests its associated submode:
--------------------------------------------------------------
| Level | Step-climb | Step-descent |
| segments | (pre-planned or not) | (pre-planned or not) |
|------------------------------------------------------------|
| ALT ACQ or | CLB Mode | DES Mode |
| ALT Mode | | |
------------|--------------|----------------------|----------------------|
| Elevator | ALT CRZ FL | SPD guidance speed | V/S -1000 ft/min |
| target | | auto target | |
|-----------|--------------|----------------------|----------------------|
| Thrust | SPD guidance | THR Max thrust | SPD guidance speed |
| target | speed auto | | auto target |
| | target | | |
--------------------------------------------------------------------------
The guidance speed auto target is: MAX (VMAN FE, display
speed auto target).
c
_ MCDU and/or PFD messages
The DECELERATE message is displayed on the PFD and MCDU
when:
- the A/C is in climb or cruise phase,
and
- the A/C is beyond the T/D,
and
- the A/C is in automatic speed management control.
4
_ Descent
a
_ Theoretical descent profile
Predictions and guidance for descent phase are based on a
computed theoretical descent profile. It is defined by a
series of geometric altitude and speed targets which are
functions of the distance to the destination. It is
computed backwards from the DECEL point up to the last
cruise flight level.
The theoretical descent profile is composed of:

- A geometric path constructed backward from the DECEL
point (treated as an AT constraint) to the Geometric Path
Point (GPP: last descent altitude constrained point). It

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is built with several straight line segments between
constraining altitude constraints.
(Ref. Fig. 041)
The building of the geometric path assumes that:

ascending segment must never be encountered, priority is
given to the highest AT or AT OR ABOVE altitude
constraints, priority is given to altitude constraint if
a FPA constraint applies at the same waypoint and number
of vertical manoeuvres is minimized.
Knowing the geometric altitude path, the following method

of integration applies in order to determine the type of
the different segments (between the constraining
altitudes) and to compute the deceleration parts of the
theoretical descent speed profile of the geometric path.
The determination of the type of a segment (either

normal, airbrake or too steep) is based on a Flight Path
Angle (FPA) comparison method. Its principle is to
compute, for each segment, two reference FPA: gamma LIM
CLEAN (maximum authorized descent path angle with clean
A/C configuration) and gamma LIM A/B (maximum authorized
descent path angle with half airbrakes extended).
(Ref. Fig. 042)
If the segment FPA < gamma LIM CLEAN, the segment is

normal. It can be normally flown with clean A/C
configuration and slope control on elevators. SPD target
is controlled by A/THR.
If gamma LIM CLEAN < FPA < gamma LIM A/B, the segment is
airbrake. It can be performed with half airbrakes
extended and slope control on elevators. SPD target is
controlled by A/THR.
If FPA > gamma LIM A/B, the segment is a too steep path.
The path is constructed between the lower point and the
upper point of the too steep path based on normal descent
path construction rules ignoring the upper altitude
constraint. The speed is the minimum of the optimum
descent speed and the speed constraints applying at the
waypoint.
(Ref. Fig. 042)
- The second part of the theoretical descent profile is a

path from the GPP:

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Geometric Path (Altitude Profile)
Figure 041

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Geometric Path (Altitude Profile with Specified FPA) & TOO STEEP PATH Segment
Figure 042

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Up to the last cruise flight level as long as the A/C is
not in DES flight phase,
or
For recomputation cases in DES flight phase:
* until A/C position (laterally) when A/C is not in HM,
or
* until exit fix position (laterally) when A/C is in HM.
It can also include a repressurization segment. The path
is based on the theoretical speed/thrust profiles
Vth/THRth as follows:
* THRth: IDLE+delta when not in a deceleration segment,
IDLE when in a deceleration segment,
* Vth: descent auto speed.
A deceleration segment can be added to the idle path, at
cruise altitude, to ensure a smooth transition from
cruise to descent speed profile.
A repressurization segment can be added to the idle path

in order to increase the descent time; the cabin pressure
variation rate is then reduced for passengers comfort.
The maximum descent cabin rate is defined by the pilot on
the PERF CRZ page (the default value is 350 ft/mn SL). If
the cabin rate defined without any repressurization
segment exceeds the maximum cabin rate and the CRZ
altitude at last T/D is greater or equal to FL210 a
repressurization segment is added to the idle path.
A HM is not taken into account in the theoretical descent

path until the A/C sequences the deceleration point or
the entry fix of the HM. Once the HM is taken into
account, the theoretical descent path is computed from
the destination up to and including the HM exit fix; the
HM itself is not included in the path.
b
_ Predictions
Predictions assume the A/C will fly the theoretical
profile. If the A/C is off the theoretical descent profile
in altitude and/or speed, predictions suppose an immediate
return to the theoretical descent profile from A/C present
position to interception of the profile in altitude and
speed.
From this point:
- speed/alt predictions are from the theoretical descent
profile,
- other predictions (Time, EFOB, wind) are given using the
speed/altitude of the theoretical descent profile and the

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current A/C weight and time propagated downpath using A/C
equation of motion and the Perf Database.
c
_ Guidance
- Guidance with descent mode
If DES mode is active, the guidance submodes and their
reversion logic depend on the position of the A/C versus
the theoretical descent profile.
- When A/C in level flight
When the A/C is in level flight (ALT submode is engaged),
the FM speed target sent to the FG is Min (Optimum
descent speed; Speed constraints which apply at A/C
present position). A Baro setting change must not
disengaged ALT mode until the constraint point is passed.
5
_ Approach
The approach profile nominally starts at the deceleration
point and ends at runway threshold point (for precision
approach) or at Missed Approach Point (MAP point at which the
A/C is expected to start its deceleration toward the approach
speed when the approach profile is flown). As for the descent,
the approach profile is a set of altitude, speed and thrust
profile computed backwards from approach profile start point
up to the DECEL point.
All the parameters necessary for approach profile construction
come from the data base unless explicitly specified.
The approach profile start point depends on the arrival

procedure:
(Ref. Fig. 043)
- If the arrival path ends at the runway: the approach profile
start point corresponds to the runway threshold (threshold
displacement is taken into account) at runway threshold
elevation + 50 ft (case of ILS, runway only, or some GPS,
VOR, IGS, LDA, LOC only, Radio NAV, SDF or NDB approaches).
- If the arrival path ends at the MAP (case of some GPS, VOR,
IGS, LDA, SDF or
* the approach profile start point is the MAP at MAP coded
altitude if MAP is located before the runway threshold,
* if the MAP is located beyond the runway threshold, the
approach profile start point is the intersection between the
altitude coded at the MAP and the straight line drawn
between runway Threshold at Runway Threshold Elevation + 50
ft (threshold displacement is taken into account) and the
first approach waypoint after the MAP which has an altitude
constraint at or above MAP altitude, at this altitude.

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Approach Profiles
Figure 043 (SHEET 1)

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Approach Profiles
Figure 043 (SHEET 2)

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- If no arrival procedure exists, the approach profile starts
at the destination airport location with an altitude equal
to the airport Elevation + 50 ft.
In the approach profile construction, all the level changes

are constructed at constant speed except on the final approach
and constraint FPA segments.
The final approach is built with consecutive straight lines

which observe altitudes and FPA constraints backwards from the
start point up to the final capture altitude which is defined
as follows:
When the selected approach is:
- a precision approach, the final capture altitude is the
glide slope capture altitude.
- a non-precision approach:
* for default approaches, it defaults to 1500 ft AGL,
* otherwise, it is the final capture altitude of the
selected approach stored in the NDB and determined from the
glide slope intersection point.
This point is the FAF when the FAF speed constraint is lower
than VAPP, else it is the glide slope intersection at 1550
ft above runway elevation.
A speed of VAPP is held from the start point along the

altitude profile up to 1000 ft AGL with the A/C.
Then from 1000 ft AGL up to the final capture altitude, the

A/C accelerates backwards up along the altitude profile with
idle thrust and configuration are changed with the previously
described assumptions.
The final approach is defined (backwards) from the start point

up to the final capture altitude. The speed reached at that
point is called VINTERCEPT. The intermediate approach starts
at the final capture altitude.
At that altitude, the A/C levels off with idle thrust and
changes configuration until reaching the smallest descent ECON
speed above GREEN DOT.
a
_ Predictions
Most of assumptions for predictions in descent phase are
common to the approach phase predictions.
Note that when final DES mode is engaged, the path cannot
be rebuilt upon pilot entry. Thus, predictions continue to
reflect the old values based on the active path.

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- When the A/C is on the approach profile, predictions
follow the constructed approach profile (altitude and
speed) from the decel point (or A/C position) to the
runway threshold.
- When the A/C is above the approach profile, a return to
the altitude profile is predicted using the same SPD/THR
mode assumptions as for above path descent predictions.
The assumed speed target can permit a predicted
deceleration (if necessary) during the attempt to
intercept the altitude profile.
b
_ Guidance
When in APPR flight phase, two different FM managed
vertical guidance modes can be engaged:
- DES mode: this mode is used until final DES mode engages
under pilot request.
- Final DES mode: this mode is armed when the pilot presses
the APPR push button on the FCU.
When the final approach ends, moving towards the
destination, at the MAP altitude and a level segment has
been built at the MAP altitude because the MAP is beyond
the runway threshold, guidance does not attempt to capture
this level.
6
_ Go-Around
a
_ Predictions
Predictions (EFOB, time, route reserve, final and extra at
primary and alternate destination) are available only if
the go-around phase is active. However, waypoint
predictions are not provided and are dashed on the F-PLN
page. Predictions are computed from A/C position to the
primary destination.
b
_ Guidance
The FM does not control the guidance during the whole Go
Around phase. The guidance speed auto target is set as
follows on transition to Go Around: MAX (VMANFE; display
speed auto target).
Transition to OPEN CLIMB mode at acceleration altitude
during Go Around phase is ensured by the FG part.
(b) Lateral Auto Control and Vertical Auto Control and Speed Manual
Mode
Only differences with the lateral, vertical and speed auto
control case are described.

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The speed manual mode can be engaged either manually by pulling
the FCU SPD knob, or automatically if the pilot has preselected a
manual speed for the climb and/or cruise phase on the related
MCDU Perf page. The SPD manual mode is disengaged if pilot pushes
the FCU SPD knob, it cannot be disengaged automatically, if
expedite mode is engaged.
1
_ Climb
a
_ Predictions
If the A/C is in preflight or take off with a preselected
manual climb speed or the A/C is in climb and in manual
speed selection mode, F-PLN predictions will suppose that
the pilot will return to the automatic speed management
mode at the next climb speed limit or climb speed
constraint where ECON climb speed target becomes greater
than the manual selected speed.
If there are no speed limit or speed constraint points,

predictions suppose that the pilot will return to automatic
speed management mode at the T/C. From the deselection
point, predictions assume an acceleration to the ECON climb
speed.
Predictions assume a switch from CAS to the complementary

MACH at the FM computed crossover altitude if this altitude
is below the first CRZ FL.
b
_ Guidance
The guidance is identical to that specified in lateral,
vertical and speed auto control chapter, except that the
target speed is the manually selected speed.
2
_ Cruise
a
_ Predictions
If the A/C is in preflight, take-off, or climb phase with a
preselected manual cruise speed or the A/C is in cruise and
in manual speed selection mode, F-PLN predictions will
assume the following:
- For constant altitude portion, predictions assume that
the (pre)selected speed, MACH or CAS will be maintained
until T/D.
- For a (pre)selected CAS, predictions assume a switch from
CAS to the complementary MACH at the FM-computed CAS
croos-over altitude only during a step climb. For a step

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descent that passes through the CAS cross-over altitude,
predictions will maintain a constant CAS.
- For a (pre)selected MACH, predictions assume a switch
from MACH to the complementary CAS at the FM-computed
MACH cross-over altitude only during a step descent. For
a step climb that passes through the MACH cross-over
altitude, predictions will maintain a constant MACH.
b
_ Guidance
The guidance is identical to that specified in lateral,
vertical and speed auto control chapter, except that the
target speed is the manually selected speed and under FG
responsibility.
3
_ Descent
The theoretical descent profile is always computed versus the
ECON (or AUTO) descent speed profile.
a
_ Predictions
Predictions only consider manual speed selection when
descent phase is active.
F-PLN predictions suppose that the pilot will return to the
automatic speed management mode at start of deceleration to
the next restrictive descent speed limit or descent speed
constraint such that the restrictive speed (including ICAO
limits) is just satisfied upon crossing the associated
point.
From the deselection point, predictions assume an
deceleration to the ECON descent speed. Prediction
assumptions for above and below path are identical, except
that manual speed is assumed until the deselection point.
b
_ Guidance
If A/C is below profile, the same logic as in speed auto
control is used but the speed controlled is FCU speed.
If A/C is on or above profile, the DES mode is VPATH/SPD
except if the A/C is overspeed (in this case it is
SPD/THR), else the same logic as in speed auto control is
used.
4
_ Approach
a
_ Predictions
Predictions assume immediate deselection of manual SPD
selection mode and return to auto speed management mode if
the selected speed is greater than the approach display
speed auto target:

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- at the start of the approach segment, when not in the
approach,
- or at the A/C position, when in the approach.
The theoretical profile is not modified.
b
_ Guidance
The guidance is identical to that stated in descent.
(c) Lateral Auto Control and V/S (or FPA) Mode

This mode allows to climb above (resp. to descent below) the FCU
altitude by selecting a V/S > 0 (resp. V/S < 0) and pulling V/S
knob with the A/C already at or above (resp. at or below) the FCU
altitude. V/S is a vertical manual mode: altitude constraints are
ignored in guidance but FCU ALT is taken into account.
1
_ Climb, cruise, descent and approach
a
_ Predictions
Predictions on F-PLN page always suppose the immediate
deselection of the mode and immediate recovery in level
change auto control with speed auto control assumption if
speed auto is currently engaged, or with speed manual
control assumption if speed manual is currently engaged.
Predictions assume a return to the current phase with
current assumptions.
b
_ Guidance
The guidance mode logic is made by FG.
(d) Lateral Auto Control and Expedite Mode

Expedite mode is engaged by a pilot action (by depressing EXPED
P/B on FCU) to perform a rapid (MAX CLB thrust in EXP CLB, IDLE
thrust in EXP DES) climb or descent.
In Climb, cruise descent and approach: same assumptions as for
V/S are made for predictions computations. FM expedite speeds are
also used for PRED TO ALT computation on CLB/DES PERF pages.
(e) Lateral Auto Control and Open Profile Modes

Open profiles are vertical manual mode basically selected by
pulling the altitude FCU knob. Constraints (altitude, speed) are
ignored in guidance, but FCU ALT is taken into account.
Predictions assume deselection of open profile and immediate
return to vertical auto control.
Control law is speed on elevators/thrust (MAX CLB in climb, IDLE
in des).
- In speed auto control, target speeds are like ones defined in
V/S (FPA) mode.

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- In climb phase with open des, the target speed is climb econ
speed.
- In cruise phase, guidance is the same as vertical auto control
or speed auto control or speed manual control.
- In descent or approach phase, when in open climb, the speed
target in speed auto control follows the descent econ speed
profile.
(f) Lateral manual control

In LAT MAN control there is no vertical auto control but speed
auto control can be provided. The logic for mode engagement is
made in FG in accordance with FCU selections.
Predictions assume an immediate return to the lateral F-PLN
including a return to lateral F-PLN with 45 deg. intercept turn
and a recovery to vertical auto control.
The guidance speed target is MAX (VMANFE; above display speed
target or VAPP in approach phase).

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D. DATALINK and PRINTER functions
(1) PRINTER function
(a) Overview
The Printer function allows various FMS reports to be printed,
either automatically or on manual action. Several types of
reports can be printed:
- flight plan initialization data,
- take-off data,
- wind data,
- flight report data.
Flight plan data, take-off data and wind data can be either data
uplinked via ATSU/ACARS-MU or actual system data. Flight report
data are available as pre-flight, in-flight and post-flight
information, composed of predicted data, actual data or a
combination of the two. The PRINTER function is enabled or
disabled through the OPC file according to the printer installed
software option value.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
This function is completely independent of the Aircraft

Communication Addressing and Reporting System (ACARS) function
and is available (as an option) even if ACARS function is not
enabled. Additionally, several features of the PRINT function are
optionally programmable either through the AMI file or through
manual selection on the MCDU.
(b) MCDU Mechanization: PRINT FUNCTION page

The PRINT function is selected either through the DATA INDEX A
page or the ACARS FUNCTION page.
The PRINT FUNCTION page displays the selection state of the
automatic printing function for the ACARS and flight report
functions. This state is dependent on the selected options in the
AOC policy file of the AMI and can be modified by the pilot. The
PRINT FUNCTION page also allows the manual printing of the flight
reports and of the current FM flight plan initialization data,
take-off data and wind data.

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R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
This function is completely independent of the Aircraft

Operational Control (AOC) function and is available (as an
option) even if AOC function is not enabled. Additionally,
several features of the PRINT function are optionally
programmable either through the AMI file or through manual
selection on the MCDU.
(b) MCDU Mechanization: PRINT FUNCTION page

The PRINT function is selected either through the DATA INDEX A
page or the AOC FUNCTION page.
The PRINT FUNCTION pages display the PRINT functions enabled and
disabled for the FMS AOC PRINT configuration and allow selection
of whether or not an automatic report of an AOC uplink message is
printed upon reception, allow selection of whether or not an
automatic flight report is printed upon triggering the report and
allow manual printing of F-PLN initialization, take-off data,
wind data and flight reports.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(c) Report printing
1
_ Flight plan initialization report
A flight plan initialization report is printed automatically
upon reception of a flight plan initialization or a
performance initialization uplink message if the AOC flight
plan initialization function is enabled, the auto-print of AOC
uplinks and auto-print of flight plan uplink features are
enabled within the AMI file, and the auto-print option has not
been manually disabled via the PRINT FUNCTION page.
Active flight plan reports, consisting of active flight plan
and performance data, are printed upon manual selection from
the PRINT FUNCTION page and contains data associated to the
different waypoints of the active flight plan or to data
related to the active flight plan.
2
_ Take-off data
A take-off data initialization report is printed automatically
upon reception of a take off data initialization uplink
message if the AOC take-off data initialization function is
enabled and the auto-print of AOC uplinks and auto-print of
take-off data uplink features are enabled within the AMI file

R

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and the auto-print option has not been manually disabled via
the PRINT FUNCTION page.
The active take-off data can also be printed upon selection of
the manual prompt on the PRINT FUNCTION page.
3
_ Wind data
A wind data initialization report is printed automatically
upon reception of a wind data initialization uplink message if
the AOC wind data function is enabled and the auto-print of
AOC uplinks and auto-print of wind uplink features are enabled
within the AMI file and the auto-print option has not been
manually disabled via the PRINT FUNCTION page. The active wind
data can also be printed upon selection of the manual print
prompt on the PRINT FUNCTION page.
4
_ Flight summary print reports
The flight report for active FM flight plan can be either a
pre-flight, in-flight or post-flight report, depending on
current active FM flight phase. All these reports are
exclusive of one another.The flight report for secondary
flight plan, whatever the flight phase, can be either created
as a pre-flight or in-flight report depending on current
secondary state. This state is defined by the way the
secondary flight plan is created and format of the print is in
accordance.
In the PREFLIGHT phase, the pre-flight report gives:

- the A/C and engine types on which the F-PLN optimizations
and predictions are based,
- Navigation database identifier and Navigation database
cycle,
- flight plan data that the crew has inserted during the
initialization process as well as miscellaneous data needed
for performance calculations,
- predicted data along the flight plan,
- the results of the fuel planning computation,
- each loadable element identifier.
After transition to TAKE-OFF and prior to DONE, the in-flight

report is available and gives:
- the same general data as the pre-flight report,
- flight plan data consisting of a mixture of history values
for sequenced waypoints and of predicted values for the
remaining part of the F-PLN.
In the DONE phase, the post-flight report gives a complete

overview of the flight:

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- the same general data as the Inflight report,
- flight plan data consisting of history data relative to the
flight plan,
- a fuel and time summary,
- IRS data.
Active flight report can be printed either manually or

automatically. Secondary flight report can only be printed
manually. A flight report is manually printed by pressing the
PRINT prompt, followed by a selection star, of the flight
report line on the PRINT FUNCTION page and/or on the SEC INDEX
page. The pre-flight, in-flight and post-flight reports for
active flight plan are printed automatically if the auto-print
of flight reports option has been enabled within the AMI file
and the auto-print trigger for the respective report has not
been manually disabled. The triggering events for automatic
printing are:
- Engine Start for the pre-flight report,
- Transition to take-off for the in-flight report,
- Engine Shut Down for the post-flight report.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(2) Aircraft Communication Addressing and Reporting System (ACARS)
(a) General description

Through the ACARS, the FM section is able to send information or
requests to the ground and in turn receive information or
requests from the ground, for information.
The ACARS functions are divided into different categories:
- uplink messages: reception of data allowing flight plan,
take-off and wind data initializations, or requests for
downlink reports sent by the ground station ,
- downlink messages: sending of flight reports or requests to the
ground station for data initialization.
The ACARS function is enabled via three discretes. Two are OPC
options (AOC option activated and mini ACARS option activated)
and the other is the datalink inhibit option within the AOC
policy file in the AMI.
The ACARS function is available only if both of AOC option is
activated and AMI datalink inhibit is set to NO. If either
discrete is disabled, then the ACARS functions are inhibited,
dedicated ACARS prompts are not displayed and ACARS specific
pages cannot be reached.

R

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Morever, when at least AOC option or mini ACARS option is
activated, the transmission of broadcast data to ATSU is
activated.
The different ACARS functions are:
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(2) AOC function
AOC functions can be installed with various options that can be

enabled or disabled via the AOC policy values of the AMI.
(a) General Description

Through AOC functions, the FMS is able to send information or
requests to the ground and to receive, from the ground,
information or requests for information in turn. The AOC
functions are divided into different categories:
- uplink messages: reception of data or requests sent by the
ground station,
- downlink messages: sending of reports or requests to the ground
station.
The different AOC functions are:
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
- F-PLN initialization data:

An uplink message answering a manual request, or automatically
sent by the ground. The crew can send a request for flight plan
data to the ground indicating the flight number and/or the
company route. In response to this request, or automatically,
the ground sends a flight plan and associated performance data
to the A/C.
- TAKE-OFF data:
sent by the ground. The crew can send a request for take-off
data to the ground relative to up to 2 runways indicating the
take-off conditions on these runways (configuration, wind,
contamination). In response to this request, or automatically,
the ground sends the take-off speeds associated with up to 4
runways and the take-off conditions which have been taken into
account to elaborate these take-off speeds.

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- WIND data:
sent by the ground. The crew can send a request for wind data
to the ground. In response to this request, or automatically,
the ground sends climb, cruise, descent and alternate wind data
to the A/C.
- FLIGHT reports:
An automatic or manual downlink message. A position or a
progress report gives information on the A/Cs actual position
or progress and can be sent manually or automatically upon
ground request or preselected trigger conditions. A flight plan
or performance data report gives active route information and
can be sent manually or automatically upon ground request.
- Broadcast data:
A set of data permanently transmitted by the FMS to the ACARS
MU/ATSU giving information on A/C actual attitude and situation
relative to the flight plan.
All the uplink data messages may be automatically printed based

on the customer programming of the AMI file.
(b) Flight plan initialization

The flight plan initialization function allows the request and
reception of lateral and vertical flight plan data as well as
related performance data from a ground based station. The crew
can manually send a request for flight plan initialization data
to a ground station indicating a company route or a flight
number. In response to this request, the ground station can send
a flight plan and associated performance data to the A/C.
Additionally, the ground station can send a flight plan and
performance data automatically to the A/C without a previous
solicitation. Flight plan initialization uplinks are most
commonly performed when A/C is on the ground.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
When the uplinked flight plan message is received, the AOC XXX
F-PLN UPLINK scratchpad message is displayed.
If a valid uplinked performance data message is associated to the
uplinked flight plan message, the INIT DATA UPLINK scratchpad
message is displayed. If the uplinked performance data message is
not valid, the INVALID INIT UPLINK scratchpad message is
displayed.

R

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
For a manually initiated flight plan initialization request,

designated messages are downlinked to the ground station
requesting flight plan information and performance data. In
response, the ground station uplinks the appropriate flight plan
information and performance data messages to the A/C. Upon
reception and validation of the uplinked messages, the flight
plan information and performance data are extracted from the
messages and used by the FMS.
When flight plan initialization data is uplinked, it is inserted,

either automatically or after manual approval, into either the
active or secondary flight plan routes. It is not possible to
directly preview the data prior to insertion.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
The uplinked flight plan initialization information can concern

either the active or the secondary flight plan. Additionally,
alternate flight plan data can be received in association with
active or secondary flight plan data.
Active, active alternate, secondary and secondary alternate
flight plan data can be described as a company route, a random
flight plan or a combination of the two.
(A random flight plan is an ATC-language described flight plan).
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Active INIT A page allows a request to be sent to the ground for

flight plan data and performance data if no active flight plan
exists (without any waypoint other than a PPOS or T-P) and prior
to first engine start. Secondary INIT A page allows a request to
be sent to the ground for flight plan data and performance data
during any phase. AOC FUNCTION page allows a request to be sent
to the ground for flight plan data and performance data during
any phase. A flight plan initialization request is not allowed if
an uplink message is pending. Only one request can be initiated
at a time. During the time from the transmission of the request
until a response is received, the button pushes and modifications
of any F-PLN element (INIT, F-PLN, LAT REV, VERT REV PERF pages)
or weight data are allowed. If it is empty, the flight plan
information uplink message is immediately processed and inserted

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into either the active (before engine starts) or secondary flight
plan route.
Uplinked active flight plan is re-directed to secondary flight
plan:
- before engine start, if active flight plan is not empty,
- after engines start in any phase.
After engines start, the flight plan information (active and
secondary) uplink message is not automatically inserted into the
secondary flight plan route to avoid overwriting data when
existing. The crew can accept or reject the flight plan
information message with appropriate prompts.
Before engine start when flight plan exists in active and
secondary, a flight plan initialization uplink message is
automatically inserted on SEC INIT A page and SEC INDEX page,
overwriting existing data.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(c) Take-off data

The take-off data function allows the request of load information
data for up to 2 runways and the reception of load information
data generated by the airline ground based station for up to 4
runways.
The crew can manually send a request for take-off data to a

ground station indicating the departure airport and runway
idents, take-off center of gravity, gross weight and
environmental conditions (baro setting, runway wind and
contamination and temperature). In response, the ground sends
take-off velocities (V1, VR, V2) for up to 4 runways. This data
can be applied to runways different from the ones for which the
request was performed. Uplinked take-off data can be inserted in
the system only for the runway defined in the active flight plan.
Additionally, the ground can send these velocities and related
data automatically without a previous solicitation. For each
uplinked runway, take-off velocities are computed for max
take-off, flex take-off or optionally derated take-off conditions
(when the derated take-off option is selected).
This function needs the implementation of two different take-off
pages:
- UPLINK TO DATA REQ page which allows the crew to send a request
to the ground.
- UPLINK XXX TO DATA page which displays take-off velocities and
parameters received from the ground. There are two sets of AOC
TAKE-OFF pages: one for MAX take-off (XXX=MAX), and one for

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FLEX take-off (XXX=FLX) or for DERATED take-off (XXX=DRT) when
the option is activated.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
For take-off purposes, the runway wind insertion is forbidden in

the CLB WIND page as a GRND WIND when a runway wind is defined on
the UPLINK XXX TO DATA pages (entered by the pilot or following
an uplink ).
On the UPLINK TO DATA REQ page, no default value is defined for

the temperature and wind fields; and the pilot has the
possibility to define a temperature on this page.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(d) Wind data

The wind data function allows the uplink of forecasted climb,
cruise, descent, and alternate atmospheric data. This message is
received in response to a crew manual request or automatically
without any solicitation. A manual request is initiated from the
ACARS FUNCTION page or from any available WIND page.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(d) Wind data

The wind data function allows the uplink of forecasted climb,
cruise, descent, and alternate atmospheric data. This message is
received in response to a crew manual request or automatically
without any solicitation. A manual request is initiated from the
AOC FUNCTION page or from any available WIND page.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
The WIND pages can be accessed on ground from the INIT A page and
on ground or in flight from the DATA B or the VERT REV pages.
When winds are manually requested, a downlink message is sent and
is composed of one or more of the following request depending on
flight phase: climb winds, cruise winds, descent winds, alternate
wind. The subsequent uplink message can contain one or more of
the following: climb winds, cruise winds, descent winds,
alternate wind.

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The uplinked winds are directly displayed on the WIND pages; one
WIND page exists per flight phase (CLIMB, CRUISE, and DESCENT,
with the alternate wind displayed on the DESCENT WIND page). When
inserted, valid uplink wind data overwrites all the previously
defined wind data for the corresponding flight phase.
Winds are sent either by altitude only or by an altitude/waypoint
combination depending on the flight phase:
- in climb and descent, winds are sent by altitude only,
- in cruise, winds are sent with the associated F-PLN waypoints
and are linked to various flight levels.
Uplinked cruise winds are sent with the associated waypoints and
are linked to cruise flight levels (cruise and step flight
levels) defined in the flight plan.
A manual wind request from a WIND page can be initiated from

either the active or secondary flight plan. The subsequent uplink
is then associated to the flight plan from which the request was
initiated. Otherwise, when a wind uplink is received which does
not correspond to a pending request, the wind uplink is
associated with active flight plan, when defined.
When wind data are uplinked, whether automatically or in response

to a manual request, the pilot has the opportunity to view the
winds prior to insertion in the receiving flight plan. However,
if the A/C is on the ground prior to engine start and data have
not yet been entered or inserted on any WIND page of the
receiving flight plan, then wind data are directly inserted into
that flight plan without passing through a review state.
The WIND REQUEST prompt is added to the existing WIND pages. It

provides a means to send to the ground a downlink request for
wind data. It is displayed on each accessible WIND page,
depending on the current flight phase.
Pressing the WIND REQUEST prompt from any WIND page initiates a
wind request for one or more of the following sets of atmospheric
data: climb, cruise, descent, and alternate. The WIND REQUEST
prompt is displayed on active and secondary WIND pages. However,
since only one downlink wind request can be pending at a time,
selection of the prompt is invalidated on both flight plans when
a request is pending from either flight plan.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
The wind bearing reference in the AOC messages (uplink and

downlink) is always in true reference.

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
(e) Flight Reports

The Flight reports uplink and downlink messages are processed
only if AOC function is enabled.
Flight Reports provide real time information to the ground
concerning the A/C current situation and position. Several types
of flight reports are available and consist of:
- Position report: provides current A/C position information to
the ground,
- Progress report: provides data relative to the destination,
- Flight plan report: provides the active lateral flight plan
route to the ground,
- Performance data report: provides the active performance data
currently used by the FMS.
These reports can generally be manually initiated via a MCDU

prompt or sent automatically in response to a ground request or
upon satisfying predetermined conditions, though not all reports
have the same activation mechanism.
1
_ Position (POS) report
The POS downlink message allows the transmission of a position
report to the ground. This message is sent in response to a
ground request for position report or automatically upon
crossing a designated position reporting fix. Position
reporting fixes are designated only by the ground in a POS
uplink message. The POS downlink message can also be sent
manually via a prompt on the MCDU. The manual sending of a POS
message can be inhibited via the AMI file relative to the
active flight plan.
The manual POS downlink prompt is located on the REPORT page

(SEND*). This prompt, when pressed, results in the
transmission of the POS downlink message to the ground.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
The overhead parameter (FROM waypoint) will be furnished in

the POS downlinked message.

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
2
_ Progress (PRG) report
The PRG downlink message allows the transmission of a progress
report to the ground. Generally, a progress report contains
data relative to the A/C arrival time and EFOB at the
destination. This message is sent in response to a ground
request for progress report or automatically upon crossing a
designated trigger. Specific trigger values can be customized
by the airline in the AMI file. The PRG downlink message
cannot be sent manually in a direct manner (via a dedicated
prompt). However, the message can result from a pilot action
(changing the destination). Progress reports are only sent
relative to the active flight plan.
3
_ Flight plan report
The flight plan report downlink message allows the
transmission of flight plan data from the active route to the
ground. This message is sent either via a manual selection of
a prompt on the MCDU or automatically in response to a ground
request for the flight plan report. The flight plan report
uplink and downlink messages are processed only if AOC
function is enabled. Additionally, manual sending of the
flight plan report is allowed only if the flight plan report
option is inhibited within the AMI file.
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
A MCDU prompt located on the ACARS FUNCTION page permits the

manual sending of a flight plan report to the ground. This
prompt, when pressed, results in the transmission of the
flight plan report downlink message to the ground.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
A MCDU prompt located on the AOC FUNCTION page permits the

manual sending of a flight plan report to the ground. This
prompt, when pressed, results in the transmission of the
flight plan report downlink message to the ground.

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
4
_ Performance data report
The performance data report downlink message allows the
transmission of performance data from the active route to the
ground. This message is sent automatically in response to a
ground request for the performance data report. The
performance data report uplink and downlink messages are
processed only if AOC function is enabled.
(f) Broadcast data

This is a set of data which is automatically broadcast by the FMS
on the output ACARS bus to the ACARS MU/ATSU if AOC option is
activated or, if mini ACARS option is activated. This set of data
is not printed by any FMS function. Nevertheless, some data can
be part of printed reports or uplink printouts.

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**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(3) Air Traffic Control (ATC) functions
Through the ATC function, the FM is able to communicate with the ATSU
and to support FMS part of ATC datalink applications. The ATC
function is enabled when both OPC FANS A option and AOC option are
activated.
(a) ATC flight plan initialization/modification

The ATC flight plan initialization/modification function allows
the crew to request an ATC clearance for a new route or a
modified route, and to receive from the ATC center the route that
the crew is allowed to fly. This function can be invoked on the
ground as well as in flight.
When the crew wants to initiate an ATC flight plan request, the
requested route is first prepared in the secondary flight plan
and then manually sent by the crew to the ATC center.
When the ATC flight plan is received, it is stored automatically
in the secondary flight plan after the crew has reviewed it and
activated the LOAD function on the DCDU.
An ATC flight plan uplink is composed of multiple elements which
are processed as MCDU inputs.
Two different types of ATC flight plan messages can be received:
- flight plan uplink messages as follows:
. uplink message 80: cleared (route clearance),
. uplink message 83: At (position) cleared (route clearance),
. uplink message 79: cleared to (position) via (route
clearance).
- time constraints messages as follows:
. uplink message 51: Cross (position) at (time),
. uplink message 52: Cross (position) at or before (time),
. uplink message 53: Cross (position) at or after (time).
(b) ATC reports

An ATC report request is an ATC request to the crew to send a
specific report downlink when a specific condition is met.
ATC Reports function provides help to the crew by:
- monitoring (upon ATSU request) the establishment of the
condition to send the requested report,
- informing the ATSU when the condition is actually met by
providing it with the requested report downlink plus various
reports depending on aircraft context.
An ATC report request uplink message consists of one of the
following referenced messages:
- report back on route (message 127),

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INTENTIONALLY BLANK

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INTENTIONALLY BLANK

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INTENTIONALLY BLANK

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- report leaving altitude (message 128),
- report level (altitude) (message 129),
- report passing (position) (message 130),
- report reaching (altitude) (message 175),
- report reaching block (altitude) to (altitude) (message 180).
If the condition to send a report message to the ATSU is
satisfied, the FM sends to the ATSU a message consisting of one
of the following referenced messages:
- back on route (message 41),
- leaving (altitude) (message 28),
- level (altitude) (message 37),
- passing (position) (message 31),
- reaching (altitude) (message 72),
- reaching block (altitude) to (altitude) (message 76).
(c) ATC position reports

An ATC position report is sent to the ATC center upon request or
at each ATC waypoint sequencing.
The automatic ATC position report function provides help to the
crew by:
- monitoring (without any ATSU request) the sequencing of each
ATC waypoint in the active flight plan,
- informing the ATSU when an ATC waypoint is actually sequenced
by providing it with the ATC position report plus additional
reports depending on aircraft context.
ATC position reports are sent to the ATSU:
- each time an ATC waypoint is sequenced,
- upon an ATC position report request.
The message 48: Position report (position report) is the
appropriate downlink message in response to the uplink message
147: Request position report. An ATC position report can be sent
to the ATSU within the downlink message.
The list of elements composing the ATC position report is the
following:
- current A/C Lat/Long,
- current A/C time reference at ATC position report computation,
- current A/C altitude (reference depending on current A/C
altitude reference),
- NEXT ATC waypoint,
- estimated time of arrival at NEXT ATC waypoint,
- ENSUIG ATC waypoint,
- estimated time at destination,
- current static air temperature,
- current wind direction and speed,
- current speed or Mach depending on guidance mode,
- current ground speed,
- current vertical direction + rate,

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- current track angle (true or mag depending on current North
reference),
- current true heading,
- last ATC sequenced waypoint,
- time of sequence of the last ATC sequenced waypoint,
- A/C altitude at last ATC sequenced waypoint (reference
depending on A/C attitude reference at this waypoint).
If the aircraft is climbimg (respectively descending), the
downlink message 29: climbing to (altitude) (respectively message
30: descending to (altitude)), can be sent to the ATSU, with the
altitude target value and the altitude reference.
If an offset is active, the downlink message 80: Deviating
(distance-offset) (direction) of route, can be sent to the ATSU
with the distance and the direction of the active offset.
(d) ATC confirm

ATC confirm function provides (upon ATSU request) immediate real
time information to the ATSU concerning the aircraft current
situation and position.
Several types of confirmation are available and consist of:
- current aircraft data,
- aircraft target parameters,
- flight planning elements,
- position report.
The FMS acts as an information provider in response to a
confirmation request from the ATSU.
The FMS response consists of:
- the requested parameter(s),
- additional parameters depending on aircraft context.
The ATC confirm request uplink message consists of one of the
- confirm position (message 132),
- confirm altitude (message 133),
- confirm speed (message 134),
- confirm assigned altitude (message 135),
- confirm assigned speed (message 136),
- confirm assigned route (message 137),
- confirm time over reported waypoint (message 138),
- confirm reported waypoint (message 139),
- confirm next waypoint (message 140),
- confirm next waypoint ETA (message 141),
- confirm ensuring waypoint (message 142),
- confirm heading (message 145),
- confirm ground track (message 146),
- report distance (to/from) (position) (message 181).

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If a confirmation request uplink message is received, the FM can
send to the ATSU a message consisting of one or more of the
- present position (message 33),
- present altitude (message 32),
- climbing to altitude (message 29),
- descending to altitude (message 30),
- deviating (distance offset) (direction) of route (message 80),
- present speed (message 34),
- assigned altitude (message 38),
- assigned speed (message 39),
- assigned route (message 40),
- time over reported waypoint (message 46),
- reported waypoint (message 45),
- next waypoint (message 42),
- next waypoint ETA (message 43),
- ensuing waypoint (message 44),
- present heading (message 35),
- present ground track (message 36),
- at time distance to/from position (message 78).
The confirm downlink message is sent to the ATSU in response to
an uplinked ATC request for confirmation.
Note that the downlink message 32: Present altitude (altitude),
(in response to the upluik message 133: Confirm altitude) will be
completed by downlink message 29: Climbing to (altitude), or
message 30: Descending to (altitude).
(e) ATC deferred clearances:

An ATC deferred clearance is an ATC clearance that is activated
when a specific condition (AT (time) PROCEED DIRECT TO
(position)) is met. An ATC deferred clearance consists of two
parts:
- a conditional part (AT (time)),
- a clearance (PROCEED DIRECT TO (position)).
Three types of conditions are available and consist of a
specified time, a specified altitude or a specified position.
ATC deferred clearances function provides help to the crew by:
- monitoring the establishment of the conditional part of the
deferred clearances,
- informing the ATSU that the condition is predicted to be met in
30 sec in most of the cases,
- informing the ATSU when the condition is actually met.
Note that only the conditional part of the deferred clearance is
transmitted by the ATSU to the FM.

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(f) ADS Applications
ADS applications are managed by the ATSU.
Therefore, ATSU is in charge of receiving ground contracts,
concentrating required information and responding to the ground
in the given time.
FMS broadcasts periodically all the parameters necessary to
format complete ADS reports.
ATSU gathers and formats these paramaters according to norms.
ADS functions require the transmission downlink of many FMS

parameters (from FMS to ATSU) and of some parameters uplink (from
ATSU to FMS) necessary for FM computations.
Two different collection mechanisms are used to transmit ADS
data:
- frames for groups of data requiring consistency.
- dynamic labels for other data.
To meet ADS requirements, four different frames have been
defined:
- a basic frame indicating aircraft location associated to the
quality of this location,
- a predicted route frame with flight plan waypoints predicted
location and time,
- an intermediate intent frame providing the next intermediate
waypoints where an altitude target, track target or speed
target change is predicted to occur,
- a fixed intent frame providing the predicted location of the
aircraft at a given time.
Two different refreshed periods have been defined:
- 1 second for basic frame,
- 10 seconds for predicted route, intermediate intent, fixed
intent frames.
Other dynamic data also required for ADS (Flight number, true
track, vertical speed, etc.) must be sent on dynamic labels with
a 1 second refresh rate.

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
8. ________________
Bite Description
The FMS BITE function basically:

- detects failures (from internal or external LRU) which affect the
functioning of the FM part,
- performs internal hardware and software tests at long or short term
power-up, at self test and during steady state operations,
- transmits failure reports to the FIDS for maintenance activity,
- acquires failure reports from the MCDU and transmit them to the FIDS for
maintenance activity,
- performs the following enhanced functions:
* tracking of multiple faults over at least 32 flight legs,
* tracing back and data recording of the MCDU key strokes to restore
scenario,
* data recording: either automatically or on pilot request,
* easy and fast data collecting and analysis: possibility to download on a
floppy disk, the history data without the removal of the LRU.
R **ON A/C 240-249, 251-299, 313-399, 501-509, 511-526, 528-599,
9. ______________________
MCDU Backup Navigation
A. General
The MCDU (MCDU1 and MCDU2) contains a Backup Navigation function that
provides a simple point to point, GPIRS or GPS (if GPS fitted in
Autonomous configuratgion) IRS based navigation. It is used after FM1 and
FM2 loss (starting with the last known simplified active primary flight
plan).
The MCDU F-PLN may contain a maximum of 150 legs with only TF, DF or IF
legs. Only point to point F-PLN is available (for example radial, holding
pattern, heading leg cannot be part of the MCDU F-PLN) and the downloaded
leg information includes waypoint position, waypoint identifier, leg
type, discontinuity, overfly and turn direction information.
The main functions are:

- Limited lateral Flight planning (no secondary or temporary flight plan)
- Distance, TTG and Crosstrack computations
- Auto-sequencing (no guidance management)
- Transmission of the Backup Navigation F-PLN to the ND.
The MCDU is also able to provide the polar Backup navigation.

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B. Backup Navigation selection / deselection
The Select NAV B/UP prompt on the MCDU MENU page is the only way to
activate the Backup Navigation function.
Backup navigation is available on MCDU 1 and MCDU 2 if with their J1 and
J2 connectors are wired. When available Backup navigation is always
selectable, except in the following case: onside FM is Healtly and
offside FM is failed.
If active, Backup Navigation is deactivated upon one of the following
events:
- The Deselect NAV B/UP prompt is pushed on the MCDU MENU page
- The following condition becomes true: onside FM is Healtly and offside
FM is failed
- The FM subsystem is selected via its menu text prompt on the MENU page.
(Ref. Fig. 044)
When Backup navigation is not available, no Select NAV B/UP nor Deselect
NAV B/UP prompt is displayed. The field is blank.
Upon Backup Nav deactivation, the Backup Nav functions are disabled and
the FM is given back control of the Nav Display.
C. MCDU Backup Navigation Pages

Six pages are available when Backup Navigation is active.
These are as follows:
- B/UP F-PLN
- B/UP F-PLN for Direct-To functions refered to as B/UP DIRECT-TO
- B/UP PROGRESS
- B/UP IRSn for the onside IRS (n = 1 or 2)
- B/UP IRSn for the offside IRS (n = 3)
- B/UP GPS for the GPS used by the Backup Navigation function when the
GPS is fitted.
(Ref. Fig. 045)

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MCDU MENU page
Figure 044

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MCDU B/UP F-PLN Page
Figure 045

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
10. __________________________________________
Equipment Characteristics and Installation
A. Overview of Dual Operation
The DUAL philosophy must be consistent with cockpit concept: two cockpit
sides working independently, each one using onside inputs sensors and
managing output peripheral systems. In the basic configuration, the A/C
is equipped with two FMGCs and two primary MCDU. Each FMGC is able to
communicate with each MCDU and vice-versa. Additionally, an intersystem
bus between the FMs allow the FMs to exchange information and synchronize
themselves.
With this configuration, three modes of FM operation are available:

- DUAL mode: the DUAL mode is the normal mode of operation when both FMs
are healthy and operating properly. It is based on a Master/Slave
concept and is totally independent of the FM Source Select switch.
- INDEPENDENT mode: this mode exists when both FMs are healthy but
conditions exist to prevent communication with each other or the FMs
are in disagreement on a certain set of parameters.
- SINGLE mode: this mode exists when one of the FMs has failed. This mode
supersedes both the DUAL and INDEPENDENT modes.
B. Databases and Configuration Files - Load and Cross-load
This function allows to bring up to date operational software and data

bases by loading or cross-loading from a specific FMS onto the opposite
side all these loadable elements.
(1) Conditions for cross-load function availability

This function allows a specified FM to load elements into the
opposite side FM. The mechanization for the loadable element
cross-load function is performed via the P/N STATUS pages. It allows
to save time during maintenance activities (retrofit, NDB update,...)
compared to use of dataloader.
Cross-load function is available if all the following conditions are

met:
- no data-load operation is in progress or armed on the FMS,
- the FMS source select switch is set to NORMAL if the aircraft is
fitted with this switch,
- current flight phase is PREFLIGHT or DONE,
- aircraft is on the ground,
- P/N discrepancy exists,

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On either side, the START XLOAD prompt is displayed, for each
loadable element, on the MCDU P/N STATUS pages if and only if the
following conditions are true:
- cross-load operation is available,
- all mandatory elements are completely loaded on this side,
- compatibility rules are satisfied,
- aircraft/engine configuration is compatible with the Performance
Data Base.
All cross-load operations are possible one by one.
(2) Arming and activating CROSSLOAD

The side on which a START XLOAD prompt is chosen determines the
transmitting FMS (opposite FMS is the receiving FMS). Upon selection,
the START XLOAD prompt is removed from the transmitting side. The
START XLOAD prompt is also removed from the receiving side if
previously displayed. On both sides, A/C STATUS, NEXT PAGE and PREV
PAGE prompts are not displayed until the cross-load operation
terminates. Any subsequent MCDU key press relative to the FMS
subsystem is ignored while the two FMS establish cross-load
communication and attempt to arm for cross-load.
(3) Transmitting the loadable elements

Selecting the CONFIRM prompt on the P/N XLOAD page causes the
receiving FMS to display the P/N STATUS page of each loadable
element. P/N STATUS pages are displayed in increasing order and when
a crossload of one element is finished. The CROSSLOAD COMPLETE
message is displayed in the scratchpad of both MCDU at the end of the
full crossload.
Selecting the CONFIRM prompt on the P/N STATUS causes each FMS to
display the P/N STATUS page with the XLOAD IN PROCESS message. The
loadable element stored in the transmitting FMS automatically begins
to overwrite the receiving FMS loadable element memory. The transfer
includes pilot defined elements when the NDB is involved.
During the processing, both FMS are effectively suspended and any
MCDU FM mode key selection on either side is ignored and results in
the display of the NOT ALLOWED scratchpad message.
The P/N STATUS page or P/N XLOAD page with the XLOAD IN PROCESS
message on the transmitting side displays the expected remaining time
to complete the transfer.
Upon successful completion of any cross-load, both sides remain on
the P/N STATUS or P/N XLOAD page with all the prompts displayed in
accordance with their display rules. CROSSLOAD COMPLETE message is
displayed in the scratchpad of both sides.

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**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
(4) Mandatory loadable elements

The FMS will lock on the P/N STATUS (and also A/C STATUS) pages as
long as the following loadable elements have not been correctly
loaded:
- FMS operational software,
- Performance Date Base,
- OPC file,
- Navigation Data Base,
- AMI file if one of the two AMI file is not a default one.
(5) Cross-loadable elements

The FMS allows the cross-load on the P/N STATUS page of the following
loadable elements:
(Ref. Fig. 046)
- Performance Date Base,
- OPC file,
- Navigation Data Base,
- AMI file.
(6) Cross-loading procedure

The FMS checks the compatibility of the loadable elements before
crossloading. When a compatibility problem is raised, a cross problem
status is displayed with an information of what is the problem.
Cross-loading process for a loadable element cannot be initiated as
long as incompatibility problems are detected for this element
between both sides.
No compatibility check is performed prior the loading of a loadable
element except between the FG and the FM operational software.
The mechanization for the loadable element cross-load function is
performed via the P/N STATUS pages.
(a) Not Applicable
(b) Not Applicable
(c) Not Applicable

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P/N STATUS Pages

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Page A46
Config-2 Feb 01/08

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P/N STATUS Pages

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Config-2 Feb 01/08

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R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
(4) Mandatory/Optional loadable elements

The following list gives the loadable elements that are necessary for
normal FM operation.
On either side, the FMS displays only the P/N STATUS pages and any
MCDU mode key button push relative to the FMS is ignored as long as
all the following loadable elements have not been correctly loaded:
- FMS software: this software will be common to all Airbus aircraft
family. Aircraft specificities (such as aircraft type or engine
type identification) are indicated to the FMS via hardware program
pins wired on the FMGC box,
- Navigation Data Base file: it contains only navigation data,
formatted according to Arinc 424 specifications,
- OPC file: this database contains the software pin programs used to
activate software options,
- Performance Data Base file: this database is no longer considered
as part of the operational software in the objective of independent
update and certification. Performance tables comply with a
predefined format, compatible with the software. As long as this
format is respected, a Performance Database update consists in data
update only and can be compared to a Navigation Database update
(currently done every month via data loading),
- Magnetic Variation Data Base file: this database contains one
magnetic variation model only.
The following loadable elements are not mandatory:

- AMI file (Default loadable elements is included in the operational
software): this database is a customization file. This database
allows the airline to accommodate some specific FMS functions to
its particular policy,
- Flight Test file (No default loadable element is included in the
operational software): dedicated to development and flight tests
means.
(5) Cross-loadable elements

The FMS allows the cross-load on the P/N STATUS pages to the
following loadable elements:
(Ref. Fig. 046A)
- FMS software,
- NDB file,
- OPC file,
- AMI file,
- Perf DB file,
- Magnetic Variation DB file,
- Flight test file.

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(6) Compatibility checks
(a) Power-up operations

Prior data-load operations, have assured that any loadable
elements existing in the onside FMS at power-up satisfy the
following compatibility conditions:
- FM software is compatible with host hardware,
- OPC file is compatible with FM software,
- AMI file is compatible with FM software,
- NDB file is compatible with FM software,
- Performance Data Base file is compatible with FM software,
- Flight test file is compatible with FM software,
- Magnetic Variation DB file is compatible with FM software.
At power up, the following actions are performed:
- check whether FM software is compatible with FG software,
- determine which mandatory elements have not been loaded.
If any mandatory elements need to be loaded:
- the P/N STATUS page related to the relevant loadable element is
displayed on the onside MCDU,
- selection of any MCDU FM mode key on the onside MCDU is ignored
and results in the display of the NOT ALLOWED scratchpad
message as long as mandatory elements need to be loaded or the
FM software is not compatible with the FG soft.
(b) Data-load compatibility checks

Due to the important data-loading time, compatibility checks of
the loadable element are performed at the beginning of the
data-load operation. This early check prevents any loss of time
due to a complete data-load of any non-compatible version of
loadable elements.
(c) Cross-load compatibility checks

At power-up, if a mismatch of loadable elements is detected
between the two FMS, both sides revert to the relevant P/N STATUS
page. These are mismatches when an element differs from one side
to the other side or when one side is not loaded with all the
elements.
Mismatch checks of the loadable elements with the elements of the
opposite side are performed at the beginning of the cross-load
operation. Cross-load of data files elements cannot be initiated
until the FM software of the two FM matches. When a cross-load
problem is raised, the XLOAD PROBLEM INFO is displayed with
information about the problem.

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P/N STATUS Pages
Figure 046A (SHEET 1)

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Page A50
Config-2 Feb 01/10

CES
P/N STATUS Pages
Figure 046A (SHEET 2)

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R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
(7) Loading procedure

The loading procedure is as follows:
- Open the FMGC x circuit breaker in the cockpit (x = 1 or 2
depending on the side you want to load information).
- Select the FMGC 1 or 2 to be loaded (with MDDU selector if
installed or through the connection of a portable data loader (PDL)
to the dedicated FMGC plug).
- Insert the first disk of the loadable element into the data loader,
- Close the FMGC x circuit breaker.
- Wait for transfer and change the disk when required by the data
loader.
- When finished, the FMGC displays again the P/N STATUS of the loaded
element if the loaded element is a database. The FMGC does not
start again, reset it by opening and closing FMGC circuit breaker
to guarantee a good safety level after loading.
- De-select the FMGC that has been loaded (MDDU selector back to
neutral if installed or through the disconnection of the PDL from
the dedicated FMGC plug).

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FLIGHT MANAGEMENT SYSTEM (FMS) - SERVICING
__________________________________________
**ON A/C 001-049, 051-061, 101-105,
TASK 22-70-00-610-006
Downloading of the FM Data
1. __________________
Reason for the Job
To download the FM DATA with the Portable Data Loader (PDL) (SFIM or
equivalent).
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

PS4084544-103 1 DOWNLOAD- TOOL FM BITE
YV68A110 1 PORTABLE DATA LOADER
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-70-00-860-071

002).
(2) Make sure that the electronics rack ventilation is in operation.
(3) Make sure that the aircraft is in the ground configuration.

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Subtask 22-70-00-865-075
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 22-70-00-865-076
C. Open, safety and tag this(these) circuit breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
121VU COM NAV/ACARS/MU 2RB L06
4. Procedure
_________
Subtask 22-70-00-610-057
A. Downloading of the FM BITE Data
R NOTE : Do not use the same floppy disk for the two FMGC downloading.
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):
- turn the BRT knob to adjust the
brightness.
2. Open the circuit breakers 10CA1, The displays of the MCDU1 and 2 go
10CA2, 11CA1 and 11CA2. blank.
3. On the PORTABLE DATA LOADER

(YV68A110):
- set the ON/OFF switch to OFF.
- connect the connecting cable to
the loader connector.

EFF :

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Page 302
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- remove the FMS LOAD blanking
plate.
the SYST1 connector.
6. On the portable data loader: On the portable data loader:

- set the ON/OFF switch to ON. - the MDDU READY indication is shown.
7. Close the circuit breaker 10CA1. - the power-up test of the FMGC 1
starts.
- at the end of this test, the triple
click aural warning sounds.
8. On the portable data loader: - On the portable data loader:

R - put the DOWNLOAD- TOOL FM BITE - the TRANS IN PROG indication is shown
R (PS4084544-103) into the disk - then, the WAIT RESPONSE indication is
drive. shown when the transfer is completed.
9. On the portable data loader:

- eject the floppy disk.

and 11CA1.

- disconnect the connecting
cable from the SYST 1
- connect the connecting cable
to the SYST 2 connector

starts.

EFF :

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Page 303
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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


and 11CA2.

cable from the SYST 2
- install the FMS LOAD blanking
plate.
19. Close the circuit breakers

10CA1, 10CA2, 11CA1, 11CA2 and
wait 1 minute.
5. Close-up
________
Subtask 22-70-00-865-077
A. Remove the safety clip(s) and the tag(s) and close this(these) circuit
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 22-70-00-862-061

002).

EFF :

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CES
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
TASK 22-70-00-610-006-A
1. __________________
Reason for the Job
To download the FM Data with the Multipurpose Disk Drive Unit (MDDU).
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
F1420060 1 FM BITE DOWNLOAD TOOL

F1420061 1 FM BITE DOWNLOAD TOOL
PS4087689-102 1 FM BITE DOWNLOAD TOOL
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-70-00-861-060
Subtask 22-70-00-860-078
B. Aircraft Maintenance Configuration

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Subtask 22-70-00-865-088
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
121VU DATA/LOADER/SPLY 3TD J16
121VU DLS&/DLRB/SPLY 5TD J15
4. Procedure
_________
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
Subtask 22-70-00-610-062-B
NOTE : Do not use the same floppy disk for the two FMGC downloading.
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

and 10CA2.
2. On the overhead panel, on the On the display of the Data Loading

Data Loading Selector: Selector:
- Set the ON/OFF switch to ON. - DB/N:
PUSH NEXT/PREV
indication is shown.
On the multipurpose disk drive unit:

- The < < MDDU READY > > indication is
shown.


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-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the PREV or NEXT key until - FMGC1
you get the indication of the NOT SELECTED
FMGC1 that you can download, indication is shown,
- Push the SEL CTL key. - FMGC1

SELECTED
R
4. On the multipurpose disk drive On the multipurpose disk drive unit:

unit:
- Put the FM BITE DOWNLOAD TOOL - The WAIT RESPONSE indication is shown
(PS4087689-102) into the disk
drive.
5. Close the circuit breaker 10CA1. - The power-up test of the FMGC1
starts.
- At the end of this test, the triple

- The TRANSF IN PROG indication is
shown
- The BUS n :xxxxxxx indication is
shown.
NOTE : n is the number of the bus (1

____
to 8) in transfer.
xxxxxxx is the number of bytes
(0 to xxxxxxx).
- Then, the WAIT RESPONSE indication is

shown when the transfer is completed.
On the MCDU,
- The DATA LOAD page is shown with
loading files indication
- When the download is completed, the
DOWNLOAD COMPLETE message is shown.
6. On the multipurpose disk drive

unit:
- Eject the floppy disk.

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 307
May 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
7. Open the circuit breaker 10CA1.
R 8. On the Data Loading Selector: On the display of the Data Loading

R - Push the SEL CTL key. Selector:
R - FMGC1
R NOT SELECTED
R indication is shown,


SELECTED

unit:
- Put the FM BITE DOWNLOAD TOOL - The < < WAIT RESPONSE > > indication
(PS4087689-102) into the disk is shown
drive.
starts.

- The < < TRANS IN PROG > > indication
is shown
shown.

____
to 8) in transfer.
(0 to xxxxxxx).
- Then, the < < WAIT RESPONSE > >

indication is shown when the transfer
is completed.
On the MCDU,

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 308
May 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

unit:
- Eject the FMGC2 floppy disk.
12. On the Data Loading Selector:

- Set the ON/OFF switch to OFF.
13. Open the circuit breaker 10CA2

(wait for more than 5 seconds).

and 10CA2.
**ON A/C 201-203,
Subtask 22-70-00-610-062
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

and 10CA2.

- set the ON/OFF switch to ON. - DB/N:
PUSH NEXT/PREV

- the < < MDDU READY > > indication is
shown.

EFF : 106-149, 151-199, 201-203, 211-233,
236-238, 301-304, 401-499,
22-70-00

Page 309
Feb 01/09

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the PREV or NEXT key until - FMGC1
- push the SEL CTL key. - FMGC1

SELECTED
4. Close the circuit breaker 10CA1. - the power-up test of the FMGC1
starts.

unit: - the TRANS IN PROG indication is shown
- put the DOWNLOAD- TOOL FM BITE - then, the WAIT RESPONSE indication is
(PS4084544-103) into the disk shown when the transfer is completed.
drive.

unit:
8. On the Data Loading Selector: On the display of the Data Loading

- push the SEL CTL key. Selector:
- FMGC1
NOT SELECTED
indication is shown,
- push the PREV or NEXT key until - FMGC2

- push the SEL CTL key. - FMGC2

SELECTED
9. Close the circuit breaker 10CA2. - the power-up test of the FMGC2
starts.

EFF :

201-203, 22-70-00

Page 310
Feb 01/09
R
CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
10. On the multipurpose disk drive - On the multipurpose disk drive unit:
unit: - the TRANS IN PROG indication is shown
- put the DOWNLOAD- TOOL FM BITE - then, the WAIT RESPONSE indication is
(PS4084544-103) into the disk shown when the transfer is completed.
drive.

unit:



and 10CA2.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-70-00-610-062-C
NOTE : There are two disks, one for each FMGC.

____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

and 10CA2.

PUSH NEXT/PREV

R

EFF : 201-203, 234-235, 239-249, 251-299,
305-399, 501-509, 511-526, 528-599,
22-70-00

Page 311
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
shown.


SELECTED
On the MCDU, the DATA LOAD page is

displayed.

unit:
- Put the FM BITE DOWNLOAD TOOL - The WAIT RESPONSE indication is shown
(F1420060) into the disk drive.
starts.

- The TRANSF IN PROG indication is
shown
shown.

____
to 8) in transfer.
(0 to xxxxxxx).

On the MCDU,

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 312
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

unit:

- Push the SEL CTL key. Selector:
- FMGC1
NOT SELECTED


SELECTED

unit:
- Put the FM BITE DOWNLOAD TOOL - The < < WAIT RESPONSE > > indication
(F1420061) into the disk drive. is shown
starts.

- The < < TRANS IN PROG > > indication
is shown
shown.

____
to 8) in transfer.
(0 to xxxxxxx).

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 313
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Then, the < < WAIT RESPONSE > >
indication is shown when the transfer
is completed.
On the MCDU,

unit:
- Eject the FMGC2 floppy disk.



and 10CA2.
**ON A/C 201-210,
Post SB 31-1130 For A/C 201-203,
Subtask 22-70-00-610-062-A
NOTE : Do not use the same floppy disk for the two FMGC downloading.
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

and 10CA2.

PUSH NEXT/PREV

R

EFF : 201-210, 234-235, 239-249, 251-299,
305-399, 501-509, 511-526, 528-599,
22-70-00

Page 314
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
shown.


SELECTED
starts.

unit:
- Put the DOWNLOAD- TOOL FM BITE - The TRANSF IN PROG indication is

(PS4084544-103) into the disk shown
drive. - The BUS n :xxxxxxx indication is
shown.

____
to 8) in transfer.
(0 to xxxxxxx).


unit:

- Push the SEL CTL key. Selector:
- FMGC1
NOT SELECTED

EFF :

201-210, 22-70-00

Page 315
Aug 01/08
R
CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


SELECTED
starts.
unit:
- Put the DOWNLOAD- TOOL FM BITE - The TRANS IN PROG indication is shown
(PS4084544-103) into the disk - The BUS n :xxxxxxx indication is
drive. shown.

____
to 8) in transfer.
(0 to xxxxxxx).


unit:



and 10CA2.

R

EFF :

201-210, 22-70-00

Page 316
Aug 01/08

CES
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
5. Close-up
________
Subtask 22-70-00-860-081
Subtask 22-70-00-862-065

002).

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 317
Feb 01/10

CES
**ON A/C 062-099,
TASK 22-70-00-610-006-B
1. __________________
Reason for the Job
To download the FM DATA with the Portable Data Loader (PDL) (SFIM or
equivalent).
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-70-00-860-084

(Ref. TASK 24-41-00-861-002).
R (2) Make sure that the electronics rack ventilation is in operation.

EFF :

062-099, 22-70-00

Page 318
Feb 01/09

CES
Subtask 22-70-00-865-097
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 22-70-00-865-098
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-70-00-610-065
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):
- turn the BRT knob to adjust the
brightness.

(YV68A110):

EFF :

062-099, 22-70-00

Page 319
Feb 01/09

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- remove the FMS LOAD blanking
plate.
the SYST1 connector.

starts.

- put the DOWNLOAD- TOOL FM BITE - the TRANS IN PROG indication is shown
(PS4084544-103) into the disk - then, the WAIT RESPONSE indication is


and 11CA1.

cable from the SYST1
connector.
- connect the connecting cable
to the SYST2 connector.

starts.

EFF :

062-099, 22-70-00

Page 320
Feb 01/09
R
CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------


and 11CA2.

cable from the SYST2
connector.
- install the FMS LOAD blanking
plate.

10CA1, 10CA2, 11CA1, 11CA2 and
wait 1 minute.
5. Close-up
________
Subtask 22-70-00-865-099
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 22-70-00-862-068
B. De-energize the aircraft electrical circuits

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

EFF :

062-099, 22-70-00

Page 321
Aug 01/07

CES
**ON A/C 001-049, 051-061, 101-105,
TASK 22-70-00-610-008
R Uploading of the FM Data
_______
1. __________________
Reason for the Job
R To upload the FM DATA with the Portable Data Loader (PDL) (SFIM or
R equivalent).
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 22-70-00-610-009 Crossloading of the FM Data

External Power

EFF :

001-049, 051-061, 101-105, 22-70-00

Page 322
Nov 01/07

CES
3. __________
Job Set-up
Subtask 22-70-00-861-069

(Ref. TASK 24-41-00-861-002).
R (2) Make sure that the aircraft is in the ground configuration.
Subtask 22-70-00-865-109
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 22-70-00-865-110
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

001-049, 051-061, 101-105, 22-70-00

Page 323
May 01/09

CES
4. Procedure
_________
**ON A/C 001-049, 101-105,
Subtask 22-70-00-970-066
A. Uploading of the FM Data
NOTE : This procedure is for the FMGC1. For the FMGC2, which is
____
identical, use the indications between the parentheses.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):
- Turn the BRT potentiometer to
adjust the brightness.

(YV68A110):
- Connect the connecting cable to

- Remove the FMS LOAD blanking
plate.
the SYST1(2) connector.
5. Close the circuit breaker 11CA1

(11CA2).
6. On the Portable Data Loader: On the Portable Data Loader:

- Set the ON/OFF switch to ON.
- Put the disk into the disk - The READY indication comes into view.
drive. - Then, the WAIT RESPONSE indication
comes into view.

EFF :

001-049, 051-061, 101-105, 22-70-00

Page 324
May 01/09
R
CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R 7. Close the circuit breaker 10CA1 On the Portable Data Loader:
(10CA2). - The READY indication comes into view.
- Then, the WAIT RESPONSE indication
comes into view and, immediately
after, the TRANSF IN PROG indication
comes into view.
- When all the data are put into the
computer, the TRANSF COMPLETE
indication comes into view.
R 8. On the Portable Data Loader:

- Eject the disk for the disk
drive.
R 9. Open the circuit breakers 10CA1

(10CA2) and 11CA1 (11CA2).

- Disconnect the portable data
loader connecting cable.
- Install the FMS LOAD blanking
plate.
R 11. Close the circuit breakers

10CA1, 10CA2, 11CA1, 11CA2 and
wait 1 minute.
R 12. On the center pedestal, on the on the MCDU1(2):

MCDU1(2):
R - Push the MCDU MENU mode key. - The MCDU MENU page comes into view.
R - Push the line key adjacent to - An FM page comes into view.

the FMGC indication.
R - Push the DATA mode key. - The DATA INDEX page comes into view.
R - Push the line key adjacent to - The A/C STATUS page comes into view.
the A/C STATUS indication.

R

EFF :

001-049, 101-105, 22-70-00

Page 325
Nov 01/07

CES
**ON A/C 051-061,
Subtask 22-70-00-970-066-A
____
NOTE : After the loading of one of the FMGCs, you can use the CROSSLOAD
____
function (Ref. TASK 22-70-00-610-009) to directly put the data
into the other FMGC.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):
R 2. Open the circuit breakers 10CA1, The displays of the MCDU1 and 2 go
R 10CA2, 11CA1 and 11CA2. blank.

(YV68A110):

plate.

(11CA2).
R 6. On the Portable Data Loader: On the Portable Data Loader:

R
R - Put the disk into the disk - The READY indication comes into view.

EFF :

051-061, 22-70-00

Page 326
Nov 01/07

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
R drive. - Then, the WAIT RESPONSE indication
comes into view.
R 7. Close the circuit breaker 10CA1 On the Portable Data Loader:

comes into view.
R 8. On the Portable Data Loader:

- Eject the disk from the disk
drive.
R 9. Open the circuit breakers 10CA1

(10CA2) and 11CA1 (11CA2).

plate.
R 11. Close the circuit breakers

10CA1, 10CA2, 11CA1, 11CA2 and
wait 1 minute.
R 12. On the center pedestal, on the on the MCDU 1(2):

MCDU 1(2):
R - Push the MCDU MENU mode key. - The MCDU MENU page comes into view.
R - Push the line key adjacent to - An FM page comes into view.

R - Push the DATA mode key. - The DATA INDEX page comes into view.
R - Push the line key adjacent to - The A/C STATUS page comes into view.

R

EFF :

051-061, 22-70-00

Page 327
Nov 01/07

CES
**ON A/C 001-049, 051-061, 101-105,
Subtask 22-70-00-710-062
B. On the center pedestal, on the A/C STATUS page of the MCDU1(2) do a check
of:
- the active data base of the FMGC, in which you put the data, for
correct dates and serial numbers shown (it is necessary to open the
circuit breaker of the opposite FMGC).
5. Close-up
________
Subtask 22-70-00-865-112
breaker(s):
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Subtask 22-70-00-862-077

002).

EFF :

001-049, 051-061, 101-105, 22-70-00

Page 328
Nov 01/07
R
CES
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
TASK 22-70-00-610-008-A
Uploading of the FM Data
_______
1. __________________
Reason for the Job
To upload the FM Data with the Multipurpose Disk Drive Unit (MDDU).
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-70-00-610-008 Uploading of the FM Data

22-70-00-610-009 Crossloading of the FM Data
External Power
3. __________
Job Set-up
Subtask 22-70-00-941-050
A. If the MDDU is not available, you can upload the FM data with the
Portable Data Loader (PDL) (Ref. TASK 22-70-00-610-008).
Subtask 22-70-00-861-071
B. Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002).
Subtask 22-70-00-860-109
C. Make sure that the aircraft is in the ground configuration.

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 329
Feb 01/10

CES
Subtask 22-70-00-865-116
D. Make sure that this(these) circuit breaker(s) is(are) closed:
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
121VU DATA/LOADER/SPLY 3TD J16
121VU DLS&/DLRB/SPLY 5TD J15
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
Subtask 22-70-00-280-068
E. Check of the P/N reference of the element(s) (pre-loaded in the related

FMGC) on the applicable P/N STATUS page(s) on the MCDU (use the line
select key to the NEXT PAGE or PREV PAGE indication).
NOTE : You must do this check because if the elements that you can load
____
are not correct, the FMGC will not accept the loading.
On the applicable P/N STATUS page, make sure that these elements
are in the FMGC:
- The FM operational software with the FMS Operational Program
Disk (1CAMD3)
(Page 2: FMS SOFTWARE)
- The Navigation Data Base with the Active Nav Data Base disk
(Navigation Data Base will change every 28 days cycle)
(Page 3: NAV DATA BASE)
- The AMI file with the applicable disk
(Page 4: FM AIRLINE CONFIG (AMI))
- The OPC file with the FMS Option Configuration Disk (1CAMD1)
(Page 5: FM OPTIONS CONFIG (OPC))
- The Performance Data Base with the FMS Performance Data Base
Disk (1CAMD2)
(Page 6: PERF DATA BASE).
NOTE : When the FM operational software is loaded, these databases are

____
erased:
- the Navigation Data Base
- the AMI file
- the OPC file

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 330
Feb 01/10

CES
- the Performance Data Base.
You must reload them after the FM operational sofware loading.
NOTE : You can do the crossloading of all the elements (FM1 TO FM2 on
____
MCDU1 or FM2 TO FM1 on MCDU2), on the related P/N STATUS page
(Ref. TASK 22-70-00-610-009).
(1) Do the check of the reference of the elements
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU:
- Adjust the display brightness
with the BRT control
- Push the DATA mode key.

- Push the line key adjacent to - The A/C STATUS page comes into view.
3. On the A/C STATUS page: On the MCDU:

- Push the line key adjacent to - The P/N STATUS page comes into view.
the SOFTWARE STATUS/XLOAD
indication.
4. Before you do the uploading

procedure, on the P/N STATUS
page:
- Read the P/N reference of the
element that you can load
- Make sure that this P/N
reference is not the same as
the P/N reference on the disk.
Otherwise the uploading is not
necessary.

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 331
Feb 01/08

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-70-00-280-068-A
E. Check of the P/N reference of the element(s) (pre-loaded in the related

____
are in the FMGC:
Disk (1CAMD3)
NOTE : If the FMS software is not compatible with the FG software, the
____
INCOMPATIBLE message is displayed on the MCDU screen.
- The Navigation Data Base with the Active Nav Data Base disk (Navigation
Data Base will change every 28 days cycle)
- The Performance Data Base with the FMS Performance Data Base Disk
(1CAMD2)
- The Magnetic Variation Data Base with the applicable disk (1CAMD4)
(Page 7: MAG VAR DATA BASE).

____
erased:
- the AMI file
- the OPC file
- the Performance Data Base
- the Magnetic Variation Data Base.
If you push the MCDU FM mode key, the MCDU scratchpad will show
the NOT ALLOWED message:
- until the elements are reloaded, or
- if the FM software is not compatible with the FG software.

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 332
Feb 01/10

CES
____
(Ref. TASK 22-70-00-610-009).
(1) Do the check of the reference of the elements.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU:


indication.

page:
necessary.

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 333
Feb 01/10

CES
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
4. Procedure
_________
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
Subtask 22-70-00-970-068-B
A. Uploading of the FMGC
NOTE : When the uploading of the FMGC is completed, you can use the XLOAD
____
function to load the other FMGC (Ref. TASK 22-70-00-610-009).
NOTE : The uploading time for one full disk is twelve minutes
____
approximately.
NOTE : After the uploading operations, you must do a check of the

____
reference of the data loaded in the FMGC, on the MCDU.
NOTE : The uploading procedure that follows is for the FMGC1. For the
____
FMGC2 procedure which is the same, refer to the data in
parentheses.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- Set the ON/OFF switch to ON. - DB/N

PUSH NEXT/PREV
On the MDDU:
shown.
2. On the overhead panel:

- Open the circuit breakers 10CA1
and 10CA2.

Selector:

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 334
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the PREV or NEXT key until - FMGC1(2)
FMGC that you can load indication is shown
- Push the SEL CTL key. - FMGC1(2)

SELECTED
4. Use the applicable disk(s) from

the disk storage box.
5. On the MDDU: On the MDDU:

- Put the disk into the disk - The READY indication comes into view
comes into view.
6. On the overhead panel: On the MDDU:

- Close the circuit breaker 10CA1 - The READY indication comes into view
(10CA2). - Then, the WAIT RESPONSE indication
comes into view
- the BUS n :xxxxxxx indication is
shown after the FMGC safety test.

____
to 8) in transfer.
xxxxxx is the number of
remaining bytes.
The uploading is completed only
when TRANSF COMPLETE indication
is shown.
NOTE : If more than one disk is

____
necessary for the uploading, the
EJECT DISK and INSERT NEXT DISK
indications show one after the
other. They tell the operator to
put a new disk into the MDDU.
- When all the disks are loaded in the

FMGC, the TRANSF COMPLETE indication
comes into view.

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 335
Feb 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Eject the disk from the disk - The < < MDDU READY > > indication
drive. comes into view.


NOT SELECTED

10. Open (for more than 15 seconds)

the circuit breaker 10CA1
(10CA2).
11. On the MCDU1(2):

- Push the MCDU MENU key.

and 10CA2, and wait for FMGC
safety test.
**ON A/C 201-203,
Subtask 22-70-00-970-068
NOTE : This procedure is for FMGC1. For the FMGC2, which is identical,
____
use the indications between the parentheses.
____

R

EFF : 106-149, 151-199, 201-203, 211-233,
236-238, 301-304, 401-499,
22-70-00

Page 336
Feb 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU1(2):
- Turn the BRT knob to adjust the
brightness.

PUSH NEXT/PREV

shown.

- push the PREV or NEXT key until - FMGC1(2)
FMGC that you can load, indication is shown,
- push the SEL CTL key. - FMGC1(2)

SELECTED

and 10CA2.
5. Put the navigation data base disk On the multipurpose disk drive unit:
into the disk drive of the MDDU. - the READY indication is shown,
- then, the WAIT RESPONSE indication is
shown.
6. Close the circuit breaker On the multipurpose disk drive unit:

10CA1(2). - the TRANS IN PROG indication is shown
after the FMGC safety test,
computer (a time duration of 25
minutes can be necessary), the TRANSF
COMPLETE indication is shown.
NOTE : If DISK ERROR is shown at the

____
beginning of the loading, eject
and put again the disk into the

R

EFF :

201-203, 22-70-00

Page 337
Aug 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
MDDU. Do not do steps 4, 5 and 6
again.
If READY and WAIT RESPONSE
indications are shown at the end
of the loading, eject the disk.
Do step 7 and do not do step 8.

NOT SELECTED
8. Eject the disk from the disk On the multipurpose disk drive unit:
drive. - the < < MDDU READY > > indication is
shown.

10. Open the circuit breaker

10CA1(2) for more than 15
seconds.


safety test.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-70-00-970-068-C
____
NOTE : The uploading time for one full disk is ten minutes approximately.
____

R

EFF : 201-203, 234-235, 239-249, 251-299,
305-399, 501-509, 511-526, 528-599,
22-70-00

Page 338
Feb 01/10

CES
____
____
parentheses.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

- Set the ON/OFF switch to ON. - DB/N

PUSH NEXT/PREV
On the MDDU:
shown.

- Open the circuit breakers 10CA1
and 10CA2.

Selector:
- Push the PREV or NEXT key until - FMGC1(2)

FMGC that you can load indication is shown

SELECTED


- Put the disk into the disk - The READY indication comes into view
comes into view.
6. On the overhead panel: On the MDDU:

- Close the circuit breaker 10CA1 - The READY indication comes into view

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 339
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
comes into view
- the BUS n :xxxxxxx indication is
shown after the FMGC safety test.

____
to 8) in transfer.
xxxxxx is the number of
remaining bytes.
The uploading is completed only
when TRANSF COMPLETE indication
is shown.
NOTE : If more than one disk is

____
necessary for the uploading, the
EJECT DISK and INSERT NEXT DISK
indications show one after the
other. They tell the operator to
put a new disk into the MDDU.

comes into view.

- Eject the disk from the disk - The < < MDDU READY > > indication
drive. comes into view.


NOT SELECTED

10. Open (for more than 15 seconds)

the circuit breaker 10CA1
(10CA2).

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 340
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

safety test.
**ON A/C 201-210,
Post SB 31-1130 For A/C 201-203,
Subtask 22-70-00-970-068-A
NOTE : This procedure is for FMGC1. For the FMGC2, which is identical,
____
use the indications between the parentheses.
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU1(2):
- Turn the BRT knob to adjust the
brightness.

PUSH NEXT/PREV

shown.


R

EFF : 201-210, 234-235, 239-249, 251-299,
305-399, 501-509, 511-526, 528-599,
22-70-00

Page 341
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- push the PREV or NEXT key until - FMGC1(2)
FMGC that you can load, indication is shown,

SELECTED

and 10CA2.
5. Put the navigation data base disk On the multipurpose disk drive unit:
into the disk drive of the MDDU. - the READY indication is shown,
- then, the WAIT RESPONSE indication is
shown.
6. Close the circuit breaker On the multipurpose disk drive unit:

10CA1(2). - the BUS n: xxxxxxx indication is
shown after the FMGC safety test,
computer (a time duration of 25
minutes can be necessary), the TRANS
IN PROG then TRANSF COMPLETE
NOTE : The n indication is the number

____
of the bus in transfer comprised
between 1 to 8.
The xxxxxxx indication is the
number of remaining bytes to be
transfered.
NOTE : If DISK ERROR is shown at the

____
beginning of the loading, eject
and put again the disk into the
MDDU. Do not do steps 4, 5 and 6
again.
If READY and WAIT RESPONSE
indications are shown at the end
of the loading, eject the disk.
Do step 7 and do not do step 8.


R

EFF :

201-210, 22-70-00

Page 342
Aug 01/06

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
NOT SELECTED
8. Eject the disk from the disk On the multipurpose disk drive unit:
drive. - the < < MDDU READY > > indication is
shown.

10. Open the circuit breaker

10CA1(2) for more than 15
seconds.


safety test.
R **ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
Subtask 22-70-00-280-069-A
B. Do a check of the reference of the software loaded in the FMGC, on the

MCDU:
(1) Make sure that the P/N XLOAD 1/6 page is shown on the MCDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU MENU page: The A/C STATUS page comes into view.
- Push the LSK adjacent to the
FMGC indication.
2. On the A/C STATUS page: The P/N STATUS page comes into view.
SOFTWARE STATUS/XLOAD
indication.

R

EFF : 106-149, 151-199, 201-233, 236-238,
301-304, 401-499,
22-70-00

Page 343
Feb 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
3. On the P/N STATUS page: On the MCDU:
- Get the page related to the - Make sure that the reference (P/N)
loaded element (use the line shown is the same as the reference on
select key adjacent to the NEXT the disk(s).
PAGE or PREV PAGE indication).
4. Do the AFS test (Ref. TASK 22-96-

00-710-001), only after a FMS
SOFTWARE uploading.
**ON A/C 201-210,
Subtask 22-70-00-280-069
B. Check of the Active Data Base of the loaded FMGC (use the corresponding
MCDU).
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU1(2):
- push the MCDU MENU mode key. The MCDU MENU page comes into view
2. Push the line key adjacent to the The FM page comes into view
FMGC indication.
3. Push the DATA mode key. The DATA INDEX page comes into view.
4. Push the line key adjacent to the The A/C status page comes into view.
A/C STATUS indication.
5. Make sure that the ACTIVE DATA

BASE is correct for dates shown
and that the reference is the
same as the DB/N reference read
on the disk for the loaded FMGC.

R

EFF : 106-149, 151-199, 201-233, 236-238,
301-304, 401-499,
22-70-00

Page 344
Feb 01/08

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-70-00-280-069-B

MCDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
FMGC indication.
2. On the A/C STATUS page: The P/N STATUS page comes into view.
indication.

4. Do the AFS test (Ref. TASK 22-96-

00-710-001), only after a FMS
SOFTWARE uploading.

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 345
Feb 01/10

CES
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
5. Close-up
________
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Subtask 22-70-00-860-110-A
(1) On the MCDU, push the MCDU MENU key to get the MCDU MENU page.
(2) Put the disk in the storage box.
**ON A/C 201-210,
Subtask 22-70-00-860-110
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Subtask 22-70-00-862-079

002).

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 346
Feb 01/10

CES
TASK 22-70-00-610-008-C01
_______
1. __________________
Reason for the Job
To upload the FM DATA with the Portable Data Loader (PDL) (SFIM or
equivalent).
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R 22-96-00-710-001 Operational Test of the AFS
External Power
31-38-22-000-001 Removal of the MDDU (1TD)
31-38-22-400-001 Installation of the MDDU (1TD)
3. __________
Job Set-up
Subtask 22-70-00-941-051
A. If the MDDU is available, you can upload the FM data with the
Multipurpose Disk Drive Unit (MDDU) (Ref. TASK 22-70-00-610-008).

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 347
Feb 01/10

CES
Subtask 22-70-00-861-075

(Ref. TASK 24-41-00-861-002).
Subtask 22-70-00-865-128
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
Subtask 22-70-00-280-074
D. Check of the P/N reference of the element(s) (pre-loaded in the related

____
are in the FMGC:
Disk (1CAMD3)
Disk (1CAMD2)

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 348
Feb 01/10

CES
____
erased:
- the AMI file
- the OPC file
- the Performance Data Base.
You must reload them after the FM operational sofware loading.
____
(Ref. TASK 22-70-00-610-009).
(1) Do the check of the reference of the elements
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU:


indication.

page:
necessary.

R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 349
Feb 01/08

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-70-00-280-074-A
D. Check of the P/N reference of the element(s) (pre-loaded in the related

____
are in the FMGC:
Disk (1CAMD3)
NOTE : If the FMS software is not compatible with the FG software, the
____
INCOMPATIBLE message is displayed on the MCDU screen.
- The Navigation Data Base with the Active Nav Data Base disk (Navigation
Data Base will change every 28 days cycle)
- The Performance Data Base with the FMS Performance Data Base Disk
(1CAMD2)
- The Magnetic Variation Data Base with the applicable disk (1CAMD4)

____
erased:
- the AMI file
- the OPC file
- the Performance Data Base
- the Magnetic Variation Data Base.
If you push the MCDU FM mode key, the MCDU scratchpad will show
the NOT ALLOWED message:
- until the elements are reloaded, or
- if the FM software is not compatible with the FG software.

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 350
Feb 01/10

CES
____
(Ref. TASK 22-70-00-610-009).
(1) Do the check of the reference of the elements.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU:


indication.

page:
necessary.

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-70-00

Page 351
Feb 01/10

CES
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
4. Procedure
_________
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Subtask 22-70-00-970-072-A
____
parentheses.
____
NOTE : The uploading time for one full disk is twelve minutes
____
approximately.

____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):
- Adjust the brightness with the
BRT control.
2. Open the circuits breakers 10CA1, The displays of the MCDU1 and 2 go

(YV68A110):
- Set the ON/OFF switch to OFF

- Remove the MDDU (Ref. TASK 31-
38-22-000-001).

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 352
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
the connector.

- Close the circuit breaker 11CA1
(11CA2).
6. On the Portable Data Loader:


8. On the Portable Data Loader: On the Portable Data Loader:

- Put the disk into the disk - The READY indication comes into view.
comes into view.
9. On the overhead panel: On the Portable Data Loader:

- Close the circuit breaker 10CA1 - The READY indication comes into view.
comes into view.
comes into view.

- Eject the disk from the disk
drive.
11. Open the circuits breakers 10CA1

(10CA2) and 11CA1 (11CA2).

- Install the MDDU (Ref. TASK
31-38-22-400-001).

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 353
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Disconnect the connecting
cable connector.
14. Close the circuits breakers

10CA1, 10CA2, 11CA1 and 11CA2,
and wait for FMGC safety test.
**ON A/C 201-210,
Subtask 22-70-00-970-072
____
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):

(YV68A110):

- Remove the MDDU (Ref. TASK 31-
38-22-000-001).
the connector.

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 354
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
(11CA2).
6. On the PORTABLE DATA LOADER:

7. Put the disk into the disk drive. On the PORTABLE DATA LOADER:
- The READY indication comes into view.
comes into view.
8. Close the circuit breaker 10CA1 On the PORTABLE DATA LOADER:

comes into view. on.
9. On the PORTABLE DATA LOADER:

drive.

(10CA2) and 11CA1 (11CA2).

- Install the MDDU (Ref. TASK
31-38-22-400-001).

10CA1, 10CA2, 11CA1, 11CA2 and
wait 1 minute.
R 13. On the center pedestal, on the on the MCDU 1(2):

MCDU 1(2):
- Push the MCDU MENU mode key. The MCDU MENU page comes into view.

EFF :

201-210, 22-70-00

Page 355
Nov 01/07

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the line key adjacent to An FM page comes into view.
- Push the DATA mode key. The DATA INDEX page comes into view.
- Push the line key adjacent to The A/C STATUS page comes into view.
R **ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
Subtask 22-70-00-280-075

MCDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
FMGC indication.
2. On the A/C STATUS page: The P/N STATUS page comes into view


R

EFF : 106-149, 151-199, 201-233, 236-238,
301-304, 401-499,
22-70-00

Page 356
Feb 01/08

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-70-00-280-075-A

MCDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
FMGC indication.

R 4. Do the operational test of the

R AFS (Ref. TASK 22-96-00-710-001),
R only after a FMS SOFTWARE
R uploading.
**ON A/C 201-210,
Subtask 22-70-00-710-064
C. On the center pedestal, on the A/C STATUS page of the MCDU1(2) do a check
of:

R

EFF : 201-210, 234-235, 239-249, 251-299,
305-399, 501-509, 511-526, 528-599,
22-70-00

Page 357
Feb 01/10

CES
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
5. Close-up
________
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Subtask 22-70-00-860-121
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Subtask 22-70-00-862-083

002).

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 358
Feb 01/10

CES
**ON A/C 062-099,
TASK 22-70-00-610-008-B
_______
1. __________________
Reason for the Job
To upload the FM DATA with the Portable Data Loader (PDL) (SFIM or
equivalent).
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-70-00-861-072

(Ref. TASK 24-41-00-861-002).
R (2) Make sure that the aircraft is in the ground configuration.

EFF :

062-099, 22-70-00

Page 359
Aug 01/09

CES
Subtask 22-70-00-865-119
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-70-00-970-069
____
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):
R 2. Open the circuit breakers 10CA1, The displays of the MCDU1 and 2 go
R 10CA2, 11CA1 and 11CA2. blank.

(YV68A110):

plate.

EFF :

062-099, 22-70-00

Page 360
Nov 01/07

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

(11CA2).

7. Put the disk into the disk drive. On the Portable Data Loader:
- The READY indication comes into view.
comes into view.
8. Close the circuit breaker 10CA1 On the Portable Data Loader:

comes into view.

drive.

(10CA2) and 11CA1 (11CA2).

plate.

10CA1, 10CA2, 11CA1, 11CA2 and
wait 1 minute.
R 13. On the center pedestal, on the on the MCDU1(2):

MCDU1(2):

EFF :

062-099, 22-70-00

Page 361
Nov 01/07

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the line key adjacent to An FM page comes into view.

Subtask 22-70-00-710-063
B. On the center pedestal, on the A/C STATUS page of the MCDU1(2) do a check
of:
5. Close-up
________
Subtask 22-70-00-862-080

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

EFF :

062-099, 22-70-00

Page 362
Nov 01/07
R
CES
R **ON A/C 051-099, 106-149, 151-199, 201-249, 251-299, 301-399, 401-499,
R 501-509, 511-526, 528-599,
TASK 22-70-00-610-009
Crossloading of the FM Data
_______
1. __________________
Reason for the Job
To crossload the FM Data of one FMGC into the other one.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-70-00-860-115

(Ref. TASK 24-41-00-861-002).
(3) On the MCDUs 1 and 2, set the BRT knob to the middle position.

R

EFF : 051-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-70-00

Page 363
Feb 01/10
528-599,
CES
4. Procedure
_________
**ON A/C 051-099, 201-210,
Subtask 22-70-00-970-071
A. Procedure of the Crossloading of the FMGC Data Base
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDUs 1 and 2:
- Push the line key adjacent to The FM page comes into view with the
the FMGC indication. INDEPENDENT OPERATION indication in the
scratchpad.
- Push the line key adjacent to The A/C status page comes into view.
Compare the two MCDUs:

- Make sure that the data base numbers
of the ACTIVE DATA BASE are not the
same
- Make sure that the ACTIVATE CROSSLOAD
2. Use the MCDU related to the side

from which you want to transmit
the data base.
On this MCDU:
- Push the line key adjacent to The CONFIRM CROSSLOAD indication

the ACTIVATE CROSSLOAD replaces the ACTIVATE CROSSLOAD
indication. indication.
- Push the line key adjacent to On the two MCDUs, a new page comes into
the CONFIRM CROSSLOAD view with the NAV DATA BASE CROSSLOAD
indication. IN PROCESS indication (plus the
PERCENTAGE COMPLETE indication).

R

EFF : 051-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-70-00

Page 364
Feb 01/10
528-599,
CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
When the loading is completed:
- The two MCDUs go back to the A/C
status page with the CROSSLOAD
COMPLETED indication in the
scratchpad.
3. When the loading is completed,

for both FMGC:
- Open the circuit breaker 10CA1
and 10CA2, for more than 15
seconds.
4. Close the two circuit breakers

10CA1 and 10CA2.
5. On the MCDUs 1 and 2:
- Push the line key adjacent to The DATA INDEX page comes into view.
the RETURN indication.
R - Push the line key adjacent to Compare the two MCDUs:

R the A/C STATUS indication. - Make sure that the dates and the data
base numbers of the ACTIVE DATA BASE
are the same
- Make sure that the ACTIVATE CROSSLOAD
indication does not come into view.
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Subtask 22-70-00-970-071-A
A. Procedure of the Crossloading of the FMGC Data Base
NOTE : When you do the crossloading procedure:

____
- Of one element that you can load (e.g. Navigation Data Base),
use the related P/N STATUS page (e.g. page No.3 for the
crossloading of the Navigation Data Base) on the MCDU1 to load
the FM2, or on the MCDU2 to load the FM1.
- Of the total elements that you can load, use the P/N XLOAD page
No. 1 on the MCDU1 to load the FM2 (FMS2 UPDATE indication), or
on the MCDU2 to load the FM1 (FM1 UPDATE indication). Only the
different elements are crossloaded.

R

EFF : 051-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-70-00

Page 365
Feb 01/10
528-599,
CES
NOTE : On the MCDU 1 and 2, the INDEPENDENT OPERATION indications are
____
shown in the scratchpad.
Use the MCDU related to the side from which you will do the
crossloading.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On this MCDU: On this MCDU:
- Make sure that the FMS1 and the

FMS2 have different P/Ns
- Push the line key adjacent to - The ACCEPTING XLOAD indication comes
the START XLOAD indication into view
- Push the line key adjacent to - The XLOAD IN PROCESS indication and
the CONFIRM indication. the REMAINING time indication come
into view together.
2. When the loading is completed,

for both FMGC:
- Open the circuit breaker 10CA1
and 10CA2, for more than 15
seconds.
3. Close the applicable circuit

breaker 10CA1 and 10CA2.
4. When the safety test of this FMGC

is completed, on the MCDU 1 and
2, make sure that:
- The INDEPENDENT OPERATION
indications are not shown in
the scratchpad.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 366
Feb 01/10

CES
R **ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
Subtask 22-70-00-280-073

MCDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
FMGC indication.


R

EFF : 106-149, 151-199, 211-233, 236-238,
301-304, 401-499,
22-70-00

Page 367
Feb 01/08

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-70-00-280-073-A

MCDU:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
FMGC indication.

R **ON A/C 051-099, 106-149, 151-199, 201-249, 251-299, 301-399, 401-499,

R 501-509, 511-526, 528-599,
5. Close-up
________
**ON A/C 051-099, 201-210,
Subtask 22-70-00-860-116
(1) On the keyboard of the MCDUs, push the MCDU MENU mode key to get the
MCDU MENU page.
(2) On the MCDUs, set the BRT knob to OFF.

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

R

EFF : 051-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-70-00

Page 368
Feb 01/10
528-599,
CES
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
Subtask 22-70-00-860-116-A

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

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-70-00

Page 369
Feb 01/10

CES
FLIGHT MANAGEMENT SYSTEM (FMS) - ADJUSTMENT/TEST
________________________________________________
TASK 22-70-00-710-001
Operational Test of the Multipurpose Control and Display Unit (MCDU)
_______
1. __________________
Reason for the Job
To make sure that the MCDU operates correctly.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-70-00-860-054

(Ref. TASK 24-41-00-861-002).
Subtask 22-70-00-865-052
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

ALL 22-70-00

Page 501
Feb 01/98

CES
4. Procedure
_________
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-233, 236-238, 301-304,

R 401-403,
Subtask 22-70-00-710-051
A. Operational Test of the Multipurpose Control and Display Unit (MCDU)
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1 (2):
- Turn the BRT knob to make the Make sure that the CRT becomes brighter
light more or less bright. or less bright.
- Make sure that the MCDU MENU

page is in view (If not, push
the MCDU MENU mode key).
2. On the overhead panel 25VU, set On the center pedestal, on the MCDU1
the ANN LT switch to TEST. (2), the MCDU MENU, FMGC and FAIL
annunciators come on.
3. Set the ANN LT switch to BRT. The annunciators go off.

MCDU1 (2):

EFF :

ALL 22-70-00

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Feb 01/08

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 404-499, 501-509, 511-526,
R 528-599,
Subtask 22-70-00-710-051-A
A. Operational Test of the Multipurpose Control and Display Unit (MCDU)
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center pedestal, on the Make sure that the RDY top annunciator
MCDU1 (2): is on.
- Push the BRT key to make the Make sure that the screen becomes
light more. brighter.
- Push the DIM key to make the Make sure that the screen becomes less
less bright. bright.
- Make sure that the MCDU MENU

page is in view (If not, push
the MCDU MENU mode key).
- Maintain the DIM key pushed. The MCDU SWITCHING OFF (RELEASE DIM
KEY) indication is displayed on the
screen.
- Release the DIM key.

- Push the BRT key to switch on
and adjust the brightness.
2. On the overhead panel 25VU, set On the center pedestal, on the MCDU1
the ANN LT switch to TEST. (2), the MCDU MENU, FM and FAIL side
annunciators and FM1, IND, RDY, FM and
spare top annunciators come on.
3. Set the ANN LT switch to BRT. The annunciators go off.

MCDU1 (2):

R

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404-499, 501-509, 511-526, 528-599,
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CES
R **ON A/C ALL
5. Close-up
________
Subtask 22-70-00-862-051

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

EFF :

ALL 22-70-00

Page 504
Aug 01/06

CES
TASK 22-70-00-710-002
Operational Test of the Initialization of the Flight Plan
_______
1. __________________
Reason for the Job
To make sure that the entry of the flight plan, the alignment of the IRS,
and the display of the flight plan on the NDs are correct.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-70-00-860-055

(Ref. TASK 24-41-00-861-002).

EFF :

ALL 22-70-00

Page 505
Aug 01/06
R
CES
Subtask 22-70-00-865-053
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-233, 236-238, 301-304,

R 401-499,
Subtask 22-70-00-710-053
A. Operational Test of the Initialization of the Flight Plan
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):
- Set the brightness selector to
make the light more or less
bright.
2. On the overhead panel, on the

ADIRS CDU:
- Set the three OFF/NAV/ATT On the ADIRS CDU:

selector switches to NAV.
- The ON BAT indicator light comes on

for 5 seconds.
- The ALIGN legends come on.

EFF :

ALL 22-70-00

Page 506
Feb 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
On the PFDs, the ATT flag goes out of
view after 30 seconds.
On the upper ECAM DU, on the MEMO zone,

the IRS IN ALIGN > 7 MN indication
comes into view.
3. On the MCDU1 (2): On the MCDU1 (2):

If company routes are prestored
in your navigation data base:
- Push the INIT mode key. - The INIT A page comes into view.
- Enter a company route. - The number of the company route comes

into view on the bottom line of the
screen.
- Push the key adjacent to the CO - The company route number is shown
RTE indication. below the CO RTE indication,
- The origin / destination airports are
shown below the FROM/TO indication,
- The latitude and the longitude of the
aircraft position are shown below the
LAT and LONG indications.
- When the ALIGN IRS indication - The ALIGN IRS indication goes out of
comes into view, immediately view.
push the selection key of the
related line.

If no company routes are
prestored in your navigation data
base:
- Enter an origin / destination - The origin / destination airports

airports. comes into view on the bottom line of
the screen.
- Push the key adjacent to the - A FROM/TO page (corresponding to the

FROM/TO indication. airports origin / destination
entered) comes into view.
- Push the key adjacent to the - The INIT page comes into view,

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Page 507
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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
RETURN indication. - The company route number is shown
below the CO RTE indication,
- The latitude and the longitude of the
- When the ALIGN IRS indication - On the MCDU1 (2), the ALIGN IRS
comes into view, immediately indication goes out of view.
related line.
5. On the overhead panel, on the On the ADIRS CDU, make sure that the
ADIRS CDU: coordinates are the same as those on
- Set the DATA DISPLAY selector the MCDU1 (2).
switch to P-POS,
- Set the SYS DISPLAY selector
switch to the 1, 2 and 3
position (one after the other).
After 5 minutes approx., on the NDs:

- The HDG flag goes out of view.
- The compass rose is available.
After 10 minutes approx., on the ADIRS

CDU, the three ALIGN indicator lights
go off.
On the upper ECAM DU, the IRS IN ALIGN

indication goes out of view.
6. On the center pedestal, on the On the MCDU1 (2), the F.PLN page comes
MCDU1 (2), push the F.PLN mode into view.
key.
7. On the glareshield, on the On the ND1 (2):

Captain (First Officer) FCU:
- Set the PLAN mode and a range - The PLAN mode comes into view and
of 320 NM. shows the flight plan you set.
8. On the center pedestal, on the On the ND1 (2), the flight plan moves
MCDU1 (2), use the vertical up and down.

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Feb 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
arrows to move the flight plan, The waypoint in the center of the
up and down. screen is the point which is shown on
the second line of the MCDU.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-70-00-710-053-A
A. Operational Test of the Initialization of the Flight Plan
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1(2):
- Set the brightness selector to
make the light more or less
bright.
2. On the overhead panel, on the

ADIRS CDU:
- Set the three OFF/NAV/ATT On the ADIRS CDU:

selector switches to NAV.
- The ON BAT indicator light comes on

for 5 seconds.
- The ALIGN legends come on.
On the PFDs, the ATT flag goes out of

view after 30 seconds.
On the upper ECAM DU, on the MEMO zone,

the IRS IN ALIGN > 7 MN indication
comes into view.

If company routes are prestored
in your navigation data base:

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511-526, 528-599,
CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the INIT mode key. - The INIT A page comes into view.
- Enter a company route. - The number of the company route comes

into view on the bottom line of the
screen.
- Push the key adjacent to the CO - The company route number is shown
RTE indication. below the CO RTE indication,
- Push the key adjacent to the - The IRS INIT page comes into view
IRS INIT indication - The latitude and the longitude of the
- When the ALIGN IRS indication - The ALIGN IRS indication goes out of
comes into view, immediately view.
related line.

If no company routes are
prestored in your navigation data
base:
- Enter an origin / destination - The origin / destination airports

airports. comes into view on the bottom line of
the screen.
- Push the key adjacent to the - A FROM/TO page (corresponding to the

FROM/TO indication. airports origin / destination
entered) comes into view.
- Push the key adjacent to the - The INIT page comes into view,
RETURN indication. - The company route number is shown
below the CO RTE indication,
- Push the key adjacent to the - The IRS INIT page comes into view
IRS INIT indication - The latitude and the longitude of the

R

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501-509, 511-526, 528-599,
22-70-00

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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- When the ALIGN IRS indication - On the MCDU1 (2), the ALIGN IRS
comes into view, immediately indication goes out of view.
related line.
5. On the overhead panel, on the On the ADIRS CDU, make sure that the
ADIRS CDU: coordinates are the same as those on
- Set the DATA DISPLAY selector the MCDU1 (2).
switch to P-POS,
- Set the SYS DISPLAY selector
switch to the 1, 2 and 3
position (one after the other).
After 5 minutes approx., on the NDs:

- The HDG flag goes out of view.
- The compass rose is available.
After 10 minutes approx., on the ADIRS

CDU, the three ALIGN indicator lights
go off.
On the upper ECAM DU, the IRS IN ALIGN

indication goes out of view.
6. On the center pedestal, on the On the MCDU1 (2), the F.PLN page comes
MCDU1 (2), push the F.PLN mode into view.
key.
7. On the glareshield, on the On the ND1 (2):

Captain (First Officer) FCU:
- Set the PLAN mode and a range - The PLAN mode comes into view and
of 320 NM. shows the flight plan you set.
8. On the center pedestal, on the On the ND1 (2), the flight plan moves
MCDU1 (2), use the vertical up and down.
arrows to move the flight plan, The waypoint in the center of the
up and down. screen is the point which is shown on
the second line of the MCDU.

R

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CES
R **ON A/C ALL
5. Close-up
________
Subtask 22-70-00-860-056
(1) On the ADIRS CDU, set the three OFF/NAV/ATT selector switches to OFF.

002).

EFF :

ALL 22-70-00

Page 512
Aug 01/06

CES
TASK 22-70-00-710-003
Operational Test of the Automatic Switching of the MCDUs
_______
1. __________________
Reason for the Job
To make sure that the automatic switching of the MCDUs occurs correctly when
one FMGC does not operate.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
3. __________
Job Set-up
Subtask 22-70-00-860-057

(Ref. TASK 24-41-00-861-002).
Subtask 22-70-00-865-055
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

ALL 22-70-00

Page 513
Aug 01/06

CES
4. Procedure
_________
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-233, 236-238, 301-304,

R 401-403,
Subtask 22-70-00-710-055
A. Operational Test of the Automatic Switching of the MCDUs
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the center pedestal:

- On the MCDU1 and the MCDU2,
turn the BRT knobs to make the
light more or less bright.
- On the MCDU1 and the MCDU2, The MCDU MENU page comes into view.
push the MCDU MENU mode key.
- On the MCDU1 and the MCDU2, On the two MCDUs, a FM page comes into
push the line key adjacent to view.
- On the MCDU1(2), push the INIT On the MCDU1(2), the INIT page comes
mode key. into view.
- On the MCDU2(1), push the DATA On the MCDU2(1), the DATA INDEX page
mode key. comes into view.
- On the MCDU2(1), push the line On the MCDU2(1), the A/C STATUS page
key adjacent to the A/C STATUS comes into view.
indication.
2. Open the circuit breaker On the MCDU1(2), the SUBSYSTEM page

10CA1(2). comes into view (with the FMGC TIME OUT
and PRESS MCDU MENU KEY indications in
view).

MCDU1(2)

EFF :

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Page 514
Feb 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- Push the line key adjacent to On the MCDU1(2), the INIT page comes
the FMGC indication. into view (with the OPP FMGC IN PROCESS
- Push the CLR function key. On the MCDU1(2), the OPP FMGC IN
PROCESS indication goes out of view.
4. Close the circuit breaker On the MCDU1(2), the SUBSYSTEM page

10CA1(2). comes into view after some minutes
(with the FMGC TIME OUT and PRESS MCDU
MENU KEY indications in view).
5. On the center pedestal, on the On the two MCDUs, the A/C STATUS pages
MCDU1(2), push the MCDU MENU mode come into view.
key. The PLEASE WAIT indications come into
view.
After the resynchronization time, the
PLEASE WAIT indications go out of view.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 404-499, 501-509, 511-526,

R 528-599,
Subtask 22-70-00-710-055-A
A. Operational Test of the Automatic Switching of the MCDUs
____
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------

MCDU1 and the MCDU2,
with the BRT and DIM keys.
- On the MCDU1 and the MCDU2, The MCDU MENU page comes into view.
push the MCDU MENU mode key.
- On the MCDU1 and the MCDU2, On the two MCDUs, a FM page comes into
push the line key adjacent to view.

R

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Feb 01/10
511-526, 528-599,
CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- On the MCDU1(2), push the INIT On the MCDU1(2), the INIT page comes
mode key. into view.
- On the MCDU2(1), push the DATA On the MCDU2(1), the DATA INDEX page
mode key. comes into view.
- On the MCDU2(1), push the line On the MCDU2(1), the A/C STATUS page
key adjacent to the A/C STATUS comes into view.
indication.
2. Open the circuit breaker On the MCDU1(2), the SUBSYSTEM page

10CA1(2). comes into view (with the FMGC TIME OUT
and PRESS MCDU MENU KEY indications in
view).

MCDU1(2)
- Push the line key adjacent to On the MCDU1(2), the INIT page comes
the FMGC indication. into view (with the OPP FMGC IN PROCESS
- Push the CLR function key. On the MCDU1(2), the OPP FMGC IN
PROCESS indication goes out of view.
4. Close the circuit breaker On the MCDU1(2), the SUBSYSTEM page

10CA1(2). comes into view after some minutes
(with the FMGC TIME OUT and PRESS MCDU
MENU KEY indications in view).
5. On the center pedestal, on the On the two MCDUs, the A/C STATUS pages
MCDU1(2), push the MCDU MENU mode come into view.
key. The PLEASE WAIT indications come into
view.
After the resynchronization time, the
PLEASE WAIT indications go out of view.

R

EFF : 234-235, 239-249, 251-299, 305-399,
404-499, 501-509, 511-526, 528-599,
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CES
R **ON A/C ALL
5. Close-up
________
Subtask 22-70-00-862-053

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

EFF :

ALL 22-70-00

Page 517
Aug 01/06

CES
R **ON A/C 240-249, 251-299, 313-399, 501-509, 511-526, 528-599,
TASK 22-70-00-710-004
Operational Test of the BACK-UP NAV Function
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-70-00-710-002 Operational Test of the Initialization of the Flight

Plan
3. __________
Job Set-up
Subtask 22-70-00-860-122
(1) Do the procedure of the flight plan entry (Ref. TASK 22-70-00-710-
002).
(2) Do the EIS start procedure (EWD DU, SD DU only) (Ref. TASK 31-60-00-
860-001).
(3) On the FCU, on the CAPTAIN and F/O EFIS control panels:
- Set the mode selector switches to ROSE NAV.
(4) On the overhead panel, on the ADIRS MSU:

- Set the three OFF/NAV/ATT selector switches to the NAV position.

R

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CES
4. Procedure
_________
Subtask 22-70-00-710-065
A. Operation Test of the BACK-UP NAV Function

This test is for the system 1. For the other system(s), use the
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU 1 (2): On the MCDU 1 (2):

- push the MCDU MENU mode key. - the MCDU MENU page comes into view.

- push the line key adjacent to - the B/UP F.PLN page comes into view.
the SELECT NAV B/UP indication. On the ND 1 (2):
- the lateral flight plan of the
back-up navigation function is shown
by a dotted line . It comes into view
with the BACK UP NAV indication.

- push the MCDU MENU mode key. - the MCDU MENU page comes into view.

- push the line key adjacent to - The MCDU menu stays into views
the DESELECT NAV B/UP - The DESELECT NAV B/UP prompt is
indication. changed into SELECT NAV B/UP.
On the ND 1 (2):
- the BACK-UP NAV indication goes out
of view and the active flight plan
comes into view.
5. Close-up
________
Subtask 22-70-00-860-123
(2) On the ADIRS MSU, set the OFF/NAV/ATT selector switches to OFF.

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

R

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511-526, 528-599,
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CES
FLIGHT PLAN/DATA BASE - DESCRIPTION AND OPERATION
_________________________________________________
1. _______
General
The Flight Management System may contain two different flight plans. The
first, called active flight plan, is used as a basis for primary display on
the MCDU and the ND, for deviation signal evaluations, radio navigation
autotuning, performance predictions, fuel planning and lateral and vertical
guidance when coupled to the autopilot.
The other is the secondary flight plan. It is used for display only. It can
be used to prepare a second departure procedure before takeoff, for routing
comparison, to prepare the next flight leg (laterally and performance wise).
Each flight plan is composed of the same elements (Ref. para. 2A):
- primary F-PLN (from origin to destination)
- alternate F-PLN (from primary destination to alternate destination).
After a long-term power interrupt on the ground (more than 4 s.), all
defined flight plans are deleted. At power-up, the A/C status page is
displayed (Ref. para. E), showing the aircraft model stored by the FMS as
well as the data base status. In order to initialize the system, the crew
must insert an active flight plan on the INIT page (Ref. para. 2B).
The revisions of the flight plan in the lateral dimensions are described in
para. C, while the revisions of the vertical flight plan are described in
para D.
Para. E deals with the navigation and the performance data bases. The
navigation data base contains all the elements used to define the various
elements of any F-PLN as well as the navigation aids in a region. The data
are provided by a data collector chosen by each airline, to the equipment
manufacturer, under the format defined in ARINC 424-6. The equipment
manufacturer formats these data in a format acceptable by the FMGC. In
addition to the customized nav data base, the crew may create up to 20 new
waypoints, 20 new navaids, 10 new runways and 3 new company routes. The nav
data base contains also up to 8 different fuel policies used for fuel
predictions so that up to 8 different airlines may use the same nav data
base. The performance data base contains all the data necessary for the
system to execute all the performance functions (optimum speeds, predictions
along the F-PLN, etc.).
The data for 3 different aerodynamic models and 6 different engines of the
same manufacturer may be stored in the performance data base.

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CES
2. __________________
System Description
A. Flight Plan Elements

(Ref. Fig. 001)
The definition of a flight plan consists in declaring both lateral and
vertical elements. The lateral elements are defined by the waypoints and
the legs between the waypoints.
The vertical elements are mainly defined by the constraints (altitude,
time, speed, FPA) at the waypoints, the various limits and predictions
along the F-PLN.
The pilot may view these elements of the flight plan in the sequence in
which they occur on the flight plan page.
The description of the fields is:
- Lines 1L through 5L : Waypoints and legs are displayed along the left
side of the page.
The label line contains the path defining the leg (airway, SID, STAR).
Adjacent to the leg is displayed the bearing (between FROM waypoint and
TO waypoint) or the track (between waypoints in lines 2 and 3).
Adjacent to the bearing or track is displayed in nautical miles the
distance between two successive waypoints (leg length generally).
Adjacent to the distance the flight path angle (FPA) may be displayed
if an entered terminal area procedure defines the FPA to be flown.
The data line contains the termination of the leg. The data in this
line may be in parentheses, indicating that the waypoint is a pseudo
waypoint.
Adjacent to the waypoint is displayed the predicted time at which the
aircraft passes the waypoint. On ground this is the elapsed time to the
waypoint and in flight, it indicates the predicted time (UTC) at the
waypoint.
Adjacent to the time are displayed the speed at which the aircraft
passes the waypoint in CAS or MACH, and the calculated altitude while
crossing the waypoint. It may be an altitude or a flight level.
- 6L : On this line following information is displayed:
. airport or runway ident
. estimated time of arrival
. distance to go to destination along the Flight Plan
. estimated fuel on board at destination.
(1) Lateral Flight Plan Elements
(a) Definitions
1
_ Lateral defining legs
The lateral defining legs that may appear on the MCDU are
contained in the following tables.
The following table describes the way the legs are coded on
the Flight plan pages.

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CES
Flight Plan in Cruise
Figure 001

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CES
(Ref. Fig. 002, 003, 004, 005)
FC and FD legs are coded in navigation data base but they are
computed as CF (Course to a Fix) legs for system calculations.
(b) Pseudo waypoints

Pseudo waypoints are in the flight plan for pilot reference only.
They do not cause any lateral path changes to the aircraft.
However, they signify when a vertical occurrence happens in
relation to the lateral flight plan. The following table contains
all the pseudo waypoints that may appear in the flight plan as
displayed on the MCDU. Other pseudo waypoints are displayed on
the Navigation Display; their logic and symbol are explained in
the EIS definition (Ref. 22-75-00). They are:
- Level pseudo waypoints
- Intercept pseudo waypoints
- Constrained pseudo waypoints
- Speed change pseudo waypoints.

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CES
Path and Terminator (Sheet 1/4)
Figure 002

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CES
Figure 003

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CES
Figure 004

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Config-1 Nov 01/05

CES
Figure 005

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CES
-------------------------------------------------------------------------------
| CDU | PSEUDO | DEFINITION |ACCESS|ACCESS | CLR |
| DISPLAY| WAYPOINT | |TO LAT|TO VERT| FUNCTION|
| | | | REV | REV |AVAILABLE|
|--------|----------|--------------------------------|------|-------|---------|
| (T/D) | Top of | Inserted into the flight plan | NO | NO | NO |
| | Descent | at the point where the FMGC | | | |
| | | calculates the A/C should | | | |
| | | start its descent. | | | |
|--------|----------|--------------------------------|------|-------|---------|
| (S/C) | Step | Inserted into the flight plan | NO | NO | YES |
| | Climb | at the point the step-climb | | | |
| | Point | will begin (if one has been | | | |
| | | inserted) - For a step at wpt, | | | |
| | | it is displayed on the line | | | |
| | | below that waypoint. | | | |
|--------|----------|--------------------------------|------|-------|---------|
| (S/D) | Step | Inserted into the flight plan | NO | NO | YES |
| | Descent | at the point the step-descent | | | |
| | point | will begin (if one has been | | | |
| | | inserted). For a step at wpt, | | | |
| | | it is displayed on the line | | | |
| | | below that waypoint. | | | |
|--------|----------|--------------------------------|------|-------|---------|
| (T/C) | Top of | Inserted into the flight plan | NO | NO | NO |
| | Climb | at the point where the FMC | | | |
| | | calculates the A/C will reach | | | |
| | | the cruise altitude or step | | | |
| | | altitude if there is a | | | |
| | | step-climb | | | |
|--------|----------|--------------------------------|------|-------|---------|
| (SPD) | | The speed and altitude are | | | |
| (LIM) | Speed | displayed as constraints on | NO | YES | YES |
| | limit | right half of the F-PLN page A.| | | |
| | | This is an altitude related | | | |
| | | speed limit associated with | | | |
| | | airspace the A/C is in. The | | | |
| | | speed limit is inserted into | | | |
| | | the flight plan at the point | | | |
| | | where the A/C will cross the | | | |
| | | speed limit altitude. | | | |
|--------|----------|--------------------------------|------|-------|---------|
| (DECEL)| Decelera-| Starting point of deceleration | NO | NO | NO |
| | tion | for approach | | | |
| | Point | | | | |
-------------------------------------------------------------------------------

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(c) Stringing rules
The flight plan may be divided into three segments. The data
elements designated within each segment are as follows:
- Departure:
Initial fix, which is the origin airport or a runway at that
airport. (If an EOSID is defined, it is automatically
selected).
SID
SID Enroute transition.
- Enroute:
Initial fix (if there is no departure segment).
Airway
Direct
- Arrival:
STAR Enroute transition
STAR
Approach transition
Approach
Missed approach.
The segments, if they exist, are strung in this order. The
stringing of 2 elements is automatically performed provided that
a common waypoint to both elements exists. If not, there is a
discontinuity.
(Ref. Fig. 006)
If a departure (or arrival) element does not exist, the previous
element and the next one are strung.
NOTE : The destination airport of a flight plan may designate an

____
alternate destination. The associated alternate flight
plan has the same structure as the primary active flight
plan.
The segments and elements of individual segments are strung as

defined below in the order the segments appear in the F-PLN:
1
_ Departure segment
- A matching point for the terminating waypoint of each
element is searched downstream in the following existing
element. At this point the two elements are strung together,
ignoring any part of the second element occurring before the
identical waypoint.
- If a runway is selected without SID and/or TRANS, the
departure is defined by the runway and a FA leg starting at
runway fix on the runway axis up to 1500 ft. AGL followed by
a Flight plan discontinuity.

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Discontinuity between the Termination
Point of the Airway and First Point of the Approach
Figure 006

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2
_ Departure segment - Enroute segment
A matching waypoint for the last fixed waypoint of the
procedure is then searched downstream in the Flight Plan down
to the destination waypoint. The procedure is strung in the
Flight Plan at this point, ignoring any part of the Flight
Plan occurring before the identical waypoint. If no matching
waypoint is found, the procedure and the Flight Plan are
strung with a discontinuity.
(Ref. Fig. 007)
3
_ Enroute segment
- If there is no departure segment, a discontinuity is strung
between the origin airport and the initial fix of the
Enroute segment.
- For airway elements, the airway is strung from the
termination fixed waypoint belonging to the previous
element. If there is a discontinuity in the airway list of
elements, that discontinuity is strung into the flight plan.
- For direct elements, a direct TF leg is strung from the
termination waypoint of the previous element to the waypoint
specified in the direct element using great circle track.
4
_ Arrival segment - Previous existing segment
A matching waypoint for the first fixed waypoint of the
procedure is searched upstream in the Flight Plan up to the
departure waypoint. The procedure and the Flight Plan are
strung at this point, ignoring any part of the Flight Plan
occurring beyond the identical waypoint. If no matching
waypoint is found, the procedure and the Flight Plan are
strung with a discontinuity.
5
_ Arrival segment
- The matching waypoint for the terminating point of the
selected Enroute transition (if one exists) is searched
downstream in the STAR ; Enroute transition and STAR are
strung at this point and any STAR leg prior to the identical
waypoint is deleted.
- The compatible approach transition is searched by comparing
the first waypoint to all the approach transitions to the
selected runway with the successive waypoints upstream in
the already strung Enroute transition - STAR segment. The
compatible approach transition is strung to this segment at
the identical waypoint. Any part of the Enroute transition -
STAR segment occurring beyond the identical waypoint is
deleted.
(Ref. Fig. 008)

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Departure Segment
Figure 007

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Arrival Segment
Figure 008

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When there is a flight phase transition to Go Around, the
previously flown approach is strung in the flight plan.
- If there is an approach transition which links the active
missed approach to the previously flown approach, then this
transition is strung in the flight plan between the missed
approach and the approach.
If not, a discontinuity is strung in the flight plan between
the missed approach and the approach.
(Ref. Fig. 009, 010)
- If a runway has no associated final approach, it is selected
with a final course segment 5 Nm length in the axis of the
runway. The origin of this segment is named CF.
(2) Vertical Flight Plan Definition
(a) Flight phases

The flight plan is divided into eight flight phases which are:
- preflight (before takeoff thrust setting)
- take-off (from origin to acceleration altitude)
- climb (from acceleration altitude to Top of Climb)
- cruise (from Top of Climb to Top of Descent)
- descent (from Top of Descent to Decel Point)
- approach (from Decel Point to destination runway threshold or
MAP)
- go around (missed approach points)
- done (when on ground)
(b) Vertical flight plan elements

The structure of a complete vertical flight plan is made up of
different elements as follows:
(Ref. Fig. 011)

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Flight Plan in Approach
Figure 009

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Flight Plan in Go Around
Figure 010

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Vertical Flight Plan Elements
Figure 011

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-
| Thrust reduction altitude
climb | Acceleration altitude
| Climb constraints
| Climb speed limit
-
-
cruise | Cruise altitude (T/C - T/D)
| Step climb or descent
-
-
| Descent constraints
descent | Descent speed limit
| Approach constraints
-
-
| Missed approach constraints
missed approach | Thrust reduction altitude
| Acceleration altitude
-
If an alternate flight plan exists, the associated vertical

flight plan is made up with the following elements :
-
Alternate climb | Climb constraints
| Speed limit
-
-
Alternate cruise | Cruise altitude (T/C - T/D)
-
-
| Speed limit
Alternate descent | Descent constraints
| Approach constraints
-
-
Alternate missed approach | Missed approach constraints
-

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(c) Description of vertical flight plan elements
1
_ Clearance altitude
It is derived from the FCU altitude. Upon modification of the
FCU altitude :
- if the A/C is not in level flight then the clearance
altitude gets equal to the FCU altitude after a two-seconds
confirmation.
- if not, the clearance altitude is equal to the current A/C
altitude until the pilot pulls or pushes the altitude
selector, at which time it gets equal to the FCU altitude.
2
_ Thrust reduction altitude - Acceleration altitude
(Ref. Fig. 012)
- The thrust reduction altitude is the altitude at which the
pilot-selected takeoff thrust may be reduced to the climb
thrust.
- The acceleration altitude is the altitude at which the
aircraft begins accelerating towards its initial climb
speed.
- For the engine out case, only an acceleration altitude (EO
ACCEL ALT) is defined.
- Reference altitude. It is undefined until it can be
calculated as follows :
For Takeoff: It is the origin waypoint elevation (if it
exists).
If not it is the aircraft altitude at transition to takeoff.
For Go Around: It is the destination waypoint elevation (if
defined).
- If the reference altitude is defined, the default values for
Thrust Reduction and acceleration altitude are:
Thrust reduction altitude = 1500 + reference altitude
Acceleration altitude = 1500 + reference altitude.
3
_ Constraints
There are two types of constraints:
- altitude
- speed
- time
Constraint may be entered and modified through the F-PLN A
page or the Vertical Revision page.
(Ref. Fig. 013, 014)
Only one time constraint may exist in the same F-PLN (active
or secondary).

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Perf TAKEOFF Page
Figure 012

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F-PLN A Page
Figure 013

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Vertical Revision Page
Figure 014

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On the F-PLN A page, the constraints (altitude, speed, time)
are displayed with a star near the predicted value at the
constrained point. If the constraint is predicted to be
missed, the star is in amber color, else it is displayed in
magenta color.
a
_ Altitude constraint
It is an A/C altitude requirement to be met over a
specified waypoint in the lateral flight plan.
It can be an AT, AT or BELOW, AT or ABOVE or altitude
window constraint.
An altitude constraint may be defined in Altitude or in
Flight level.
It is defined in Altitude below the departure transition
altitude (in climb) or the arrival transition altitude (in
descent). Else, it is defined in Flight level.
An altitude constraint is predicted missed if the aircraft
cannot satisfy the constraint. In that case, the difference
between the predicted altitude at the constrained waypoint
and the altitude constraint value is displayed on the
Vertical Revision page (if the difference is greater than
250 ft. or as long as it remains greater than 200 ft.).
There are two types of constraint : climb and descent
constraints defined as follows
- When the aircraft is not in CRUISE yet, if a constraint
is set at a waypoint:
prior to T/C (if it exists)
or
belonging to SID
or
prior to a climb alt or speed constraint waypoint,
the constraint is a climb constraint.
- When the aircraft is not in CRUISE yet, if a constraint
is set at a waypoint:
beyond T/D (if it exists)
or
belonging to a START
or
beyond a descent alt or speed constraint waypoint,
the constraint is a descent one.
- When the aircraft is in CRZ, DES or APPR phase, if a
constraint is set at any active primary waypoint, then it
is a descent one.
- In other cases, the pilot has to choose the type upon
entry of the constraint.

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b
_ Speed constraint
The speed constraint is an AT or BELOW constraint, defined
at a specified waypoint.
- If it is related to takeoff or climb (climb type
constraint), it applies from the origin up to the
waypoint where it is defined.
- If it is related to missed approach, it applies from the
destination up to the waypoint where it is defined.
- If it is related to DES or APP (descent type constraint)
it applies from the constraint waypoint down to the
destination.
- If it is related to manual holding pattern, it is used
for the holding target speed computation.
- The speed constraint is predicted missed if the
difference between predicted speed at constrained
waypoint and speed constraint value is greater than 10
kts and as long as this difference remains greater than 5
kts.
c
_ Time constraint (option)
It is a time requirement to be met at a specified waypoint
in the lateral flight point plan. A time constraint can
only be manually entered by a pilot.
At most two time constraints may exist in the system (one
in the active flight plan and one in the secondary flight
plan).
A time constraint is predicted missed if predicted time
minus time constraint exceeds 2 minutes.
d
_ Estimated take-off time
At origin airport, during preflight, the pilot may also
enter an estimated takeoff time (ETT) defined as time
initialization for predictions.
If during preflight, no ETT has been entered and a time
constraint is entered, the system computes an ETT which can
be modified.
4
_ Speed limit
(Ref. Fig. 014)
The speed limit has a speed and altitude associated with it.
The speed must be a CAS. The altitude may be in altitude (ft.)
or flight level following the same logic as for altitude
constraints.
(Lat. rev at PEMAR field 2L) Below the specified altitude, the
aircraft is not allowed to exceed the specified speed (except
in cruise phase).

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This limit does not apply to a specific lateral path but
rather to a specific altitude. There is a system default speed
limit which is 250ft/10000ft.
There may be only two speed limits : one in CLB and one in
DES.
5
_ Cruise altitude
This is the altitude of the aircraft at the top of climb.
The cruise altitude is defined during active flight plan
initialization.
It is displayed and modifiable on INIT A page or Progress
Page.
(Ref. Fig. 015, 016)
If two cruise altitudes are defined, the first one is used as
the CRZ altitude and the second one as the step altitude (the
step is then automatically inserted in the flight plan).
6
_ Step climb-step descent
A step climb (step descent) in the flight plan occurs when the
vertical profile changes from one cruise altitude to a higher
(lower) cruise altitude.
A step may be automatically derived from data base if two
cruise altitudes are defined for the selected stored route.
The pilot may define a step on step prediction page which is
accessed through vertical revision page.
If below the current cruise altitude, a step descent will be
predicted and if above the present current cruise altitude, a
step climb will be predicted. There is only one step in the
flight plan at any time. If a second step is inserted, the
first one will be deleted.
7
_ Transition altitude
This is the altitude at which the altimeter barometric setting
is changed from the local value to standard (1013.2 mb).
It is only defined during takeoff, climb and go around phases.
The pilot may view on performance pages the transition
altitude.
This altitude may be derived from data base in the airport
record. Once an airport is defined the altitude is displayed
if it is defined in airport record.
If not, there are brackets to allow pilot entry.
(Ref. Fig. 012)
- During takeoff, the transition altitude is equal to the
transition altitude displayed on takeoff page if any.
Otherwise it is undefined.
At transition from Descent or Approach to climb,

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Progress Page (On Descent)
Figure 015

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INIT Page A
Figure 016

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or Approach to go around, it is set equal to the Trans alt
which was displayed on the approach page just before phase
transition if there was, else it remains undefined.
At transition from Take off, Go around, Cruise to climb, it
remains what it was just before phase transition (it may be
defined or undefined).
- Transition level
It is the flight level at which the altimeter barometric
setting is changed from the standard (1013.2 mb) to the
local value for the airport.
It is only defined for descent and approach.
During descent and approach if there is a transition altitude
and a QNH value entered by pilot displayed on the approach
Perf page, it is computed from that value as follows (if not,
it is undefined).
(Ref. Fig. 017)
TRANS level is equal to:
1/100 Max (Trans alt, trans alt + delta alt (QNH)
As the transition altitude, the transition level may be
derived from data base or from pilot entry.
8
_ COST INDEX
This economical criterium enables the speed optimization along
the whole flight plan. It is defined as the ratio of time cost
and fuel cost so that the value of 0 means minimum fuel
optimization and 999 means minimum time optimization. Any
value may be defined by each company for each route according
to its performance policy.
The value is defined during active flight plan initialization
(field 5L on INIT A page).
(Ref. Fig. 016)
In flight, this value may be modified for climb, cruise and
descent phases by the pilot through the appropriate
performance page.
(3) Secondary F-PLN

The pilot may define a secondary flight plan by having access to the
SEC INDEX page after action on the SEC F-PLN mode key.
The secondary F-PLN is defined as the primary flight plan with the
same kinds of lateral and vertical elements.
The pilot may perform lateral and vertical revisions but there is no
temporary situation as for the primary F-PLN.
In this secondary mode, the available pages are :
- INIT
- F-PLN with access to lateral and vertical revision pages
- PERF
(Ref. Fig. 018, 019)

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Performance Approach Page
Figure 017

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SEC INDEX Page (with no Defined Secondary F-PLN)
Figure 018

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Secondary F-PLN Page A at Origin
Figure 019

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B. Initialization
(1) Active F-PLN
(a) F-PLN initialization (INIT A page)

The initialization is performed on the INIT A page.
Access to this page is achieved by:
- INIT key on the front panel of the MCDU when the aircraft is in
PREFLIGHT or DONE phase (NOT ALLOWED message is displayed for
other flight phases).
- Next page from INIT B page.
- RETURN or INSERT line selection from RTE selection page when
accessed from INIT A page.
- INSERT line selection from WIND page.
The major purpose is to declare the flight plan origin and
destination (FROM/TO) or to call up a prestored company route.
1
_ Company route entry
The company route when entered designates all or any portion
of the primary route. It may result in the designation of
alternate destination.
Before the newly entered data is incorporated into the flight
plan, the existing flight plan is cleared (including the
entire lateral definition waypoints and all the vertical
defining elements).
A cost index and a CRZ FL may be defined by the primary
company route entry if they are stored with it.
In addition to the origin and destination airports, a company
route may designate all the elements required to define all
the legs between origin and destination runways.
2
_ FROM/TO designation
The pilot may enter origin and destination airports on the
INIT A page.
The origin and destination must be either data base or pilot
defined airports (using the defined RWY function).
The FMGC proposes a ROUTE SELECTION page to select the desired
route (vertical slewing allowing access to the subsequent CO
RTES one by one).
Then the system deletes the existing F-PLN and strings a
skeleton F-PLN (origin airport/F-PLN DISCONTINUITY/destination
airport) if no CO RTE is selected or the CO RTE is as selected
on ROUTE SELECTION page.
(Ref. Fig. 020)

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F-PLN Initialization
Figure 020

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3
_ LAT/LONG ENTRY
Upon entry of a company route or FROM/TO, the LAT/LONG of the
origin airport reference point will be displayed.
The pilot may also enter a LAT or LONG via the scratchpad.
After entry, LAT will have the slew prompts adjacent to it.
Pressing the LONG line select key with scratchpad empty moves
the slew prompts to LONG. By pressing the vertical slew keys
the LAT or LONG magnitude will be incremented or decremented
by 1 minute per key press (regardless of N, S, E or W). This
entry is used for IRS alignment (Ref. 22-72-00).
4
_ COST INDEX entry
The COST INDEX may be entered via a company route entry if
cost index is contained in the CO RTE. It may also be entered
or changed by the pilot.
If the COST INDEX has not been entered prior to entering ZFW
on INIT B page or GW on FUEL PRED page, it defaults to the
previously entered value (last flight). When the pilot enters
ZFW or GW a message USING COST INDEX-NNN is displayed alerting
the pilot that a default COST INDEX is used.
5
_ CRZ FL/TEMP entry
The cruise altitude may be entered via a company route if CRZ
FL is contained in the company route. It may also be entered
or changed by the pilot.
The pilot cannot enter a CRZ TEMP until a CRZ FL is defined.
When CRZ FL is entered manually without entering the
temperature, or inserted via a CO RTE, the CRZ TEMP defaults
to the ISA temperature and thus is displayed in small font. If
the CRZ altitude is changed, the CRZ temp changes such that
the ISA remains the same for old and new altitudes.
6
_ TROPOPAUSE entry
Tropopause altitude defaults to 36,090 ft. but may be changed
by the pilot.
7
_ WIND entry
When the pilot gains access to the WIND page for the first
time, the title HISTORY WIND is written in large font (this
title is displayed until a wind component is changed or WIND
page is inserted).
The WIND page displays the measured wind encountered during
the last active descent.
The HISTORY WIND can then be used for the next flight as a
basis for climb wind definition by:

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- either pressing the insert key which inserts the displayed
history winds into flight plan and changes the page to INIT
A
- or modifying a wind component which loads the newly defined
winds into flight plan.
If HISTORY WIND has been inserted and then reaccessed or if
a wind component has been changed, the display changes to
the WIND page.
A wind change is then automatically taken into account.
Pressing the INIT mode key reverts to INIT A page.
(b) Fuel initialization

(Ref. Fig. 021)
The purposes of this function is to initialize weights and
display fuel predictions for the flight.
When the pilot has access to the INIT B page for the first time
(next page from INIT A page during DONE flight phase and during
PREFLIGHT phase prior to engine start) the flight plan, cruise
flight level and cost index have normally already been inserted.
The pilot has then to insert the ZFW.
- The pilot must then enter a BLOCK FUEL. By this action, the
pilot initiates the fuel prediction function.
The system then computes the flight plan predictions including
time and fuel at each waypoint. Landing weights, alternate fuel
and extra fuel are also computed.
(2) Alternate F-PLN

The alternate flight plan is defined with the same structure as the
primary active flight plan.
The destination airport of a company route may designate a preferred
ALTN destination airport or company route.
It is possible to select an alternate destination (which can be
different from the preferred alternate).
Any time the primary destination is changed, the preferred ALTN for
the new primary destination is strung into the flight plan.
If a new flight plan is inserted with the same primary destination,
the previously defined alternate flight plan remains unchanged.
(3) Secondary F-PLN

(Ref. Fig. 022, 023)
(a) Secondary index

The secondary flight plan key on the front panel of the MCDU
gives access to the secondary INDEX page.
Initialization of the secondary flight plan may be performed by:
- pressing the LSK adjacent to the COPY ACTIVE indication which
copies active flight plan parameters into secondary flight plan

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Fuel Initialization
Figure 021

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No SEC F-PLN Existing
Figure 022

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SEC F-PLN Already Existing
Figure 023

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- pressing the LSK adjacent to the INIT indication which gives
access to the secondary INIT pages.
DELETE SEC : This function clears all lateral and vertical
elements from the secondary flight plan that reverts to its
initial default state. Any parameter defined above that have
default values revert to those values for the secondary.
ACTIVATE SEC : This function activates the secondary flight plan
by copying from the secondary flight plan to the active flight
plan those parameters defined above. However the SEC F-PLN
remains unchanged.
(b) SECONDARY INIT pages

The secondary INIT pages A and B are identical to the active
flight plan INIT pages (SEC INIT A page displays the CRZ WIND
instead of WIND prompt). The initialization on SEC INIT page A
and B is performed in the same way as for active F-PLN on INIT
pages A and B.
1
_ Lateral flight plan,
2
_ Vertical flight plan,
3
_ Temperature Entries,
4
_ Wind Entries,
5
_ Cost Index,
6
_ Route Reserve (RTE RSV),
7
_ Reserve holding fuel/time (FINAL/TIME),
8
_ Destination QNH (DEST QNH),
9
_ Descent forecast Wind Entries,
10
__ Selected mode and preselected performance modes, (as defined
in Perf pages)
11
__ CO RTE Number and FROM/TO
The active flight plan remains unchanged.

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C. Lateral Revisions
(1) General
There are two types of lateral revisions:
- direct revisions on the flight plan performed either on F-PLN page
or DIR TO page
- revisions through Lateral Revise page (LAT REV page) which create a
temporary flight plan and request another pilot action.
All revisions available on LAT REV page are:
- DEPARTURE insertion
- ARRIVAL insertion
- Next waypoint insertion
- New destination insertion
- Offset
- Holding Pattern insertion
- VIA/GO TO insertion
- Select an alternate flight plan
- Enable alternate flight plan.
All revisions described in the following paragraphs are available for
primary and secondary flight plans except that there is no temporary
flight plan for the secondary F-PLN (the rest of the mechanization is
unchanged), and the ERASE and INSERT prompts are replaced by the cyan
RETURN prompt.
Access to the LAT REV page is achieved from the F-PLN page when a
left line select key adjacent to a waypoint is pressed. Following the
location of the waypoint in the flight plan, the LAT REV page
presents different displays (each revision is not allowed at each
waypoint).
There are four different LAT REV pages:
(Ref. Fig. 024)
- one at origin waypoint
- one at the FROM waypoint
- one at destination waypoint
- one at any waypoint other than the three above.
(2) Temporary F-PLN

The temporary flight plan is a copy of the active flight plan which
has been changed according to the pilot action on the MCDU.
It is created when the active flight plan is changed through the LAT.
REV pages only.
The aircraft continues to be guided on the original active flight
plan.
At any time only one temporary flight plan is allowed to exist and it
is available on both sides : it is displayed on both MCDUs and both
Navigation Displays.

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LAT REV Pages
Figure 024

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When a temporary flight plan is created, the F-PLN is displayed in
yellow; two amber prompts in last line allow to erase or insert the
modification on the REV pages and on F-PLN page.
(Ref. Fig. 025)
On a temporary flight plan page just two actions are allowed :
pressing the LSK adjacent to the ERASE or INSERT indications.
Otherwise, any mode key may be pressed without changing the temporary
flight plan except the DIR TO key which deletes the temporary.
Moreover, no predictions are computed and displayed for a temporary
flight plan.
(3) DEPARTURE Procedure
(a) General
The only possible revise point for a departure procedure
selection is the origin waypoint.
The various elements of a departure procedure are:
- Runway transition
- SID
- SID - Enroute transition
The different elements of a procedure are strung together
following the general rules described in para. B.
However if one element of the selected departure procedure has
been laterally or vertically modified, when a new departure is
selected, the modifications are lost even if the modified element
belongs to the new procedure.

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Example:
Original procedure: After SID - Enroute transition
change, the procedure becomes
RWY RWY
- -
Runway | RT1 | RT1
transition | RT2 | RT2
- -
- -
| SID1 | SID1
SID | SID2 = pilot entered | SID2 = constraint is lost
| SID3 constraint | SID3
| SID4 | SID4
- -
- -
SID-Enroute | TRANS1 new SID | TRANS1
transition | TRANS2 en route | TRANS2
| TRANS3 transition | TRANS3
- -
Route Route
Each element may be changed or selected separately and a runway
selection results in the engine out SID selection. The
modification of one element creates a temporary flight plan, but
only one INSERT action is required to insert all the modified
elements in the departure procedure.
(b) MCDU display

(Ref. Fig. 026, 027)
The selection of a departure procedure is performed through two
different pages = access from the LAT REV page at origin
(DEPARTURE prompt).
- DEPARTURE page 1 allows selection of a runway.
- DEPARTURE page 2 allows selection of a SID and an enroute
transition.
The DEPARTURE page 1 is accessed from LAT REV at origin or from
DEPARTURE page 2 by NEXT PAGE pushbutton switch. The DEPARTURE
page 2 is accessed either manually by NEXT PAGE on DEPARTURE page
1 or automatically when a runway has been selected on DEPARTURE
page 1.
The first line of both pages displays the selected elements of
the departure (if any) in active F-PLN color (green) or in
temporary F-PLN color (yellow) if there is a temporary situation
(one or two or three elements modified).
The different fields of line 1 may be filled with :

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Temporary F-PLN
Figure 025

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DEPARTURE Page 1
Figure 026

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DEPARTURE Page 2
Figure 027

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- dashes if the data is not yet selected
- NONE (except RWY field) if no compatible data exists in data
base or NO SID and/or NO TRANS option has been selected.
Lines 2 through 5 of DEPARTURE page 1 display the runways
available at the airport with features (length, heading, ILS
ident and frequency).
On DEPARTURE page 2, these lines display the SIDS which are
compatible with the selected (active or temporary) runway (left
side) and the enroute transitions which are compatible with the
selected (active or temporary) SID (right side).
In these lists, the active element (in temporary or not) is
displayed in green (active F-PLN color) ; remaining elements are
displayed in cyan (modifiable element color).
Line 6 is used to erase or insert the temporary flight plan.
NOTE : - The EOSID is also displayed at the end of the SID list
____
to allow the crew to select it if necessary.
- DEPARTURE pages may be slewed page by page in an open
loop if data do not fit in one page.
(c) MCDU mechanization

(Ref. Fig. 028, 029, 030)
(d) Engine out SID operation

The EOSID is a standard procedure to use if an engine fails just
after takeoff.
The following EOSID function rules are used after the automatic
FMGC detection and if the aircraft is before the diversion point.
A temporary F-PLN is automatically created and any existing
temporary F-PLN is deleted.
The temporary F-PLN page is automatically displayed with amber
prompts:
- in 6L: ERASE
- in 6R: INSERT
If the temporary flight plan is erased, the EOSID is displayed
on the ND in yellow.
The EOSID is strung into the flight plan beginning with the
EOSID diversion point. Any part of the EOSID before the EOSID
diversion point is deleted.
- A discontinuity is strung after the last waypoint in the EOSID.
The discontinuity is between the last waypoint in the EOSID and
the EOSID diversion point. The remaining original flight plan
after the EOSID diversion point remains in the flight plan.
- Once the EOSID diversion point is sequenced and INSERT or ERASE
has not been selected, the temporary F-PLN is erased and the
original F-PLN page is displayed, but the EOSID is displayed on
the ND in a specific color.

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MCDU Mechanization (Sheet 1/3)
Figure 028

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Figure 029

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Figure 030

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If an engine out condition is detected when the A/C is beyond the
EOSID diversion point, and before the first enroute waypoint, no
temporary F-PLN is created but the EOSID is displayed on the ND
in a specific color.
It has to be noted that the EOSID is displayed on the ND in plan
mode if no engine failure is detected.
(4) ARRIVAL Procedure
(a) General
The only possible revise point for an arrival procedure selection
is the destination waypoint.
The various elements of an arrival procedure are first strung
together, in this order : STAR-Enroute-Transition STAR, Approach
Transition and approach, following the general rules described in
para. A. (1).
However if one element of the selected arrival procedure has been
laterally or vertically modified, when a new arrival is selected,
the modifications are lost even if the modified element belongs
to the new procedure.
Each element may be changed or selected separately creating a
temporary flight plan.
(b) MCDU display

The selection of an arrival procedure is performed from the LAT
REV page at destination (with the ARRIVAL prompt) and through
three different pages:
- ARRIVAL page 1 allows selection of a runway and final approach
- ARRIVAL page 2 allows selection of a STAR and an enroute
transition
- APPR VIA page allows selection of an approach transition
(Ref. Fig. 031)
The MCDU display for arrival procedure is equivalent to the one
for departure procedure.
The ARRIVAL page 1 is accessed from LAT REV at destination or
from ARRIVAL page 2 by NEXT PAGE key.
The ARRIVAL page 2 is accessed from ARRIVAL page 1 either
automatically when a FINAL has been selected or modified, or
manually by NEXT PAGE key.
The APPR VIAS page may be accessed:
- automatically from ARRIVAL page 1 if a FINAL has been selected
or modified and there is no STAR compatible with this FINAL and
there are several APPR transitions
- automatically from ARRIVAL page 2 if a STAR has been selected
or modified and several APPR transitions compatible with the
FINAL and the STAR exist
- manually from ARRIVAL page 2 by the prompt APPR VIAS.

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ARRIVAL and APPROACH VIA Pages
Figure 031

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Line 1 of these pages displays the selected elements of the
arrival (if any) in active F-PLN color (green) or in temporary
color (yellow) if there is a temporary flight plan.
Lines 3 to 5 of ARRIVAL page 1 display the various approaches
(runways and final) for the airport with features (length, runway
heading, navaid ident and frequency for the ILS corresponding to
the runway (if any)).
Lines 3 to 5 of ARRIVAL page 2 display the STARs compatible with
the selected approach (left side) and the enroute transition
compatible with the selected STAR (right side).
Lines 3 to 5 of APPROACH VIA display the approach transitions
compatible with the selected approach and STAR.
In these lists, the active element (in temporary or not) is
displayed in green, remaining elements are displayed in cyan
(modifiable element color).
(c) MCDU mechanization

(Ref. Fig. 032, 033, 034)
(5) Next Waypoint

(Ref. Fig. 035)
This revision allows to enter a new waypoint, just next to the revise
waypoint.
The revise waypoint cannot be the FROM waypoint.
When a waypoint is inserted into this field, the temporary flight
plan page is automatically displayed.
The next waypoint may be a fixed waypoint or navaid or airport but
not a runway.
The next waypoint is inserted following the revise point with a
direct leg.
If the new waypoint is identical to an existing downpath waypoint in
the flight plan (except a waypoint belonging to the missed approach)
then all legs between the revise waypoint and that identical downpath
waypoint are deleted. Any current constraints of that downpath
waypoint are retained.
Otherwise, a discontinuity follows the new waypoint and legs are not
deleted.
(6) New Destination

This revision is used to designate a new destination (airport ident
entry) and it is available at any waypoint except the FROM waypoint
and destination and waypoints beyond destination.
A discontinuity is strung between the revise point and the new
destination and all waypoints following the revise point are deleted
(including primary destination and missed approach).
When a new destination is entered, a temporary F-PLN is created.

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Figure 032

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Figure 033

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Figure 034

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Next Waypoint
Figure 035

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(7) Offset
(Ref. Fig. 036)
The parallel offset function enables the aircraft to fly parallel to
the original F-PLN laterally offset by a certain distance (input by
the pilot).
This revision is allowed if the revised point is the FROM waypoint
and if the following conditions are all met:
- the active leg is a CF, TF or DF leg
- the leg following the active leg is a CF, FM or TF leg
- the active and next leg termination waypoints are not the
destination runway or MAP in the active F-PLN.
An offset distance entry is accepted if the A/C current distance to
go is greater than or equal to the distance required to reach the
offset path. If the entry is not accepted, the ENTRY OUT OF RANGE
message is displayed on the MCDU.
When an offset is inserted, a temporary flight plan is created but
the temporary F-PLN page is not automatically displayed, the display
remains on a simplified LAT REV page.
When the offset is inserted, OFST is displayed in the title line of
the F-PLN pages.
The offset is automatically cancelled when:
- the next leg is not a CF, TF or FM leg or the next leg termination
waypoint is the destination waypoint, and the current distance to
go is less than or equal to the distance required to reach the path
- the active leg is changed by a lateral revision.
The offset can be cancelled on the MCDU by zeroing or clearing the
offset distance on the LAT REV page.
When an offset is flown, the ND displays the original flight plan in
green dashed line and the offset flight plan in green solid line.
When an offset is flown, the ND displays the original flight plan in
green dashed line and the offset flight plan in green solid line.
(8) Holding Pattern

(Ref. Fig. 037)
This function is used to insert a holding pattern with a manual
termination (HM leg) into the flight plan, to convert an HF or HA leg
into an HM leg, or to change the parameters of an existing HM leg.
This function is only accessed if the revise waypoint is a fixed
waypoint (other than a terminating waypoint of an HF leg), the FROM
waypoint, or the manual termination of an HM leg.
This revision may be performed through a specific page accessed from
LAT REV page and creates a temporary flight plan.
When a present position holding pattern is inserted, a discontinuity
is inserted following the holding.

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Offset
Figure 036

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Holding Pattern
Figure 037

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If the revise waypoint is the manual termination of an HM leg or the
termination of the leg prior to an HM leg, the defining parameters of
that holding pattern can be reviewed and/or changed. If that holding
pattern is the active leg, a temporary is created and any inserted
change (INSERT must be pressed again) becomes effective upon the next
crossing of the holding fix. Otherwise (not active leg), changes
(after INSERT is pressed on temporary page) are activated
immediately.
When the HOLD page is accessed, if no holding exists, a default
holding is created and holding parameters are displayed in yellow
(temporary page).
If the holding belongs to the F-PLN, existing holding parameters are
displayed in cyan (modifiable).
HOLD pages display the following parameters :
- inbound course (course to holding fix)
- turn direction (right or left)
- time/distance of a leg of the holding pattern
- the time by which the holding pattern must be exited to satisfy the
fuel reserve requirements and the estimated fuel on board at that
time.
(9) VIA/GO TO
(Ref. Fig. 038)
This function allows selection of a prestored airway segment for
insertion into the flight plan.
This segment is defined by the airway identifier (VIA) and an
end-point ident on that airway (GO TO). This end point cannot be a
runway. There is no dedicated page for this function.
This revision creates a temporary flight plan and is available if the
revise point is a fixed waypoint in the F-PLN (except FROM waypoint
and destination).
If the entered airway does not pass through the revise point or if
the entered end point is not on the airway, then a message is
displayed on the MCDU to warn the pilot (AWY/WPT mismatch) and
insertion is not allowed.
If the entered end point is a down path waypoint in the original
F-PLN, then the legs in the original F-PLN between the revise point
and the end point are deleted and there is an automatic stringing. If
not, there is a flight plan discontinuity between the end point and
the first waypoint in the F-PLN past the revise point.

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VIA/GO TO
Figure 038

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(10) Alternates
(Ref. Fig. 039)
(a) List of alternates

This revision allows to change the alternate destination.
This is performed through a special page (via LAT REV at
destination) on which the prestored alternate destinations are
displayed with the option NO ALTN; moreover the pilot can select
an alternate other than the one stored with the primary
destination (Ref. DATA BASE chapter).
For each alternate, the following items are displayed:
- Airway distance (from primary destination to Alternate
destination).
- track (great circle).
- Extra at alternate destination.
For NO ALTN the extra is also computed and displayed.
To select another alternate the pilot has to enter an identifier
on the MCDU in the OTHER ALTN field. If he wants computations for
that alternate, he has to enter a distance as well (airway
distance is assumed).
Selecting one of the alternates creates a temporary flight plan.
The other alternate may be selected in temporary even if a
distance is not entered on the MCDU. In this case the FMGC
computes predictions for this alternate (distance, track, extra).
(b) Enable alternate

It is used to activate the alternate portion of the F-PLN.
The alternate F-PLN is inserted in the primary F-PLN.
This revision creates a temporary flight plan.
The revise waypoint may be any waypoint (except the FROM) of the
active Primary F-PLN (including destination and missed approach)
and there must be an alternate destination.
All waypoints in the active primary portion of the F-PLN beyond
the revise point are deleted (This includes the Primary
destination and missed approach).
The revise point is strung to the Alternate origin waypoint (the
first one after the ex-Primary destination), with a
discontinuity.
(11) Direct Modifications through F-PLN Page

Two lateral revisions may be performed on the F-PLN page A or B
without creating a temporary flight plan:
- insertion of a new waypoint
- clearing a waypoint or discontinuity.

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Alternates
Figure 039

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(a) Insert a new waypoint
This function results from the direct entry of a new waypoint
into the flight plan via the F-PLN page. This function is
essentially identical to the next waypoint function in LAT REV
(Ref. para. C. (5).
The new waypoint is inserted at the position selected by the
pilot (all markers are included). However it cannot be inserted
directly following FM, or VM legs or at the FROM waypoint.
ORIGINAL F-PLN F-PLN AFTER XYZ ENTRY
FROM FROM
ABC ABC
BCD BCD
--F-PLN DISCONTINUITY-- --F-PLN DISCONTINUITY--
Waypoint XYZ XYZ
entered here ---> CDE
DEF --F-PLN DISCONTINUITY--
CDE
DEF
(b) Clear waypoint or discontinuity

This function is invoked by first pressing the CLR key with the
F-PLN page displayed and the scratchpad empty.
Then, the left line-select key, next to the selected waypoint, is
pressed.
The function performed depends on whether the waypoint is a
downpath waypoint, a TO waypoint or a FROM waypoint.
- Clearing a downpath lateral waypoint or discontinuity deletes
the selected leg from the flight plan.
- Clearing the TO waypoint is not allowed when NAV is engaged. A
message NOT ALLOWED IN NAV will be displayed on the MCDU.
- Clearing the FROM waypoint is not allowed when NAV is engaged.
- Clearing a discontinuity is allowed except just after PPOS.
(12) DIR (Direct) TO

(Ref. Fig. 040)
This function allows the pilot to insert a direct path from the
aircraft present position to a selected fixed waypoint. It is invoked
by using the DIR TO page. There is no temporary situation for this
revision.
The rules for the DIRECT TO functions are as follows:
- If the DIRECT TO waypoint is identical to any fixed waypoint in the
flight plan (including the FROM waypoint), then a DF leg is strung
to that waypoint.
All original legs up to that waypoint are deleted and T-P becomes
the FROM waypoint followed by the DF leg.

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DIR TO
Figure 040

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- If the DIRECT TO waypoint is not identical to any waypoint in the
flight plan, a DF leg is strung to that waypoint followed by a
discontinuity.
The discontinuity stringing rule applies to the flight plan from
the TO waypoint on. T-P becomes the FROM waypoint.
- DIRECT TO is activated when the DF leg is strung by the above
rules.

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D. Vertical Revisions
(1) General
The vertical revise function allows the flight crew to define or
modify the following vertical flight plan elements:
- Altitude constraint
- Speed constraint
- Time constraint
- Speed limit
- Estimated takeoff time (origin only)
- Step (climb or descent)
- Wind.
All elements can be defined or changed through the VERT REV page, but
only the first three elements can be modified directly on the F-PLN
page. Same mechanization, as described in the following paragraphs,
applies for both primary and secondary flight-plans except that
INSERT* prompt is cyan for the secondary F-PLN.
Access to the VERT REV page is achieved from the F-PLN page when a
right line select key is pressed with scratchpad empty at any fixed
waypoint, at T/C, T/D or speed limit pseudo waypoints. Access is
allowed from the FROM waypoint. After access, if a lateral leg
sequence occurs such that the revise point becomes the FROM waypoint,
then the revision is aborted and the display reverts to F-PLN page.
Access to the VERT REV page is also achieved from the STEP page when
DELETE STEP prompt (6R LS key) is selected.
Following the flight phase where the revise point is predicted to be,
the VERT REV page does not display all fields. Following figure shows
different VERT REV pages for access through the FROM waypoint, a
fixed waypoint in CLB (ROLLA) and a fixed waypoint in CRZ (PEMAR).
(Ref. Fig. 041)
Some other vertical revisions are performed directly on the
appropriate pages. They deal with CRZ FL, Cost Index, thrust
reduction and acceleration altitudes.
(2) Constraints
(Ref. Fig. 041)
Constraints are displayed on the VERT REV page. They may be defined
only at fixed waypoint except the FROM, origin and destination
waypoints. In addition, the estimated takeoff time may be entered on
the origin VERT REV page.
(a) On the F-PLN A page

Each defined constraint is displayed adjacent to the constrained
waypoint, in magenta large font, as long as new predictions are
not computed. Then the value of the constraint is replaced by the
new predicted value with a star before it.

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VERT REV Pages (with time constraint)
Figure 041

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Speed and/or altitude constraint may be entered on this page with
one of the following format :
- SPD
- ALT
- SPD/ALT.
A minus sign must be entered before or after the value for an AT
or BELOW altitude, and a plus sign for an AT or ABOVE altitude. A
CLB or DES amber prompt may be displayed following the conditions
described in Para. 2.B.(3). In this case, the appropriate LS key
must be pressed to choose CLB or DES, in order to insert the
constraint.
If the CLR function is used on a right LS key, all constraints
are deleted for the corresponding waypoint.
(b) On the VERT REV page

Each defined constraint is displayed on this page, in large
magenta font if it is entered by the pilot or in small magenta
font if it is a data base constraint. Format entry and CLB or DES
amber prompt display are as described above.
(Ref. Fig. 042)
If the VERT REV page is exited before choosing CLB or DES for
altitude on speed constraint, the prompt will no longer be
displayed on the new page, and the constraint will not be
accepted.
(3) Speed Limits

A speed limit is a CAS which must not be exceeded below the
corresponding speed limit altitude. There can only be two speed
limits in a given flight-plan; one for climb and one for descent.
On the F-PLN page, both CLB and DES speed limits are displayed as
pseudo waypoints when predictions are available. Figures show an
example of CLB speed limit (in 4L-4R).
On the VERT REV page, only one speed limit is displayed in field 2L.
It is the CLB speed limit if the revise point is prior to or at the
T/D but the field is dashed if there is no T/D and the aircraft is
still in DONE, PREFLIGHT, TAKEOFF, CLB or CRZ flight phase. It is the
DES speed limit in all other cases.
(Ref. Fig. 013, 014, 041)
The system default value of 250 kts below 10,000 ft. applies for both
speed limits when there is a flight phase transition to DONE. When
origin and destination airports are defined, these values are
overwritten by data base speed limits, if they are stored with the
associated airports.
The pilot may then change both or either of the parameters : speed/
altitude, either on F-PLN or on VERT REV page.
If the pilot clears a pseudo waypoint on the F-PLN page, the
corresponding speed limit will be deleted from the system.

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Constraints and Step Insertion at CRZ Waypoint
Figure 042

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A speed limit can also be cleared on the appropriate VERT REV page.
(4) Steps
The STEP PRED page is used to insert a step climb or a step descent
at a fixed cruise waypoint (FROM excepted) for predictions accuracy
purposes. The STEP page is accessed from the VERT REV page with the
STEP PRED prompt (4R).
(Ref. Fig. 042)
If T/C and T/D have not yet been computed, it can be accessed at any
fixed waypoint; however if the system predicts that the step cannot
be reached within the cruise segment, the step is automatically
deleted. Only one step is allowed to exist in a given flight plan.
Both the step flight level (mandatory) and the step wind (as an
option) must be entered before the step is inserted with the INSERT*
prompt (6L). If the RETURN prompt (6R) is selected, the step is not
inserted and the display reverts to the previous VERT REV page. A
step can be cleared with the DELETE* prompt (6L) on the STEP page, or
directly on the F-PLN pages by clearing the S/C or S/D pseudo
waypoint. Note that the INSERT prompt is amber for the primary F-PLN
and cyan for the secondary F-PLN.
(5) Winds
The system computes a FORECAST wind profile for the active primary
F-PLN, which is linear interpolated between and propagated beyond
wind entries. This profile is used for the construction of the
descent path, and for display on the F-PLN B page: pilot entries are
displayed in large green font, forecast interpolated or propagated
values in small green font. During cruise only, current wind measured
at aircraft position is used as the initial value for the
interpolation/propagation process.
Wind entries can be made on the following MCDU pages:
- WIND (access from INIT A page):
(Ref. Fig. 043)
This page is available only for the active primary F-PLN.
Initially, the page title is HISTORY WIND and winds recorded at 5
different flight levels (FL50, FL150, FL250, at the previous and
new cruise flight levels) are displayed. They can be modified or
cleared: the page title then becomes WIND. The INSERT* prompt must
be selected for these winds to be included in the FORECAST WIND
profile.
- FUEL PRED:
A cruise wind can be entered for the active primary or alternate
F-PLN.
The primary F-PLN cruise wind is equivalent to wind at T/C; entry
is NOT ALLOWED once T/C is sequenced. Secondary F-PLN cruise wind
entry can be made on SEC INIT A page.
(Ref. Fig. 044)

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WIND Page
Figure 043

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Cruise Wind Entry
Figure 044

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- F-PLN B:
Winds can be entered at the origin, destination, and cruise
waypoints when T/C and T/D exist. Wind entries made at any other
waypoints when predictions are not available are deleted once T/C
and T/D are computed.
(Ref. Fig. 045)
- VERT REV:
Winds are identical to those on the F-PLN B page, and the same
entry rules apply.
- STEP PRED (access from VERT REV page):
(Ref. Fig. 042)
A step wind entry can be made before the step is inserted.
It is equivalent to the wind upon reaching the step altitude. Note
that if a step wind is entered, previous wind entries at step
waypoints are deleted when the step is inserted and again later if
the step is deleted.
However, they remain unchanged if no step wind is entered.
- DES FORECAST (access from PERF CRZ page):
(Ref. Fig. 046)
This page is available only for the active primary F-PLN.
Wind entries at up to 4 desired altitudes or flight levels can be
made on this page according to the wind DIR/MAG/ALT format.
- PERF APPR:
(Ref. Fig. 047)
The wind at destination is referenced to magnetic north on this
page. The entry is used for the FORECAST descent wind profile and
for computing VAPP. This wind is also displayed on the F-PLN B page
but referenced to true north.
Wind entry format is DIR/MAG, where DIR is the direction from which
the wind is blowing, in degrees referenced to true north - except for
wind at destination which is referenced to magnetic north on the PERF
APPR page; and MAG is the wind magnitude in knots. DIR or MAG can be
modified individually. On the DES FORECAST page only, entry format is
DIR/MAG/ALT.
E. Data Base
The data base is divided into two main parts which are the navigation
data base and the performance data base.
The navigation data base stores various types of data describing a
geographical area in which the A/C flies. This data base is used to
create flight plans (laterally and vertically), tune navaids or compute
A/C position, perform fuel planning (fuel policy).
The performance data base describes the performance models divided into
aircraft aerodynamic model and engine model. This data base is used for
predictions and optimization.

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F-PLN B Page
Figure 045

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DES FORECAST Page
Figure 046

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PERF APPR Page
Figure 047

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(1) DATA INDEX Page
(Ref. Fig. 048)
This page is displayed via the DATA mode key.
Data fields:
(a) 1L : access to the WAYPOINTS page.
(b) 1R : access to the STORED WAYPOINTS page (if at least one exists)
or to the new waypoint page (if no stored waypoint exists).
(c) 2L : access to the NAVAIDS page.
(d) 2R : access to the STORED NAVAIDS page (if at least one exists)
or to the new navaid page (if no stored navaid exists).
(e) 3L : access to the RUNWAYS page.
(f) 3R : access to the STORED RUNWAYS page (if at least one exists)
or to the new runway page (if no stored runway exists).
(g) 4L : access to the ROUTES page.
(h) 4R : access to the STORED ROUTES page (if at least one exists) or
to the new route page (if no stored route exists).
(i) 5L : access to the A/C STATUS page.
(2) A/C Status Page

(Ref. Fig. 049)
The A/C status page reminds the pilot what is the FMGC data base
program configuration. This page is displayed through the DATA INDEX
page (DATA mode key).
Data fields:
(a) Title line : gives the aircraft model number defining the
airframe series and the engine type. This number refers to the
aircraft aerodynamic model. There are 3 aero models stored which
are selected by program pin (2 discretes). The displayed aero
model reference reflects the pin program status.
(b) Line 1L : displays the type of engine on the aircraft and so

gives the engine model loaded in performance data base. There are
6 engine models selected by program pin (3 discretes) and the
displayed reference reflects the program pin status.

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DATA INDEX Page
Figure 048

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A/C Status Page
Figure 049

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(c) Lines 2 and 3 : display the navigation data base part number and
effectivity for the active and second data base.
The navigation data base is stored for two successive 28 day
cycles. The appropriate cycle is automatically selected using the
A/C clock date, but automatic selection may be overridden by
pilot selection on A/C status page.
(d) Line 4R and label line 5R display the numbers of elements stored
by the pilot.
In fact, in addition to the navigation data base elements, the
pilot has the ability to create and store up to 20 waypoints, 20
navaids, 10 runways, 3 routes. These stored elements belong to
the active data base and depending on program pin configuration
may be deleted, during DONE phase, by pilot selection of 5R key
(if DELETE ALL prompt is displayed) or when the active data base
is no longer effective.
(e) Line 4L : enables the crossloading activation of the Navigation

Data Base when the prompt is diplayed in DONE or PREFLIGHT flight
phase. When it is selected, the ACTIVATE CROSSLOAD prompt is
replaced by the CONFIRM CROSSLOAD prompt in order to enable the
transfer of the Navigation Data Base from the onside FMGC to the
offside FMGC.
(3) Navigation Data Base

The types of data stored in the navigation data base are as follows:
- Navaid
- Non directional beacon
- Waypoint
- F-Plan fix
- Airport
- Runway
- Airway
- Holding pattern
- Terminal area procedure
- Company route
- Alternate
- Fuel policy.
Flight plan fixes may be either Navaids, Non directional beacons, or
waypoints.
(a) Navaids - Non directional beacons (NDB)

Navaids and NDB are radio stations that may be used for radio
tuning or position updating, or designated as flight plan
waypoint.

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1
_ The pilot may display information concerning any navaid
defined in data base or by the crew on the Navaid page. This
page is accessed from the DATA INDEX page (DATA mode key).
(Ref. Fig. 050)
Data fields:
a
_ Line 1L : displays the ident of the navaid. This is a pilot
entry and the page gives information about this navaid.
b
_ Line 2L : displays the class of the navaid. It may be:
VOR ILS DME
DME VORTAC
LOC VOR DME
ILS
NDB
c
_ Line 3L : displays the latitude and longitude of the
navaid.
In case of ILS, this is the localizer position.
In case of non collocated VOR DME, this is the VOR
position.
d
_ Line 4L : displays the frequency
e
_ Line 5L : displays the elevation (except for VOR and NDB
where it is undefined and blank).
f
_ Line 6L : displays the figure of merit indicating the
maximum distance at which the navaid can be tuned (except
for LOC, ILS, NDB where it is blank).
Figure of merit may be:
-
| 0 40 Nm
| 1 70 Nm
| 2 130 Nm
| 3 250 Nm
-
g
_ Line 1R:
- for VOR-VORTAC-VOR DME, it displays station declination
- for ILS-ILS DME, it displays runway ident.
h
_ Line 2R : displays ILS approach category for ILS-ILS DME
i
_ Line 3R : displays the course of the localizer for LOC-ILS
or ILS DME.

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NAVAID Page
Figure 050

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2
_ If the pilot wants to get information about a navaid he has
created and stored, he may have access to the NAVAID page
(Ref. above) or to the STORED NAVAID page.
(Ref. Fig. 051)
Data fields:
a
_ Title line : in columns 19 through 23 are displayed two
numbers.
The second one gives the number of navaids that have been
created and stored by the pilot. This number is equal to
the number of stored navaids displayed on A/C status page.
The pilot may store up to 20 navaids.
The first number indicates the rank of the displayed navaid
in the list of stored navaids.
b
_ Fields 1L to 6L and 1R to 3R are identical to those
described above for the navaid page.
c
_ Line 5R : The LSK adjacent to the DELETE ALL indication, if
pressed, allows the pilot to delete all stored navaids from
the stored navaid list except those which are currently
used in the active or secondary flight plan or are being
used for position computation or display. If all navaids
are deleted, the display reverts to new navaid page.
The pilot may also delete only the displayed navaid
clearing the ident field provided that this navaid is not
used. The next stored navaid is then displayed.
d
_ Line 4R : The LSK adjacent to the NEW NAVAID indication
allows access to the new navaid page to define and store a
navaid.
e
_ The pilot may see successive stored navaids by actions on
the slew keys. A prompt is displayed in the right corner of
the scratchpad with one or two vertical arrows.
3
_ When the pilot wants to define a new navaid, he may have
access to the NEW NAVAID page from the STORED NAVAID page or
from DATA INDEX page if no stored navaid exists.
(Ref. Fig. 052)
Data fields:
a
_ Fields 1L to 6L and 1R to 3R are identical to those
described for the NAVAID page.

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STORED NAVAID Pages
Figure 051

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NEW NAVAID Pages
Figure 052

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If the NAVAID is an ILS or a LOC, the pilot must enter the
RWY ident. Entry of a RWY ident in 1R gives acess to the
NEW RUNWAY page when the RWY ident is not found in the
Navigation Data Base. Upon storing of the runway data, the
display reverts to STORED NAVAID page.
b
_ Line 5R : The LSK adjacent to the RETURN indication causes
the display to return to the page displayed when the NEW
NAVAID page was called.
c
_ Line 6R : The LSK adjacent to the STORE indication allows
the pilot to store the navaid (once it has been totally
defined).
Upon insertion, the display reverts to STORED NAVAID page.
If the page is left without store key being pressed, the
navaid data are lost.
When 20 navaids are already stored the first navaid in the
list which is not used for flight planning, position
computation, or display is automatically deleted. The newly
entered navaid becomes 20/20. If no navaid can be deleted
from the list, insertion is not allowed.
NOTE : The pilot may also have access to the new navaid
____
page if a navaid entry is made and navaid cannot be
found in data base or stored navaid list. In this
case, upon insertion the display reverts to the
access page (on which the pilot made the entry).
(b) Waypoints
(Ref. Fig. 053)
Waypoints are ground reference points that may be designated as
flight plan waypoints.
1
_ The pilot may display information concerning any waypoint
defined in data base or by the crew on the WAYPOINT page.
Access to this page is achieved from the DATA INDEX page.
Data fields:
a
_ Line 1L : The waypoint identifier may be any waypoint,
navaid or airport ident. This is a pilot entry and the page
gives information about that waypoint.
b
_ Line 2L : Gives the latitude and longitude of the waypoint.
c
_ Line 3L : Describes the waypoint if it is defined as a
place/bearing/distance or as a place/bearing-place/bearing.
(Ref. Fig. 054)

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WAYPOINT Pages
Figure 053

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Place/Bearing/Distance and Place/Bearing-Place/Bearing
Figure 054

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2
_ As for navaids, the pilot may get information about a waypoint
he has created and stored on the STORED WAYPOINT page.
Access to this page is achieved from the DATA INDEX page or
from the NEW WAYPOINT page upon insertion of a new waypoint.
(Ref. Fig. 055)
Data fields:
a
_ Title line : In the right corner of the line are displayed
the rank of the currently displayed waypoint and the number
of the stored waypoints. This number is equal to the number
of stored waypoints shown on A/C status page. It may be up
to 20. Slew key action may display the previous or next
stored waypoint.
b
_ Lines 1L to 3L : Are identical to those described in the
waypoint page.
c
_ Line 5R : The prompt DELETE ALL has the same functionality
for the STORED WAYPOINT page as for the STORED NAVAID page.
Deletion of the currently displayed stored waypoint only is
allowed by clearing the ident field provided that the
waypoint is not used.
The next stored waypoint is then displayed.
d
_ Line 4R : Allows the pilot to have access to the NEW
WAYPOINT page and thus to define and store a waypoint.
3
_ As for navaids, when the pilot wants to define a new waypoint
he may have access to the NEW WAYPOINT page.
(Ref. Fig. 056)
Data fields:
a
_ Line 1L : Displays the ident of the new waypoint.
b
_ Line 2L : Allows the pilot to enter latitude and longitude
if he wants to define the new waypoint in such a way.
c
_ Line 3L : If the new waypoint is a place/bearing/distance,
this field allows the pilot to define it.
d
_ Line 4L : If the new waypoint is a place/bearing -
place/bearing, this field allows the pilot to define it.
e
_ Line 5R : The RETURN prompt has the same functionality as
the RETURN prompt on the NEW NAVAID page.

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STORED WAYPOINT Page
Figure 055

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NEW WAYPOINT Pages
Figure 056

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f
the pilot to store the newly defined waypoint.
Upon insertion, the philosophy described on the NEW NAVAID
page applies for the new waypoint page.
NOTE : The pilot may have access to the NEW WAYPOINT page
____
if he enters an ident that cannot be found in data
base or stored waypoint list (for example on lateral
revision page : next waypoint or direct lateral
revision on flight plan page).
Upon insertion of the new waypoint the display
reverts to the access page (entry of a next waypoint
on lateral revision page will revert to temporary
flight plan page after insertion).
(c) Airports
Airports may be designated as the origin or destination waypoint
in a flight plan.
The information provided for each airport may consist of:
- airport identifier
- position of the reference point
- elevation
- transition altitude
- speed limit.
(d) Runways
Runways are defined at an airport and cannot exist unless the
associated airport exists.
1
_ For runways, the pilot may display information concerning any
of the data base runways or pilot stored runways on the RUNWAY
page. The page is accessed from DATA INDEX.
(Ref. Fig. 057)
Data fields:
a
_ 1L : Pilot must enter the runway ident with the following
format: ARPT NN A where:
- ARPT is the airport ident
- NN is the number of the runway on the airport (it is
the QFU)
- A is a description, it may be blank or in case of two
or more parallel runways, it may be L (for left), R (for
right), C (for center).
b
_ Line 2L : Displays the latitude and longitude of the runway
threshold.

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RUNWAY Page
Figure 057

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c
_ Line 4L : Displays the paved length.
d
_ Line 5L : Displays the runway threshold elevation.
e
_ Line 6L : Displays the runway centerline bearing.
f
_ Line 1R : Displays the ILS ident if there is one associated
to the runway.
Other pieces of information are available in data base
which are not displayed on this page, they are :
- Threshold displacement distance
- ILS category (shown on NAVAID page)
- Localizer center beam bearing (shown on NAVAID page).
2
_ If the pilot wants to get information about runways he defined
and stored, he may have access to the STORED RUNWAY page from
the DATA INDEX page.
(Ref. Fig. 058)
Data fields:
a
_ Title : In the right corner of the title line are given the
rank of the displayed runway and the number of stored
runways.
This number is equal to the number of stored runways
displayed on A/C status page.
The pilot may store up to 10 runways.
Slew key action may display previous or next stored runway.
b
_ Lines 1L to 6L and 1R are identical to those defined for
the RUNWAY page.
c
_ Line 5R : The DELETE ALL has the same functionality for the
STORED RUNWAY page as for the STORED NAVAID or STORED
WAYPOINT page.
Deletion of the currently displayed stored runway only is
allowed by clearing the ident field provided that the
runway is not used in the flight plan. The next stored
runway is then displayed.
d
_ Line 4R : The LSK adjacent to the NEW RUNWAY indication
allows the pilot to have access to the NEW RUNWAY page and
thus to define and store a runway.
3
_ If a pilot wants to define a new runway, he may have access to
the NEW RUNWAY page from DATA INDEX page (if no stored runway
exists) or from the STORED RUNWAY page.
(Ref. Fig. 059)

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STORED RUNWAY Page
Figure 058

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NEW RUNWAY Page
Figure 059

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Data fields:
a
_ Lines 1L to 6L and 1R are the same as those described on
RUNWAY page.
Entry of an ILS ident in field 1R gives access to the NEW
NAVAID page where the pilot may define the ILS. Upon
insertion of the ILS, the display returns to the NEW RUNWAY
page. If no ILS ident is entered in 1R, the field remains
blank.
b
_ Line 5R : The RETURN prompt has the same functionality as
the RETURN prompt on NEW NAVAID page.
c
the pilot to store the newly defined runway.
Upon insertion, the philosophy described on NEW NAVAID page
applies for the NEW RUNWAY page.
NOTE : The pilot has access to the NEW RUNWAY page when an
____
airport entry is made and the airport cannot be
found in data base (for example : new destination
entry on lateral revision page). Upon insertion, the
display reverts to the access page (or to temporary
flight plan page for lateral revision).
(e) Airways
Airways are predefined routes between two or more F-PLN fixes.
The information provided for each airway consists of:
- Airway identifier
- List of airway fixes.
(f) Holding pattern

Holding pattern are defined at a fix. The information provided
for each holding pattern consists of:
- Fix ident
- Inbound course
- Altitude
- Leg length (time or distance)
- Turn direction (L left or R right).
If the pilot executes a lateral revision at a flight plan fix
where a data base holding pattern exists, he will display the
following HOLD page which describes the holding pattern.
(Ref. Fig. 060)

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HOLD Page
Figure 060

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(g) Terminal area procedure
Terminal area procedures are predefined routes for arriving or
departing a terminal area at a given airport. These procedures
can not exist unless the designated airport exists. There are
three types of terminal area procedures at a given airport:
- SID
- STAR
- APPROACH.
Information associated to a terminal area procedure consists of:
- Procedure identifier
- Transition identifier
- Transition altitude
- A set of path/terminations with associated elements describing
the paths (recommended navaid if any, bearing, leg length
(distance/time), altitude/speed/flight path angle constraints
if any)
- Compatibility with a single runway or a set of runways.
(h) Company route

Company route may designate all the elements required to define a
flight plan from the origin to the destination.
As a minimum, the CO RTE information must contain the CO RTE
identifier and origin and destination airports.
Additionally some lateral elements may be specified such as :
- Origin and destination runways
- Airways
- Direct leg
- Terminal area procedure
Some vertical elements may be defined :
- Cost index
- Cruise altitude
- Step climb or descent.
In a similar way as for navaids, waypoints or runways, the pilot
has the possibility to display information about data base routes
or pilot stored routes, to create and store new routes.
1
_ If the pilot wants to display information about data base
company route or pilot stored routes, he may have access to
the ROUTE page via the DATA INDEX page (DATA mode key).
(Ref. Fig. 061)
Data lines:
a
_ Title line : If the pilot selects a city pair through field
1R, the right corner of the title line indicates the number
of company routes available for the entered city pair and
the rank of the displayed company route.

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ROUTE Pages
Figure 061

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The pilot may display the other routes available for the
given city pair by slew key actions.
b
_ Field 1L : The pilot may enter the company route number in
this field. The city pair will be automatically filled.
c
_ Field 1R : The pilot may enter the origin and destination
airports.
The company route will be automatically filled with the
first existing route.
d
_ Label line 2L through 6L : displays lateral elements of the
company routes:
- the origin runway or airport is displayed.
- for terminal area procedures, only the name of the
procedure and the final point are displayed.
- for other cases, the origin and final point of the
segment are displayed in addition to the name of the
segment (airway ident, direct leg).
2
_ The pilot has the possibility to define and store up to 3
company routes. He may display information about a stored
company route by having access to the STORED ROUTE page from
DATA INDEX page.
(Ref. Fig. 062)
Data fields:
a
_ Title line : the right corner of the line indicates how
many routes have been stored by the pilot and which one is
displayed. Slew key actions display the previous or next
company route.
b
_ Lines 1L through 5L display the same data as described in
ROUTE page.
c
_ Field 6L : The DELETE ALL prompt has the same functionality
as the prompt described for STORED NAVAID page. If all
stored routes are deleted, the display changes to the NEW
NAVAID page.
If one route is used as active, temporary or secondary
flight plan, it is not deleted.
d
_ Field 6R : It allows the pilot to have access to the NEW
ROUTE page.
3
_ The pilot may create a new company route and store it. He may
have access to the NEW ROUTE page

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STORED ROUTE Page
Figure 062

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(Ref. Fig. 063)
from the DATA INDEX page (stored route prompt and no stored
route exists) or from the stored route page.
Data fields:
a
_ Line 1L : The pilot can enter a new company route number.
If the pilot does not enter a company route number, the new
route (if stored) is named SRTE N (N is a number : 1 to 3).
If the pilot enters an existing number, the entry is
rejected.
b
_ Line 2L : It permits to store elements (lateral elements
plus cost index - cruise flight level and step (if any))
from the active flight plan into the new route.
The display changes to stored route page with the newly
entered route.
c
_ Line 2L : Same as 1L but with storage of secondary flight
plan elements into the new route.
d
_ If three routes have already been defined, the pilot may
not store a new one.
(i) Alternate
Up to 6 alternates may be defined for a given airport, but one
must be designated as the preferred alternate. The alternate is
an airport or company route. The alternate information consist of
a list of alternates and the alternate airway distance associated
with each.
(j) Fuel policy

Each navigation data base contains eight fuel policy files. A set
of fuel parameters contained in each fuel policy are selected via
airline program pin and used in performance fuel computations.

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NEW ROUTE Page
Figure 063

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Each fuel policy consists of the following fuel parameters:
------------------------------------------------------------------------
| MNEMONIC | PARAMETERS | VALUES |
|-----------------|--------------------------------|-------------------|
| RTE RSV | - Percentage of route reserve | decimal |
|-----------------|--------------------------------|-------------------|
| RSV MIN | Minimum value of route reserve | decimal |
|-----------------|--------------------------------|-------------------|
| RSV MAX | Maximum value of route reserve | decimal |
|-----------------|--------------------------------|-------------------|
| RSV FL | Reserves are computed for fuel | Y/N |
| | predictions in flight | |
|-----------------|--------------------------------|-------------------|
| RSV ALTN | Reserve includes reserve of | Y/N |
| | alternate trip | |
|-----------------|--------------------------------|-------------------|
| FINAL TF | Final time used for fuel | decimal |
| | prediction computation | |
|-----------------|--------------------------------|-------------------|
| FINAL FIXF | Inclusive final fuel used for | decimal |
| | fuel prediction computation | |
|-----------------|--------------------------------|-------------------|
| FINAL ALT | Altitude of the holding | 1 500 ft. |
| | pattern which the final | 20,000 ft. |
| | computation is based on | |
|-----------------|--------------------------------|-------------------|
| TAXI | Taxi fuel | decimal |
|-----------------|--------------------------------|-------------------|
| FINAL DEST | Airport upon which the final | Primary/ |
| | fuel computation is performed | Alternate |
------------------------------------------------------------------------
All these values are displayed on the Init page B (which has been
shown in chapter 71-3 about initialization).
For the records in which data is not provided, default value for
the corresponding parameter is defined in the following list:
- Taxi = 200 kg
- RTE RSV = 5%
- RSV MAX = 10,000 kg
- RSV MIN = 0 kg
- RSV FL = Y
- RSV ALTN = N
- FINAL TF = 30 min
- FINAL FIX F = 0 kg
- FINAL ALT = 1500 ft.
- FINAL DEST = A

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F. Performance Data Base
The performance data base is the data stored for the performance models.
This data base is composed of tables and equations for computing the
aircraft aerodynamic and engine models. Access to the performance data
base is achieved by the performance process which uses the data for
predictions and optimizations.
Two types of model are described in the performance data base relating
to:
- Aircraft aerodynamic (Aero)
- Engine.
In addition to these models, some items of information are provided to
compute characteristic speeds and miscellaneous data.
Up to 6 different engine types for 3 different aerodynamic models can be
included in the FMGC software.
(1) Aircraft aerodynamic (Aero) model

The aircraft aerodynamic model consists of sets of drag coefficients
used in aircraft equations of motion for the entire range of aircraft
configurations and flight conditions.
Two sets of drag coefficients are given depending on the
configuration : one for clean configuration, the other for a high
lift configuration.
(a) The lift coefficient is computed from the equation of motion on

the lift axis.
(b) Drag coefficient

The drag is computed from a standard drag coefficient plus a
deviation.
The standard drag coefficient uses tables function of the lift
coefficient, the Mach number and the aircraft configuration at
reference Reynolds number.
The deviation takes into account effects of speedbrake extension,
landing gear extension, included in approach and landing
configuration, center of gravity deviation from reference
position, Reynolds number and trim drag due to asymmetrical
thrust.
The speedbrake correction models an half speedbrake extension
only.
(2) Engine model

The engine model describes the interrelations between thrust, thrust
settings, and fuel flow for a particular engine under given operating
conditions. This model is used by the performance function in
conjunction with the aircraft models to solve the aircraft steady
state equations of motion.
Following data are given :

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(a) Function of thrust setting parameter and Mach number:
- Corrected net thrust
- Corrected fuel flow
The equation of motion used for optimization and prediction
computations will make use of net thrust.
(b) Function of Mach number, altitude and temperature:

- Max climb setting
- Max continuous
- Idle ratings
- Idle margin or idle rating
(c) Function of Mach number

- Corrected windmill thrust
- Airflow.
(3) Miscellaneous data:

- takeoff speeds (F-S-O)
- engine out climb and drift down speeds (0)
- speed envelope depending on the speed mode
- maximum altitude
- optimum climb, cruise and descent speeds
- holding speeds
- time, fuel and distance for flight phases such as preflight,
takeoff and go around phases
- distance, speed correction and approach definition
- alternates predictions (fuel and time)
- center of gravity computation
- repressurization control law for cabin pressure
- wind model.

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FLIGHT PLAN/DATA BASE - DESCRIPTION AND OPERATION
_________________________________________________
For the Flight Plan/Data Base, refer to 22-70-00 P. Block 001.

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NAVIGATION/LATERAL FUNCTIONS - DESCRIPTION AND OPERATION
________________________________________________________
1. _______
General
The lateral functions of the flight management system consist of:
- Navigation computations which determine the A/C position and various
derived data. The modes of computation are described in Para. 2.A. and the
navigation mode selection is described in Para. 2.B.
- Radio navigation tuning for VOR, DME, ILS, ADF in term of identifier, or
frequency and course or BFO is explained in Para. 2.C.
- IR (inertial reference) alignment (Ref. Para. 2.D.)
- Lateral guidance along the flight plan which is subdivided in:
. flight plan leg transition (Ref. Para. 2.E.),
. lateral flight plan parameters (Ref. Para. 2.F.),
. nav guidance mode description and engagement logics (Ref. Para. 2.G.)
and flight plan sequence logic (Ref. Para. 2.H.).
2. __________________
System Description
A. Navigation Modes
(1) General
In the following, although the navigation modes are named DME/DME/
INERTIAL or VOR/DME/INERTIAL..., these words are only used for
clarification of the text and for the MCDU display.
They have no direct relationship with the actual algorithm used in
the computer and described in this section.
In navigation modes, the A/C position is calculated using information
from the following sensors:
- IR
- VOR
- DME
- ILS
- GPS (optional)
(Ref. Fig. 001)
In addition to the present position, the FMGC computes other
signals for use and display on MCDU or EIS such as wind, track,
ground speed, bearing/distance to a fix (Ref. Para. (8)).
At last, the aircraft position may be updated either manually or
automatically (Ref. Para. (6)).
(2) Inertial position

The FMGC computes an inertial position with data coming from the
three IRS sensors.
If the three IR positions are available and valid, the system
computes a weighted mixed IR position using all three IR positions.

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General Navigation Computation Organization
Figure 001

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If one of the IR positions is not available or if any IR drift is too
large (greater than 30 NM compared to the previous mixed IR
position), the system computes an IR position using only one IRS.
Each FM chooses one IRS with the following priority:
- 1st - IRS OWN
- 2nd - IRS 3
- 3rd - IRS OPP
If no IRS is available, no IRS position is computed.
(3) Radio positions

The FMGC can compute a radio position using VOR and DME/TACAN
signals.
There are two modes available:
(Ref. Fig. 002)
- DME/DME:
The ambiguity is eliminated by knowing the previous position and by
limiting the geometry of the navaids to an angle (DME 1, A/C, DME
2) of between 30 and 150 degrees.
- VOR/DME:
The position is computed using the radial and the DME distance
coming from a collocated VOR/DME or VORTAC.
(4) FMGC position

(Ref. Fig. 003)
When a mixed IR position is computed, the FMGC computes a GPS
inertial or a radio inertial position mixing both the IR position and
the GPIRS or radio position (if any).
In fact, when a GPIRS or radio position becomes available, the GPIRS
or radio inertial position is filtered to become almost equal to that
GPIRS or radio position.
Thus, a bias between IR and FMGC position is then computed.
NOTE : When the GPIRS or radio mode is lost (no more radio position),
____
the last computed bias is memorized and used for FMGC position
computation.
(5) Localizer updating

(Ref. Fig. 004)
In ILS or LOC approach mode, with the AP/FD engaged, the localizer
signal is used to update the FMGC position.
The update position is the intersection of the projection of the
previous computed position onto the LOC center beam with the LOC
deviation.

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Radio Positions
Figure 002

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FMGC Position
Figure 003

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Localizer Updating
Figure 004

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(6) Position updating
In some conditions the FM position is updated, either automatically
or on pilot demand. The updating modifies the bias between the mixed
IR position and the FM position. The new bias is then used in the
navigation algorithms.
The manual updatings are performed:
- at IR alignment (Ref. Para. D.)
(Ref. Fig. 005)
- on pilot demand on PROG page (UPDATE AT prompt)
(Ref. Fig. 005)
The position can be updated on a LAT/LONG, a PLACE/BEARING/DISTANCE,
a PLACE/BEARING-PLACE/BEARING or waypoint, navaid, airport ident.
The automatic updatings are provided:
- at takeoff when takeoff thrust is applied. The FM position is
updated at the runway threshold position (modified by the takeoff
shift entered by the pilot on the TAKEOFF page).
(Ref. Fig. 006)
(7) Position and navigation mode display

- General navigation information is displayed on the POSITION MONITOR
page which is accessed from the DATA MENU page.
(Ref. Fig. 007)
This page displays on the first two lines, the FMGC1 and 2 aircraft
position and the navigation mode active on each FMGC.
On the third line, the own FMGC GPIRS or RADIO position (depending
on the navigation mode) is displayed, followed on the fourth line
by the MIXED IRS position.
The fifth line displays the IRS status (INVAL, ALIGN, NAV or ATT)
and the deviation of each IRS position versus the own FMGC position
(if IRS status is NAV).
When the 6L line select key is pushed, this allows to freeze the
data displayed this page. A second push reactivates the page data.
The 6R line select key gives access to the SELECTED NAVAIDS pages
which display the features of the selected VOR, DME and/or ILS.
(Ref. Fig. 008)
- Also available from the DATA MENU page, the GPS MONITOR page
presents all data computed by GPS sensors : both GPS positions,
true tracks, ground speeds, figures of merit and sensors status
(INIT, ACQ, NAV, TEST, FAULT or ALTAID).
(Ref. Fig. 007)
- The SELECTED NAVAIDS page displays the navaids which are currently
used by the onside system for navigation purpose.
In lines 2L and 3L, these navaids are given by frequency and ident
with the navaid class in label line.

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Position Updating
Figure 005

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Runway Takeoff Shift for Takeoff Position Updating
Figure 006

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POSITION MONITOR Page Access
Figure 007

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SELECTED NAVAID Page
Figure 008

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- This page also displays, in 1L, the onside navaid used for display
in the same manner as for navaids used for navigation. In addition
to this, the tuning mode is displayed in green small font in
columns 8-13.
This tuning mode is either:
AUTO
MAN (for manual)
RMP
(The selection of the displayed navaid is explained in Para. B and
C).
- Line 4L displays, by ident and frequency with its class and
selection mode, the ILS which is tuned (if any)
- Pressing a key 1L, 2L, 3L or 4L displays the NAVAID page describing
the information concerning the chosen navaid. The SELECTED NAVAIDS
page is returned through a RETURN prompt in NAVAID page in field
6R.
- The pilot may also deselect up to 6 navaids in fields 1R through
6R.
Deselection results in that navaid not being tuned or used for
navigation by the FMGC until the pilot allows again the use of that
navaid (using CLR function). The fields are cleared upon transition
to DONE or preflight phase or when the second data base is
activated on the A/C STATUS page.
- A DESELECTED GPS prompt in 5L allows the pilot to manually deselect
the GPS. GPIRS position use in FMGC position computation is then
inhibited until the pilot reselect it (via the same prompt).
(8) Other navigation computations

- Ground speed and track
The ground speed is computed by updating a mixed IRS velocity by
the rate of variation of the GPIRS or radio position (used as a
GPIRS or radio velocity).
The mixed IRS velocity is either a simple average of the three IRS
velocities if they are all available and valid, or a single IRS
velocity.
In this case, the IRS used to compute the IRS velocity is the same
as the one used for position computation (Ref Para. (2)).
The North and East components define the ground speed vector.
Then the A/C track is derived from that Ground Speed.
- Wind
Current wind (magnitude and direction) is computed by using the
aircraft geometry defined by groundspeed and track (computed by
FMS) and true airspeed and heading (provided by ADR). This wind
value is displayed on the ND.
- Bearing/distance to a fix
On pilot demand, the FMS computes and displays the bearing and
distance from the A/C position to a dedicated fix.

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This fix can be a waypoint, a navaid, a NDB, or an airport
reference point runway and is selected on the PROG page.
(Ref. Fig. 009)
B. Navigation Mode Selection and Class of Navigation
(1) General
The navigation mode with the least error is chosen based upon the
best GPIRS or radio position available as defined in Para. B and C.
The available modes of navigation include the following:
- GPS/INERTIAL
- DME/DME/INERTIAL
- DME/VOR/INERTIAL
- INERTIAL ONLY.
The mode chosen will be as defined in Para. A.(1). If an IR position
is available, one of the modes described in Para. 1. will be used. If
not, no navigation computation is provided. As well as mode
annunciation, navigation will supply data for class annunciation ;
this annunciation will be dependent upon the navigation error and the
navigation mode (Ref. Para. A.(2)).
(2) Navigation mode selection

(Ref. Fig. 010)
(a) GPS/INERTIAL
If a valid and reasonnable hybrid GPS/IRS position is available
from one of the IRSs, the GPS/INERTIAL mode is choosen.
The logic to determine the availability of the hybrid GPS/IRS
position takes into account the hybrid factor of merit delivered
by the IRS.
As long as GPS/INERTIAL mode is active, no DME/DME or VOR/DME
radio updating is allowed. However, LOC updating can apply on
GPS/INERTIAL position.
The FM only uses one input of GPIRS hybrid position for computing
FM position.
The FMGC position is a mix of the hybrid GPIRS position and the
mixed IRS position and the navigation mode displayed on the
POSITION MONITOR page is N IRS/GPS, with N being the number of
IRSs used to compute mixed IRS position.
The selected hybrid GPIRS position is displayed on the POSITION
MONITOR page in place of radio position.
The mixed IRS position and the IRS deviations displayed on the
POSITION MONITOR page do not change and are still computed using
pure IRS inputs.
The GPS/INERTIAL mode is inhibited if pilot deselects GPS through
the SELECTED NAVAIDS page.

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Bearing/Distance to a Fix
Figure 009

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Navigation Mode Selection
Figure 010

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(b) DME/DME/INERTIAL
If a valid and reasonable radio combination allows the
computation of a radio position, the DME/DME/INERTIAL mode is
chosen.
The logic to determine the availability of a radio position takes
the DMEs of both sides into account. In particular, if one side
DME has failed, the onside FMGC will use offside DME information.
The navigation mode as displayed on the POSITION MONITOR page is
N IRS/DME/DME (N = number of IRS in use: 1 or 3).
(c) VOR/DME/INERTIAL
The logic to determine the availability of a radio position will
take the VORs and DMEs of both sides into account. In particular,
if one side VOR or DME has failed, the onside FMGC can use
offside VOR/DME information.
The navigation mode as displayed on the POSITION MONITOR page is
N IRS/DME/DME (N = number of IRS in use: 1 or 3).
In all cases, VOR/DME/INERTIAL position mode can be selected only
if DME/DME/INERTIAL position mode is not selected.
Use of VOR and DME ident signals from VORs and DMEs will be made
to avoid selection mistake in the position computation.
1
_ En route and terminal area
If the estimated error for the chosen rho/theta station is
less than the estimated error for the INERTIAL ONLY mode and
DME/DME/INERTIAL mode was not chosen, then the mode of
navigation will be VOR/ DME/INERTIAL. If not, the INERTIAL
ONLY mode is chosen.
2
_ Approach area
The navigation mode is dependent upon approach type as
follows:
- ILS approach:
If the DME/DME/INERTIAL mode is not selected, then
VOR/DME/INERTIAL will be used if the error is less than the
estimated error for the IR position.
- RNAV, VOR/DME and VOR approaches:
If the DME/DME/INERTIAL mode could not be chosen, the system
uses the specified VOR/DME. If available, the
VOR/DME/INERTIAL mode is selected. If not, the system will
search for other VOR/DME to be tuned; then if the estimated
error with this station is less than the estimated error in
INERTIAL ONLY mode then VOR/DME/INERTIAL mode is selected.
If not, INERTIAL ONLY mode is selected.
- NDB or pilot created approach:
Same as VOR approach except that there is no specified VOR.

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(d) INERTIAL ONLY
This mode of navigation will be used if neither the
VOR/DME/INERTIAL nor the DME/DME/INERTIAL has been chosen and at
least one IR information is valid.
When selected, the mode displayed on the POSITION MONITOR page
will be N IRS where N is the number of IRSs used to determine
the inertial position: 1 or 3.
(e) Localizer Updating

When an ILS or LOC approach is selected and LOC deviation is
available, the LOC signal is used to update the FMGC position.
In this case, the navigation mode becomes N IRS/DME/LOC if it was
N IRS/DME/DME, N/IRS/VOR LOC if it was N IRS/VOR/DME and N
IRS/LOC if it was N IRS (N = number of IRS in use: 1 or 3).
(3) Class of navigation

Two classes of navigation are defined.
They reflect the fact that the system respects accuracy requirements
expressed in the following.
If these requirements are satisfied, the class is HIGH. If not, the
class is LOW.
The class is HIGH in the following cases:
(a) En route area:

- DME/DME/INERTIAL
- VOR/DME/INERTIAL and INERTIAL if the estimated error is less
than 2.8 NM for crosstrack and along track errors.
(b) Terminal area:

- DME/DME/INERTIAL
- VOR/DME/INERTIAL and INERTIAL if the estimated error is less
than 1.7 NM for crosstrack and along track errors.
(c) Approach area:

- When LOC update is active
- in DME/DME/INERTIAL
- in VOR/DME/INERTIAL with the specified VOR/DME, if estimated
position error is less than the prescribed threshold.
- When there is no specified VOR/DME, VOR/DME/INERTIAL if there
is a VOR/DME for which the estimated error is less than 0.5 NM
for crosstrack and along track errors.
- in INERTIAL if the estimated error is less than 0.3 NM for
crosstrack and along track errors.

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(d) GPS/INERTIAL mode:
When a GPIRS position is available for navigation update, the
integrity of this position is checked versus FM computed radio
position (if available) and mixed IRS position.
In order to reflect the confidence in the GPIRS position obtained
by these integrity checks, the logic to display HIGH or LOW
accuracy when GPS/INERTIAL mode is active is the logic related to
the radio position used for integrity checks (if any), or to the
mixed IRS position otherwise.
When the class of navigation is not HIGH, it is LOW. The class of
navigation is displayed continuously on the PROG page.
(Ref. Fig. 011)
When the class of navigation is downgraded from HIGH to LOW, the
message NAV ACCURACY DOWNGRADED is displayed on EIS and MCDU.
When the class of navigation is upgraded from LOW to HIGH, the
message NAV ACCURACY UPGRADED is displayed on EIS and MCDU.
If one of these messages is to be displayed while the other is
displayed, then the previous one is deleted.
C. Radio Navigation Tuning
(1) General
The navaid selection includes tuning of the following sensors:
- VOR (frequency/course) and DME for display
- ILS (frequency/LOC course)
- ADF (frequency/BFO).
(Ref. Fig. 012)
There are three ways of selection which are:
- RMP selection (Radio Management Panel)
- manual selection through the MCDU
- automatic selection (in FMGC software).
The priority order of selection is as follows:
- manual selection through the RMP
- manual selection through the MCDU cannot override RMP selection
- automatic selection cannot override manual selection through the
MCDU and RMP selection.
(2) RMP selection

(Ref. 23-13-00)
The RMP selection in the radio nav architecture has to be considered
as a back-up of selection. It is activated/de-activated upon
selection of the nav mode for the RMP (NAV pushbutton switch). Since
then, the pilot may select:
- VOR (frequency and course)
- ILS (frequency and LOC course)
- ADF (frequency and ADF BFO).

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Class of Navigation
Figure 011

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Radio Navigation Architecture
Figure 012

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If selection of any RMP is active, neither the pilot nor the FMGCs
can tune the radio frequencies on both sides.
For display, the selected VOR - ADF are shown on the navigation
display with a character R near the ident or frequency to indicate
that the navaid selection mode is RMP.
(Ref. Fig. 013)
On the MCDU, the RMP select navaids are displayed on the RADIO NAV
page or PROG page in green small fonts.
(3) Manual selection through the MCDU

Selection through the MCDU is possible through two pages : RADIO NAV
page and PROG page.
(Ref. Fig. 014)
(a) VOR tuning

On RADIO NAV page, the pilot may select for display a VOR by
ident or frequency in line 1L, 1R. He may also optionally enter a
course in line 2L, 2R.
Upon modification of the selected VOR, the course is
automatically cleared.
On PROG page, the pilot may select a VOR as he does on RADIO NAV
page except that he cannot enter a course.
Manually selected navaids are displayed in cyan large fonts on
the MCDU and on the navigation display there is a character M
near the navaid ident or frequency.
(Ref. Fig. 015)
- Selection mechanization
If ident entry is made, the nav data base is searched and if
there is a match, the FMGC outputs the frequency. If not, NEW
NAVAID page is displayed.
If frequency is entered, the ident field is filled if found in
data base. If not, brackets are displayed.
If the VOR field is cleared, the display reverts to autotuned
navaid with associated course (if any).
If the navaid has been deselected (Ref. Para. A.(7)) on
SELECTED NAVAIDS page, then a message is displayed (XXXX IS
DESELECTED).
- Dual/independent/single modes
In dual operation, the onside information is supplied by the
onside FMGC, while the offside information is supplied by the
offside FMGC, but both side information can be selected on
either MCDU.
In independent operation, the offside field of each MCDU is
blank and nothing can be entered in that field.
If one FMGC fails, the dual operation remains valid on both
MCDUs (single operation). Onside and offside information is
supplied by the remaining FMGC.

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RMP Selection-ND Display
Figure 013

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Manual Selection through RADIO NAV Page and PROG Page
Figure 014

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Manual Selection through MCDU-ND Display
Figure 015

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These rules also apply for ADF selection (Ref. Para. (c)).
(b) ILS tuning

On RADIO NAV page only, the pilot may select an ILS by frequency
or ident in field 3L. The entry mechanization is the same as for
VOR.
However upon entry of an ILS by frequency, this frequency is
compared :
- In preflight and takeoff phases to the ILS frequency at origin
- else to the ILS frequency at destination.
In both cases, if a match is found, the ident and frequency are
displayed (cyan small fonts for the ident, cyan large fonts for
the frequency). If not, only the frequency is displayed (in cyan
large fonts) and a message appears in scratchpad RWY/ILS
MISMATCH.
In field 4L, the pilot may select the LOC course. This will be
used for LOC capture and ILS guidance in approach. This LOC
course may only be entered through the MCDU on the RADIO NAV
page. It is cleared if the pilot changes the selected ILS.
(c) ADF tuning

With the same mechanization as for VOR, the pilot may select an
ADF by ident or frequency in line 5L, 5R. Since the second ADF is
an aircraft option (program pin on FMGC), the second ADF is
available only when this option is valid.
When an ADF is selected, the ADF BFO prompt appears in line 6.
Selection of the BFO operation by pressing the LS key displays
the prompt ADF BFO and activates the BFO function for the current
ADF frequency selection. The BFO operation is deactivated by
clearing the associated field. The display reverts to ADF BFO. It
is also deactivated by entering a new ADF frequency or ident.
(4) Automatic selection

Automatic selection is performed in the FMGC software. From a display
point of view, autotuned VOR, ILS or ADF are displayed on RADIO NAV
page or PROG page in cyan small fonts. On navigation display, there
is no indicator M or R near the VOR or ADF for display showing that
the navaid is autotuned.
(a) VOR tuning

When no VOR is tuned by the crew, the FMGC tunes a VHF navaid
versus various requirements according to lateral guidance and
navigation modes.
The navaid to be tuned is determined by the following hierarchy,
ranking from the highest to the lowest priority.

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1
_ RNAV, VOR or VOR-DME approach: when the first waypoint of the
approach is the TO waypoint, the specified approach navaid is
tuned.
If this navaid has been deselected, the message SPECIF VOR-D
UNAVAIL is displayed on the MCDU and ND.
If a different navaid has been tuned before, the TUNE XXX
FFF.FF message is displayed on the MCDU where XXX is the ident
and FFF.FF the frequency.
2
_ If a navaid is required for VOR/DME position computation, it
is tuned.
3
_ If the active leg specifies a VHF navaid, it is tuned.
4
_ If the TO waypoint is a VHF navaid, this navaid is tuned if
the A/C is within the figure of merit of that navaid.
5
_ If any downpath waypoint is a VHF navaid and the A/C is within
the figure of merit of that navaid, it is tuned.
6
_ If the FROM waypoint is a VHF navaid, and the A/C is within
the figure of merit of that navaid, it is tuned.
7
_ The closest (in term of distance) VOR/DME or VORTAC for which
the A/C is within the figure of merit is tuned.
8
_ The closest VOR for which the A/C is within the figure of
merit is tuned.
(b) ILS tuning
1
_ If flight phase is PREFLIGHT or TAKEOFF and the takeoff runway
has an associated ILS or LOC, then this ILS is tuned.
2
_ If flight phase is CLB, CRZ, DES, APPR or GO AROUND and the
approach type is ILS or LOC, then the ILS or LOC is tuned.
If another ILS is manually tuned, the message RWY/ILS MISMATCH
is displayed on the MCDU.
(c) ADF tuning

The tuning is automatic if:
- no ADF has been manually selected
- a NDB is specified for the approach (NDB approach) and the
present leg belongs to the approach.

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(d) DME tuning
For VOR-DME, the automatic selection follows the rules for VOR
selection. The DME frequency is used for display (navigation
display).
For ILS-DME, the automatic selection follows the rules for ILS
selection. The DME frequency is used for display (primary flight
display).
The DMEs are also tuned for navigation computation. Up to three
DMEs can be tuned by this way, the VOR being manually or
automatically tuned.
In case of RMP control, the DMEs cannot be autotuned for
navigation purpose. The selected navaids are displayed on the
SELECTED NAVAIDS page (Ref. Para. A.).
D. Inertial Reference Alignment
(1) General
Inertial reference (IR) alignment calculations may only be carried
out on ground before takeoff. To perform IR alignment the selector
switches on the ADIRS CDU must be set from OFF to NAV mode. There is
one switch per IRS. Then the pilot can enter the current aircraft
coordinates either using the ADIRS CDU or via the MCDU INIT A page.
The aircraft position is sent to all the IRSs being in align mode.
When entered through the ADIRS CDU, the aircraft position is
reflected on the MCDU INIT A page.
(Ref. Fig. 016)
(2) Entry through the INIT A page
(a) First alignment

Upon access, the INIT A page is blank. The pilot may enter a
position directly in fields 4L, 4R or by inserting a company
route (or a FROM/TO in which case the origin airport reference
point coordinates are displayed in 4L, 4R.
(Ref. Fig. 017)
Then, if at least one IRS is in alignment status, a prompt ALIGN
IRS appears in line 3R. If the pilot presses the 3R line select
key, the coordinates are sent to the IR which are in alignment
status, and the prompt ALIGN IRS is cleared.

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IR Alignment Architecture
Figure 016

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Position Coordinates Entry
Figure 017

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(b) Position modification
The pilot may modify the position on the MCDU by slewing actions
or by new entries in field 4L, 4R.
If the alignment calculations are not yet achieved on any IRS,
then the ALIGN IRS prompt reappears on the MCDU and is displayed
until the pilot sends the modified position to the IRSs (from
MCDU or ADIRS CDU). Else the RESET IRS TO NAV message is
displayed on the MCDU.
Resetting at least one IRS to alignment status on the ADIRS CDU
clears the message and the prompt ALIGN IRS re-appears on the
MCDU and is displayed until the pilot selects the modified
position (through the ADIRS CDU or the MCDU INIT A page).
(c) Particular cases

- If one IRS becomes in alignment status whatever the state of
the other two IRS, then the ALIGN IRS prompt appears on the
INIT A page so that the pilot may send the reference position
to the IRS which requests for the alignment.
The prompt is displayed until a position is sent through the
ADIRS CDU or the MCDU INIT A page.
- Note that the reset of an IRS to NAV (which is the action to
switch from NAV to OFF and then to NAV) is equivalent to a
first request for alignment, and induces same mechanizations.
E. Leg Transitions
(1) General
The FMGC guides the aircraft in both lateral and vertical axes. The
lateral guidance is responsible for the construction of a lateral
path of the active primary flight plan. This lateral path consists of
the active leg path geometry to be used to control the aircraft and
the multiple leg geometry which is used for generating EIS displays.
The lateral path is made of geometric legs and transitions between
the legs. The available types of legs for which guidance may be
provided are defined in 22-71-00 and are as follows:
- great circle course
- planar magnetic course
- magnetic heading
- circular arc (AF leg, HX legs).

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(2) Transition types
There are five types of transitions.
(a) Type I is a curved path transition between two fix referenced

legs (FX or XF) that terminate and begin at the same point.
(Ref. Fig. 018)
It is performed with a constant turn radius. The nominal bank
angle is then corrected to take ground speed evolution into
account.
(b) Type II is a next course capture between two fix referenced legs
(which are not connected) or from a heading/course leg (VX or CX
legs) to a fix referenced leg.
(Ref. Fig. 019)
Substitution of a type II transition for a type I transition can
also occur under the following conditions:
- an overfly has been specified for the active leg
- a turn direction is specified for the next leg which causes
course change of greater than 180 deg. (except for PX, AF, HX)
- course change between active and next leg is less than or equal
to 3 deg. or more than or equal to 175 deg.
- distance between the termination of the active leg and the path
of the next leg is greater than 1 NM.
The type II transition captures the path of the next leg by using
the fixed path control law.
A type II transition is used to capture the parallel offset path.
When the parallel offset is cancelled, a type II is again used to
capture the original flight plan.
(Ref. Fig. 020)
Transitions to holding patterns are also type II transitions.
These are three types of entries:
- direct entry
- teardrop entry
- parallel entry
The type is determined by the region from which the aircraft will
cross the holding pattern fix.
(Ref. Fig. 021)
1
_ Direct entry : The aircraft captures either turn number 1 or
outbound leg using a type II transition.
(Ref. Fig. 022)
2
_ Teardrop entry : The aircraft captures a 30 deg. intercept
course from the holding pattern fix and holds this course
until the distance from the holding fix is equal to 1.15 times
the outbound leg distance (fixed path control law).

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Type I Transition CF, TF
Figure 018

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Type II Transition
Figure 019

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Parallel Offset Capture
Figure 020

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Transitions to Holding Pattern : Determination of Entry Type
Figure 021

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Direct Entry
Figure 022

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Then, the aircraft performs a circular arc (turn control law)
(constant turn radius, course change = 180 deg.) before
capturing the inbound leg using a type II transition.
(Ref. Fig. 023)
3
_ Parallel entry : the aircraft captures a parallel course to
the inbound course using a type II transition (fixed path
control law).
Then, it initiates a circular arc (constant turn radius,
course change = 180 deg.) (turn control law) before capturing
the inbound leg following a type II transition.
(Ref. Fig. 024)
(c) Type III is a transition onto a heading leg (VX legs). In that
case, a capture is performed to the desired heading.
(Ref. Fig. 025)
(d) Type IV is a transition onto a direct type leg (DF). A circular

arc path is used to capture the great circle course of a DF leg.
This type of transition is also used to capture a fix referenced
leg from a VI or CI leg.
(Ref. Fig. 026)
(e) Type V is a transition onto course legs that are not fix
referenced (CA, CD, CR legs).
(Ref. Fig. 026)
Transition types are given in the table of leg transition types
(Ref. Fig. 027)
Key for Leg Transition Types Table:
2: The IF is part of the next leg. No transition exists.
3: NAV is disengaged in discontinuity. No transition exists.
4: Both legs must have the same radius. No transition exists.
(3) Use-display
To define a path the active, next and third legs are checked to
determine the required transitions. Based on the path definition, the
FMGC produces the leg geometry and the active leg path geometry.
The ACT LEG PATH GEOMETRY is used to control the aircraft and
consists of the active leg, the next leg and the transition between
them.
The LEG GEOMETRY is used in generating the EIS F-PLN display.
In all cases, it consists of the active leg, next leg and transition
between them.
However, if the transition between the next leg and the third leg is
a type III or type V, it is also displayed with the third leg.

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Teardrop Entry
Figure 023

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Parallel Entry
Figure 024

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Type III Transition CF - VA
Figure 025

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Type IV and Type V Transitions
Figure 026

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Leg Transition Types
Figure 027

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F. Displayed Parameters - Path Errors
(1) General
The FMGC computes for display on the EIS or on the MCDU, lateral
references, lateral path errors, also used in the lateral control
laws and leg sequencing logic, and destination distance for
performance.
(2) Lateral references
(a) Definition
(Ref. Fig. 028, 029)
The position reference parameters are as follows:
- Bearing to go : bearing to go from the current aircraft
position to the leg termination point.
- Distance to go : direct distance to go from the current
aircraft position to the leg termination point.
- Time to go : time to go from the current aircraft position to
the leg termination point. Time to go is always the distance to
go divided by the current ground speed.
- Desired track : current tangent for the active leg.
NOTE : If the current leg termination is not a fixed waypoint,

____
distance to go, time to go and bearing to go are referred
to the predicted termination (altitude, VOR radial,
distance to a navaid).
NOTE : If the current leg is a manual termination leg, only the

____
desired track is computed.
(b) Display of positions reference parameters

(Ref. Fig. 030)
Bearing to go and distance are displayed on both EIS and MCDU.
Time to go and desired track are only displayed on EIS.
(3) Lateral path errors
(a) Definition
The FMGC computes a crosstrack error and a track angle error for
control of the aircraft along the lateral path also for
determination of lateral path capture and leg sequencing.
- The TRACK ANGLE ERROR is always the difference between the
DESIRED TRACK and the TRUE TRACK.
- The CROSSTRACK ERROR to a course leg is the perpendicular
distance to the leg.
(Ref. Fig. 031)

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Reference Parameters for a CF Leg
Figure 028

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PF Leg (Procedure Turn)
Figure 029

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Reference Parameters Display
Figure 030

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Lateral Path Error on Straight or Great Circle Path
Figure 031

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- The CROSSTRACK ERROR to a circular arc is the difference
between the distance from the A/C position to the turn center
and the turn radius of the arc.
(Ref. Fig. 032)
This definition applies for all circular arcs in holding
patterns (HX legs) or AF legs.
(b) Display
Only the CROSS TRACK ERROR is displayed on the EIS (nav display).
(Ref. Fig. 030)
(4) Destination distances
(a) Definition
The FMGC computes the distance to destination (DIST TO DEST) and
direct distance to destination (DIRECT DIST TO DEST). It also
computes the ALONG TRACK DIST TO GO used for performance
computations.
- The DIRECT DIST TO DEST is the distance along a great circle
path connecting the A/C position to the LOC capture point or
runway axis intercept point and then to destination runway
(Ref. 22-73).
- The ALONG TRACK DIST TO GO is the distance along the active leg
from the point where CROSSTRACK ERROR is computed to the leg
termination point.
(Ref. Fig. 033)
- The DIST TO DEST is a sum of the lateral leg distances in the
flight plan beginning with the active leg termination and the
ALONG TRACK DIST TO GO as defined above.
(Ref. Fig. 033)
(b) Display
The DIST TO DEST and DIR DIST TO DEST are output for display on
the MCDU.
The DIST TO DEST is displayed on F-PLN page on the MCDU, in line
6 dedicated to the destination.
(5) Influence of transitions

The lateral reference parameters defined in Para. (2) depend on the
type of leg as the path errors. But only the desired track and path
errors depend on the type of transition. The influence is given
hereafter.
- Type I : Time to go, bearing to go, distance to go are referred to
the active leg termination.
Desired track and crosstrack errors are computed for the curved
path of the transition.

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Lateral Path Error on Circular Path
Figure 032

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Along Track Distance
Figure 033

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- Type II : Distance to go, time to go, bearing to go, crosstrack
error, desired track are all referenced to the path to be captured.
For holding pattern entries, distance to go, time to go, bearing to
go are referred to the holding fix.
Crosstrack error and desired track are always referenced to the
associated part of the entry path that guidance is currently
controlling. When an entry ends in a type II transition, they are
referenced to the inbound course of the leg.
- Type III : The parameters are referenced to the heading leg.
- Type IV : All parameters except crosstrack error and desired track
are referenced to the next leg at the start of transition.
Crosstrack error and desired track are referenced to the arc until
sequencing of the arc.
- Type V : All parameters are referenced to the course leg.
G. NAV Guidance Mode
(1) NAV mode engagement conditions

Lateral auto pilot modes available are: (Ref. 22-12-00)
- autocontrol
- heading/track control.
When lateral autocontrol is selected, four modes are available:
- RWY
- NAV
- LOC (capture/track) and LAND
- GO AROUND.
Only NAV mode is managed by the FM.
(a) Autocontrol mode (NAV)

This mode is armed if the pilot pushes the FCU heading/track
selector knob (FCU : Flight Control Unit).
Autocontrol engagement depends upon whether the aircraft is
within the capture zone of the active leg.
This capture zone is unlimited for heading/track legs (VX or CX
legs except CF leg), this means that if LAT AUTO control is armed
while one of these legs is active, it is immediately engaged.
For fixed path legs, the capture zone is a 1 NM wide zone around
the active leg, or at the capture point which allows a
comfortable F-PLN capture without overshoot. If the aircraft is
within the capture zone, then autocontrol is engaged (FCU
heading/track display is dashed).
Else, the previously selected HDG/TRK remains displayed and
modifiable on the FCU until autocontrol is engaged.
In this case, if the track corresponding to the selected
heading/track intercepts the F-PLN before the TO waypoint, the
F-PLN becomes as shown in the following figure.
Else the flight plan remains as original.

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(Ref. Fig. 034, 035)
Note that performing a DIR TO revision engages NAV if it was not
active.
When autocontrol is active, the aircraft flies the flight plan as
defined by the displays on the MCDU and on the ND (except when
LOC mode is active).
The autocontrol engagement state is checked each time one of the
following events occurs :
- autocontrol is selected via the FCU
- a F-PLN change occurs which affects the active leg
- a parallel offset is entered or cancelled.
If the lat autocontrol is deactivated, the control reverts to
heading/track control and the heading or track is synchronized
with the current one before loss of the autocontrol.
(b) Heading/track control

Heading/track is engaged if the pilot chooses a target by means
of the heading/track selector knob and pulls the knob. The FCU
displays the selected heading or track. Selection of heading or
track mode is done via the HDG-V/S/TRK-FPA selection pushbutton
switch on the FCU.
In heading/track mode, the flight plan remains active without
modification.
On ND, the flight plan becomes dashed. Leg sequencing is
automatic as if LAT AUTO CONTROL remained active.
(2) En route and terminal area guidance submodes (NAV mode engaged)
The various guidance submodes in these areas are:
- lateral path for geographical path legs
- heading for heading legs
- track for course legs
(a) Guidance mode selection

The selection of the submode is determined according to the leg
type of the active leg or the transition.
If the active leg is a heading leg (VX legs), the heading submode
is requested.
If the active leg is a course leg (CX legs except CF leg), the
track submode is requested.
If the active leg is not a heading leg or a course leg (except CF
leg), the lateral path submode is requested.
This mode is deactivated if one of the following events occurs:
- lateral autocontrol is lost
- active leg is VX or CX leg (except CF leg)
- LOC capture, LOC track, LAND or GA track mode is engaged
- active primary flight plan is lost.

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NAV Engagement
Figure 034

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NAV Engagement Display
Figure 035

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(b) NAV control law parameters
When NAV is engaged, the determination of the control law to be
used depends on the type of leg and transition.
- If the active leg is a course leg (CX except CF leg), the TRACK
control law is used to capture and hold the track target.
- If the active leg is a heading leg (VX legs), the HEADING
control law is used to capture and hold the heading target.
- else, the horizontal path control law is used to guide the A/C
on the path. The nominal bank angle computed using the leg
geometry is corrected by XTK and TKE values.
For transitions, the lateral control law also depends on the type
of transition:
- Type I : The nominal bank angle is adjusted by XTK, TKE values
to follow the defined arc.
- Type II : Crosstrack error (XTK) and track angle error (TKE)
are used to capture the desired track and then the fixed path
control law is used (for holding pattern entries, Ref. Para.
E.(1)).
- Type III : The heading control law is used to capture and hold
the heading target.
- Type IV : The horizontal path control law is used for both the
circular path and the straight path leg.
- Type V : The track control law is used to capture and hold the
track target.
The lateral control law used to capture a leg, when NAV is
engaged, depends on the leg to be captured.
- For heading legs, the heading control law is used to capture
the desired heading.
- For course legs (except CF leg), the track control law is used
to capture the desired track.
- For a DF leg, the horizontal path control law is used.
- For other legs the crosstrack error is compared to the
crosstrack limit. If crosstrack error is greater than
crosstrack limit, then the heading control law is used to hold
the current heading until the crosstrack error equals the
crosstrack limit when the horizontal path control law is used
to capture the leg. In this case, Nav only engages at that
time.
Else the horizontal path control law is immediately used to
capture the leg.
If the flight plan is changed while in a capture procedure, the
capture rules are superseded by the control law that would
normally apply for the new active leg.

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(3) Approach area guidance submodes
In approach area, there are two types of guidances :
- RNAV regrouping lateral path, heading, track submodes
- ILS (LOC)
(a) RNAV guidance

This mode may be used on any leg of a VOR, RNAV or NDB approach.
The submodes used for the guidance in approach are the same as
for the enroute case : lateral path, heading, track, and are as
defined in para. G.(2)(a).
(b) ILS (LOC) mode

ILS guidance may be used only on final LOC segments. Before this
point, RNAV guidance may be used. This mode computed in FG part,
is selected through FM part if one of the following conditions
occurs :
- an ILS or LOC only approach is selected in the active flight
plan at destination
- any RMP is set to NAV mode
- no destination, or no approach, or a runway only approach
exists in the active flight plan at the destination
- no flight plan is active
When RNAV guidance is selected for approach and an ILS/LOC is
tuned on the MCDU RADNAV page, the message CHECK APPR GUIDANCE
is displayed once on the MCDU and the EIS at the moment when the
A/C is at 100 NM of the top of descent or DES phase is active. It
is displayed when the APPR phase is active.
The message is cleared when conditions for display are no longer
true or if a pilot clears it.
The PERF APPR page displays the DH field when ILS guidance has
been selected.
The MDA/MDH field is always displayed on the PERF APPR page, and
entry always possible.
(Ref. Fig. 036)
The following logic is used to ensure the capture of the LOC axis
in case of deficient navigation computations:
Condition A:
- LOC mode is armed for 3 s at least
and
- ILS approach is selected in the flight plan
and
- NAV is engaged
and
- ILS actually selected frequency is equal to the F-PLN ILS
frequency
and
- the aircraft is at less than 20 NM from the LOC station.

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LAT REV Page and Perf APPR Page
Figure 036

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If condition A is false, current FM processing continues. If not,
two cases must be considered.
Assuming that:
- TKAC is the aircraft present track
- PHI is the aircraft present inclination
- TKLOC is the LOC bearing,
Condition B:
TKAC + 0.7 * PHI - TKLOC | > 20 deg.
If condition B is true, that means in most of the cases that the
difference between LOC bearing and aircraft track is greater than
20 deg., then the current guidance mode is retained until LOC
capture is active.
If not, the A/C captures and holds a selected track until LOC
capture.
The difference between the LOC bearing and selected track is then
equal to 20 deg.
(Ref. Fig. 037)
H. Flight Plan Sequencing
(1) Flight plan display

The flight plan is automatically sequenced when a leg switch occurs
upon transition from the active leg to the next leg.
From a display point of view, the F-PLN pages are automatically
slewed when the leg switch occurs with the FROM waypoint at the top
of the page.
The TO waypoint becomes the FROM.
However, a pseudo waypoint or marker (flight plan discontinuity...)
may not scroll into the FROM waypoint if it is crossed. Instead, the
FROM waypoint remains as it is, and the pseudo waypoint is no longer
displayed.
(Ref. Fig. 038)
The point at which the F-PLN sequences depends on the type of
transition :
- Type 1 transition : the leg switch occurs when the aircraft crosses
the bissector.
- Type 2 transition : the leg switch occurs when the aircraft reaches
the active leg termination point (altitude - radial - distance to a
fix). In case of entry into a HX, leg switch occurs when the
aircraft crosses the perpendicular to the active leg at its
termination point.
the active leg termination point.

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ILS Precapture
Figure 037

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F-PLN Sequencing
Figure 038

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- Type 4 transition : the leg switch to a DF leg occurs when the
aircraft crosses the perpendicular to the active leg at its
termination point. The leg switch from a CI or VI leg occurs when
the aircraft reaches the CI or VI termination point where it begins
the fix referenced leg capture.
the active leg termination point.
(2) Flight plan with a manual holding pattern (HM)

(Ref. Fig. 039)
(a) When the hold is not active, it is ignored for predictions:

- the computed hold speed is displayed on F-PLN page.
(b) When the aircraft is within the deceleration segment:

- the hold is still ignored for predictions. However the
deceleration to the hold speed and acceleration back to ECON
are predicted
- the predicted speed at entry is the hold speed in speed auto
control, or the manual speed target in speed manual control.
The IMM EXIT prompt is displayed on the line of the HM.
(c) The hold is active:

- predictions assume the aircraft will fly one complete circuit
- predicted UTC of exit is displayed at the termination fix
- predicted altitude of the A/C at the termination fix is
displayed adjacent to it.
If the pilot selects the prompt IMM EXIT, then IMM EXIT function
is activated.
If selection is done when aircraft is within deceleration
segment, the guidance transitions to the next leg following the
holding pattern when the aircraft reaches the deceleration
segment termination point.
If selection is done when aircraft is within the holding, then
the aircraft flies a truncated holding pattern and at the holding
fix sequences to the next leg following the holding pattern.
(Ref. Fig. 040)
In both cases, the prompt IMM EXIT* is replaced by a prompt
RESUME HOLD*.
(Ref. Fig. 041)
This prompt remains displayed until the next leg following the
holding pattern becomes active.
It allows the pilot to reinsert the holding pattern. If it is
selected, the prompt IMM EXIT* reappears.

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Holding Pattern Display on MCDU
Figure 039

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INTENTIONALLY BLANK

22-72-00

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Holding Pattern Mechanization IMM EXIT
Figure 040

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Holding Pattern Exit - MCDU
Figure 041

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NAVIGATION/LATERAL FUNCTIONS - DESCRIPTION AND OPERATION
________________________________________________________
For the Navigation/Lateral functions, refer to 22-70-00 P. Block 001.

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PERFORMANCE/VERTICAL FUNCTIONS - DESCRIPTION AND OPERATION
__________________________________________________________
1. _______
General
The vertical functions and performance computations are available from a
defined lateral and vertical flight plan. They enable:
- optimization of the vertical profile inside all limitations (such as speed
envelope and constraints),
- estimation of fuel consumption and corresponding time,
- guidance according to the optimized vertical profile.
Flight phases enable flight plan sharing in order to isolate different
computations and guidance modes. They are given with appropriate switching
logics.
Then speed generation is described, with first speed envelope, reference and
optimized speeds to be used in predictions and guidance in SPEED AUTO
CONTROL mode. And then follows manual speed mechanization for MCDU
preselection, FCU display and guidance in SPEED MANUAL CONTROL mode.
The vertical flight plan management deals with computation of flight plan
predictions and vertical guidance. A phase-by-phase description is followed
by specific rules which apply in SPEED MANUAL CONTROL (FCU selected speed),
VERTICAL MANUAL CONTROL (V/S, FPA, OPEN CLB, OPEN DES, EXP CLB or EXP DES
modes) and LATERAL MANUAL CONTROL (HDG or TRK mode).
Additional computations are also given, which are used by previous functions
in normal cases (altitude, fuel, weight management) or in special cases
(engine out, holding, alternates).
2. __________________
System Description
A. Flight Phases
(Ref. Fig. 001, 002)
(1) Introduction
The flight plan is divided into several flight phases for which
specific operations, predictions and guidance are defined.
These flight phases are predicted to be for the active Primary F-Plan
(flight phase logic is described in Para. 2.A.(2)):

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Vertical F-PLN Definition
Figure 001

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Flight Phase Display on PERF and PROG Pages
Figure 002

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- PREFLIGHT : aircraft on ground, primary flight plan data are entered
- TAKEOFF : initial climb from the origin runway up to acceleration
altitude
- CLIMB : from acceleration altitude up to the top of climb at the
cruise flight level. It can include a climb speed limit,
and several altitude and speed constraints
- CRUISE : from the top of climb to the top of descent. It can include
a step climb or a step descent if a step flight level is
defined
- DESCENT : from the top of descent down to the DECEL point, which is
the start of decelerated approach. It can include a descent
speed limit and several speed, altitude and flight path
angle constraints
- APPROACH : from the DECEL point down to the destination (runway
threshold, airport or missed approach point). It can include
several speed, altitude and flight path angle constraints
- GO AROUND : missed approach procedure
- DONE : aircraft on ground, primary flight plan data are cleared.
Except for the first and last ones, each of these flight phases is
displayed in the title of the PERF page which is accessed when the
PERF key is pushed. When present flight phase is PREFLIGHT or DONE,
the PERF key action gives access to the TAKEOFF PERF page. The same
display of the flight phase is repeated in the title of the PROG
page.
See following figure for a typical vertical trajectory where all
phases are involved only once.
(2) Flight Phase Transitions

The following flight phase transitions are possible:
-------------------------------------------------------------------------------
| FROM |PREFLIGHT|TAKEOFF|CLIMB|CRUISE|DESCENT|APPROACH|GO AROUND|DONE|
| TO | | | | | | | | |
-------------------------------------------------------------------------------
|(1) PREFLIGHT | | | | | | | | X |
|--------------|---------|-------|-----|------|-------|--------|---------|----|
|(2) TAKEOFF | X | | | | | | | X |
|--------------|---------|-------|-----|------|-------|--------|---------|----|
|(3) CLIMB | | X | | X | X | X | X | |
|--------------|---------|-------|-----|------|-------|--------|---------|----|
|(4) CRUISE | | | X | | X | X | | |
|--------------|---------|-------|-----|------|-------|--------|---------|----|
|(5) DESCENT | | | X | X | | | | |
|--------------|---------|-------|-----|------|-------|--------|---------|----|
|(6) APPROACH | | | X | X | X | | | |
|--------------|---------|-------|-----|------|-------|--------|---------|----|
|(7) GO AROUND | | | X | X | X | X | | |

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-------------------------------------------------------------------------------
| FROM |PREFLIGHT|TAKEOFF|CLIMB|CRUISE|DESCENT|APPROACH|GO AROUND|DONE|
| TO | | | | | | | | |
-------------------------------------------------------------------------------
|--------------|---------|-------|-----|------|-------|--------|---------|----|
|(8) DONE | | X | X | X | X | X | X | |
-------------------------------------------------------------------------------
Conditions for flight phase transition to:
(a) PREFLIGHT phase

This flight phase becomes active when INIT or PERF key is pushed
in DONE phase.
(b) TAKEOFF phase

It becomes active when ground speed or engine rate reaches
takeoff rate, from DONE or PREFLIGHT phase.
(c) CLIMB phase

CLIMB becomes active from TAKEOFF or GO AROUND flight phases when
the aircraft altitude increases above the acceleration altitude
or at pilot engagement of a vertical autopilot mode other than
SRS.
CLIMB is also recovered from DESCENT, APPROACH or CRZ phases each
time the aircraft altitude becomes lower than the (possibly new)
cruise altitude (except if there is a preplanned step).
(d) CRUISE phase

It becomes active from CLIMB, DESCENT or APPROACH phase each time
the aircraft altitude becomes greater than or equal to the
(possibly new) cruise altitude.
(e) DESCENT phase

It becomes active from CRUISE or CLIMB phases when the aircraft
(not too far from the destination) begins a descent to a
clearance altitude below the cruise altitude without preplanned
step.
(f) APPROACH phase

- It becomes active from DESCENT when the aircraft has passed the
DECEL point, the aircraft altitude is not too high and NAV mode
is engaged.
- It can also be activated manually from CLIMB, CRUISE, DESCENT
or GO AROUND phase when the CONFIRM APPR PHASE prompt is
selected on the PERF page.
(Ref. Fig. 003)

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Manual Activation of APPROACH Flight Phase
Figure 003

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(g) GO AROUND phase
It becomes active from the APPROACH phase when the PITCH GO
AROUND mode is engaged.
(h) DONE phase

It becomes active from any other phase than PREFLIGHT when
engines are stopped on ground. In addition, it may become active
from APPROACH flight phase as soon as sufficient time has elapsed
with aircraft on ground.
B. Speed Generation
(1) Optimization
Several reference and optimum speeds are used for MCDU display, for
performance computation and for guidance when SPEED AUTO CONTROL is
active. They are takeoff, approach and go around speeds, optimum
climb, cruise and descent speeds, and situational speeds (as expedite
and holding pattern speeds).
(a) Takeoff, approach and go around speeds

The takeoff reference speeds (F, S or VFTO) are computed from the
TOGW value if one exists. If there is no TOGW value, these speeds
are not computed.
Before transition to approach, the approach reference speeds
(VLS, VAPP, VFTO, S and F) are computed from the gross weight
value predicted at the destination, if a destination is defined,
or from the current gross weight value, if a destination is not
defined. At transition to approach phase, the speeds are computed
from the current gross weight value and are frozen.
Wind at destination is taken into account for VAPP computation.
VLS is computed according to the selected landing configuration.
Before transition to go around, the go around reference speeds
(F, S and VFTO) are equal to the corresponding approach speeds.
After transition to go around the speeds are computed using the
current gross weight value.
They are displayed on the corresponding PERF pages.
(Ref. Fig. 004)
On the PERF TAKEOFF page, additional speeds may be entered by the
pilot. These speeds are taken into account for prediction and
guidance ; they are the decision speed (V1), the rotation speed
(VR) and the reference speed for initial climb (V2). V1 and V2
are displayed on the PFD speed scale.
On the PERF APPROACH page, WIND and LDG CONF fields must be
entered for accurate estimation of VAPP and VLS.

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F, S and VFTO Display on PERF Pages
Figure 004

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(b) Optimum speeds
All speeds defined in this paragraph are computed within the
speed envelope. The lower limit is the maximum between the
minimum selectable speed (VLS) and the green dot speed (VFTO).
The upper limit is the maximum performance speed, which is the
smallest of:
- VMAX = maximum selectable speed (0.2 g buffet margin)
- VMO-10 kts or MMO-0.02
- VMX CRZ = maximum speed held in level flight with max cruise
thrust.
Climb, cruise and descent Optimum speeds are optimized (within
above speed envelope) according to:
- the aircraft weight (GW) and center of gravity (CG)
- the cost index (CI)
- the cruise flight level (CRZ FL)
- the wind and temperature models.
If there is no gross weight value defined, the optimum speed is
not computed. If there is no cost index or cruise flight level
selected, the speeds default to VFTO.
Climb optimum speed is a CAS/MACH pair which is frozen at
transition to CLIMB phase. It is updated if cost index, cruise
flight level or meteorological data are modified during climb.
Cruise optimum speed is optimized along the cruise, and is
updated in real-time according to the actual flight conditions.
In level flight, it is a MACH above FL 250, else it is a CAS.
Step speed is a CAS/MACH pair : the CAS is computed with the
lower CRZ FL, the MACH with the higher CRZ FL.
Descent optimum speed is a MACH/CAS pair which is frozen at
transition to DESCENT phase. Prior to descent, it can be
superseded by pilot entry.
GO AROUND optimum speed is VFTO.
(c) ECON speeds

(Ref. Fig. 005)
The ECON speeds are the optimum speeds described above, limited
to the applicable speed constraints and limits at actual or
predicted aircraft position.
The ECON speed corresponding to the nearest point for each flight
phase is displayed on related PERF page below the ECON prompt.
For the descent, the ECON prompt is replaced by AUTO SPEED if the
optimum descent speed has been superseded by the pilot entry.
Time constraint option:

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ECON Speed/Mach Display on PERF Pages
Figure 005

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When a time constraint has been entered in the flight plan, the
ECON speeds are adjusted between the origin or current aircraft
position and the time constraint waypoint, within applicable
constraints/limits and aircraft speed enveloppe, to attempt
meeting the time constraint.
(d) EXPEDITE speeds

Expedite climb speed is the maximum speed between the maneuver
speed (VMAN = F, S or VFTO according to present configuration)
and VLS.
Expedite descent speed is the minimum speed between VMAX (which
takes into account VFE of the current configuration and VLE when
the landing gear is extended), VMO-10 and MMO-00.2.
(e) Holding pattern speeds

The holding speeds are defined as the minimum of:
- ICAO limitations
- Max endurance speed
- Nav data base holding pattern speed constraint (if one exists)
- Any flight plan speed constraints or limits that apply to the
holding pattern.
- The predicted speed at the entry fix, if the holding pattern is
in approach, beyond the DECEL point.
They are displayed on the FLIGHT PLAN A page.
(Ref. Fig. 006)
Before the holding fix is overflown, the Max Endurance speed is
computed assuming a clean configuration. During the holding leg,
the Max Endurance speed is calculated using the current aircraft
configuration.
(2) Manual Speeds
(a) Preselection
A manual speed can be preselected on the appropriate PERF page
for CLIMB or CRUISE flight phase, before the corresponding phase
becomes active.
Only a CAS entry is allowed for CLIMB phase; however the MACH
value corresponding to the CAS at the MANUAL crossover altitude
(Ref. Para. (b) below) is displayed if the CRZ FL is undefined or
greater than the MANUAL crossover altitude.
Either a CAS or a MACH entry is allowed for CRUISE phase.
(b) MANUAL crossover altitude law (MAN XALT)

(Ref. Fig. 007)
MAN XALT is defined as a function of Mach (M):
- M less than or equal to 0.8:
MAN XALT = FL305

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Hold Speed Display (in Line 2)
Figure 006

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Manual Crossover Altitude Law
Figure 007

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- M more than 0.8 and less than or equal to MMO:
MAN XALT = FL305 + (MOXALT - FL305) (M - 0.8) / (MMO - 0.8)
where MOXALT is the crossover altitude of (VMO, MMO) and FL305
is the crossover altitude of (300, 0.8).
1
_ In the case of speed mode preselection (Ref. para. (a) above),
the speed value which has to be displayed in the FCU window
and used for guidance is initially the entered CAS for CLIMB
phase, the entered CAS or Mach for CRUISE phase.
2
_ To select directly a manual speed (CAS or Mach), the only way
is the FCU speed window, where the entered value is considered
available only when speed manual is engaged and the value has
remained constant for 2 seconds. Nevertheless, the FCU speed
value is displayed also on the PERF page of active phase. If
SPEED AUTO CONTROL is active, no manual speed is defined.
3
_ Following rules apply for display and guidance:
a
_ A/C in CLIMB phase
FCU CAS entry
- If the crossover altitude corresponding to the CAS is
above A/C ALT and below CRZ FL at T/C, the system
computes and displays the corresponding Mach value on the
MCDU.
- If it is not, no Mach is defined.
FCU Mach entry
- No CAS is computed.
b
_ A/C in DESCENT phase
FCU Mach entry
- If the crossover altitude corresponding to the Mach is
below A/C ALT, the system computes and displays the
corresponding CAS value on the MCDU.
- If it is not, no CAS is computed.
FCU CAS entry
- No Mach is computed.
4
_ A special rule applies for descending in CLIMB phase or
climbing in DESCENT phase:
a
_ A/C in CLIMB phase if:
- a Mach is selected on FCU (and no CAS is defined).
- A/C ALT is at or above the crossover altitude
corresponding to the Mach value.
- A/C V/S is negative.

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- CLR altitude is below crossover altitude, the system
computes and displays the corresponding CAS on the MCDU.
b
_ A/C in DESCENT phase if:
- a CAS is selected on FCU (and no Mach is defined).
- A/C ALT is at or below the crossover altitude
corresponding to the CAS value.
- A/C V/S is positive.
- FCU altitude is above crossover altitude, the system
computes and displays the corresponding Mach on the MCDU.
5
_ Following rules deal with automatic reference switch on FCU
during CLIMB or DESCENT phases.
a
_ CAS ----> MACH if:
- a CAS is selected on FCU.
- the corresponding Mach is defined on MCDU.
- A/C V/S positive.
- A/C ALT is equal to the corresponding crossover altitude.
The FCU display and the guidance speed become the defined
Mach.
b
_ MACH ----> CAS if:
- a Mach is selected on FCU.
- the corresponding CAS is defined.
- A/C V/S negative.
- A/C ALT is equal to the corresponding crossover altitude.
The FCU window display and the guidance speed become the
defined CAS.
(c) Speed envelope (used for predictions)

Manual speeds are limited in the computation of predictions by
the following speed envelope defined:
- for the Minimum speed as VLS
- for the Maximum speed as the smallest speed of:
. VMAX
. VMO/MMO
. VMX CLB = maximum speed which can be held with Max Climb
thrust in level flight.
NOTE : In case of engine out, VMX CLB is replaced by VMCT

____
(maximum speed which can be held with MAX continuous
thrust on one engine and the other windmilling with anti
ice on or off with respect to current conditions).

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C. Vertical F-PLN Management
(1) Overview
The vertical F-PLN management provided by the FMS mainly consists of
two tasks which are computations of predictions and vertical
guidance.
(a) Overview of predictions

The FMS is in charge of predicting aircraft performance along the
active flight plan.
From the current state of the aircraft and of its environment,
these predictions are computed versus defined lateral path,
predicted atmospheric conditions and flight strategy defined for
each flight phase.
The current state of the aircraft is defined by : GW, CG,
position, altitude, speed, active control modes (auto/manual in
lateral, vertical (Ref. NOTE) and speed). Its environment
includes time, wind and temperature.
The lateral path considered is composed of all lateral legs and
leg transitions except HM leg which is initially supposed not to
be flown. But once the aircraft sequences the entry fix, a
complete holding pattern is supposed to be flown and predictions
assume the aircraft will exit the holding when overflying the fix
again.
If there is a lateral discontinuity between two points in the
flight plan, predictions assume the aircraft will fly directly
between the two points (direct distance is used).
The flight strategy is defined phase by phase in Para. (2) below.
When lateral path, vertical path or speed is in manual control,
specific assumptions are used which are described in Para. (3),
(4) and (5) below.
These computations involve the use of a performance data base
which contains aero/engine models of the aircraft and atmospheric
models.
1
_ Display of predictions
(Ref. Fig. 008)
Some data resulting from computing the predictions are
The flight plan pages display predicted time, speed, altitude
and remaining fuel at each waypoint and pseudo-waypoint of the
flight plan.
Extra and remaining fuel at each fixed waypoint are displayed
on the VERT REVISE page.
Time and remaining fuel at destination are displayed on the
FUEL PRED, CLIMB, CRUISE and DESCENT PERF pages.

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Display of Predictions
Figure 008

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Before transition to TAKEOFF phase, time predictions are in
ETE if there is no ETT or time constraint in the F-PLN,
otherwise they are in UTC format.
After transition to TAKEOFF phase, time predictions are in UTC
format.
Speed predictions are in CAS or MACH according to the target
used.
Altitudes predictions are in feet below transition altitude
and in flight levels above.
2
_ Update of predictions
Predictions are regularly updated according to current
aircraft parameters.
Moreover, they are recomputed in case of modification of:
- lateral flight plan (new waypoint, new dest, etc.).
- vertical flight plan (cruise altitude, constraints, etc.).
- entered predicted atmospheric conditions (wind,
temperature).
- cost index.
- speed control (manual/auto).
In that case, during recomputation time, predictions are
dashed on the MCDU pages, and pseudo-waypoints are removed
from the MCDU and ND.
(b) Overview of vertical guidance
1
_ Modes
FM vertical guidance modes are CLB, DES, and FINAL. They can
be used only in LATERAL AUTO CONTROL.
- CLB mode is used to climb up to FCU selected altitude, while
observing altitude constraints.
- DES mode is used to descent down to FCU selected altitude
according to a precomputed vertical flight path, also
observing altitude constraints.
- FINAL mode can be used on a non-precision approach : VOR,
NDB, or RNAV, to descend below FCU selected altitude on the
vertical flight path.
SPEED AUTO CONTROL can be engaged at any time. Except in EXP
CLB, EXP DES or SRS mode, it allows the aircraft to fly at the
optimum speed according to the selected cost index, while
observing speed limits, and in LATERAL AUTO CONTROL, speed
constraints, ICAO limits and holding pattern speeds.
2
_ Submodes
Selected submode determines which control law is used to guide
the aircraft. When CLB, DES, or FINAL mode is engaged,
selected submode can be:

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-------------------------------------------------------------------
|Elevator target| SPEED | VPATH | VPATH | FPA | V/S |
|-----------------------------------------------------------------|
| Thrust target | THRUST | THRUST | SPEED | SPEED | SPEED |
-------------------------------------------------------------------
| CLB mode | X | | | | |
|---------------|---------|---------|---------|---------|---------|
| DES mode | X | X | X | X | X |
|---------------|---------|---------|---------|---------|---------|
| FINAL mode | | | X | | |
-------------------------------------------------------------------
VPATH is an FM pitch control law which can perform path

captures or maintain the aircraft on the vertical flight path.
Submode switching can occur only when DES mode is engaged.
3
_ Targets
In SPEED AUTO CONTROL, the FM determines SPEED TARGETS for
display on the PFD, except in SRS mode. For guidance they are
lower limited to the VMAN and VLS transmitted by the FAC,
except when the landing configuration is extended. (VMAN is
VFTO in clean configuration, S with slats out, F with flaps
out).
a
_ in LATERAL AUTO CONTROL: aircraft speed follows the
predicted speed profile. Speed and time constraints, limits
and holding pattern speeds are observed. When a
deceleration is required for a holding pattern, or (in
DESCENT) for a speed constraint or limit, the speed target
steps down ahead of time to anticipate the deceleration
distance.
b
_ in LATERAL MANUAL CONTROL: speed constraints, which are
tied to the lateral path, are not taken into account. Only
speed limits are observed below their specified altitude.
The aircraft anticipates decelerations as required.
In CLB, DES, or FINAL mode, the FM provides the V/S, FPA,
THRUST, and PITCH targets in accordance with the selected
submode. In CLB mode, the THRUST TARGET is the maximum
available thrust. In DES mode when SPEED-THRUST or
VPATH-THRUST submode is selected, it is IDLE thrust.
When CLB or DES mode is armed or engaged, the FM computes
an ALTITUDE TARGET if level flight is required for an
altitude constraint (except during CRUISE phase or when
altitude constraints are ignored). It is displayed on the
PFD altitude scale, and is used for ALT ACQ mode engagement
(the previous mode, CLB or DES is then armed for automatic

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re-engagement after the constraint is passed). Note that
FCU selected altitude always has priority over the FM
altitude target.
(2) Phase-by-Phase Presentation
(a) PREFLIGHT phase
1
_ Predictions
Predictions for the active primary flight plan are computed
from origin to destination, provided that takeoff weight, CI,
and CRZ FL have been entered.
Before the engines are started, predictions are based on
entered ZFW and block; thereafter computed FOB is used.
2
_ Guidance
The following modes are armed automatically when at least one
FD is engaged:
- ALT if FCU ALT less than or equal to ACCALT, CLB otherwise
- NAV if a Primary F-PLN exists and no HDG preset as been made
(b) TAKEOFF phase

(Ref. Fig. 009, 010)
1
_ Takeoff parameters
a
_ Takeoff speeds
Before pushing the throttle control levers forward, the
pilot must enter the takoff speeds (V1, VR, V2) on the PERF
TAKEOFF page.
V1, V2, once defined, are displayed on the PFD speed scale.
V2 is also used as target speed for guidance during takeoff
(the SRS control law targets V2 + 10kts).
The system also computes the flap retraction, slat
retraction and final takeoff speeds versus takeoff gross
weight. These speeds are displayed on the PERF TAKEOFF page
(Ref. Para. 2.B).
b
_ Takeoff thrust
During preflight, the pilot may enter a Flex Takeoff
temperature on the PERF TAKEOFF page. If entered, the value
is sent to the FADECs.
During takeoff, if the throttle control levers are set on
the Flex Takeoff position, the ECU uses the Flex Takeoff
temperature to compute the Takeoff thrust.

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Display of Takeoff Parameters
Figure 009

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F-PLN Predictions
Figure 010

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c
_ Takeoff altitudes
Thrust reduction and acceleration altitudes are displayed
on the PERF TAKEOFF page. Their definition and revision
rules are given in 22-71-00.
d
_ Flap/slat and THS position at takeoff
The pilot can enter the flap/slat and THS position for
display only.
All these parameters are frozen after transition to Takeoff
phase.
2
_ Predictions
Takeoff predictions are based on the assumption that the
aircraft will climb using takeoff thrust (either MAX TAKEOFF
or FLEX TAKEOFF) maintaining a CAS of V2 plus 10 kts until
reaching the thrust reduction altitude. At the thrust
reduction altitude, the thrust is decreased to the MAX CLB
value and V2 plus 10 kts is maintained until the aircraft
reaches the ACCELERATION ALTITUDE which is the assumed end of
the takeoff phase.
3
_ Guidance
- The only vertical guidance mode during TAKEOFF is SRS: if
another mode is engaged, there is a flight phase transitions
to CLIMB.
- At thrust reduction altitude the CLB indication flashes on
the PFD until the throttle control levers are set to CLB.
- At acceleration altitude, there is a flight phase transition
to CLIMB. If CLB mode is armed: CLB mode engages if NAV mode
is engaged, if not, OPEN CLB mode engages.
(Ref. Fig. 011)
(c) Climb
1
_ Predictions
Predictions are based on an optimum climb strategy taking all
climb constraints into account.
The optimum climb is performed by holding the Max climb thrust
and ECON speed (i.e. optimum or time constraint speed limited
by all applicable climb speed constraints and speed limit).
But if this climb is above an AT or AT OR BELOW constraint, a
level segment is inserted at the constraint altitude until the
constraint point. No specific strategy applies to satisfy AT
OR ABOVE constraints.
In case of conflict between constraints, the first (laterally)
encountered has priority.
(Ref. Fig. 012)

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Takeoff
Figure 011

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INTENTIONALLY BLANK

22-73-00

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Predicted CLIMB Profile
Figure 012

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2
_ Guidance
a
_ CLB mode
It can be armed or engaged in LATERAL AUTO CONTROL, below
FCU selected altitude. It is normally armed when CLIMB
phase becomes active, and it engages at once unless there
is an altitude constraint at acceleration altitude.
When a level off is required for an altitude constraint,
ALT ACQ mode is engage automatically and CLB mode is armed
for automatic re-engagement when the constraint is passed.
(Ref. Fig. 013)
When CLB mode is engaged, SPEED-THRUST submode is selected:
speed is held with the elevators and maximum available
thrust is targeted.
b
_ SPEED AUTO CONTROL
The speed target is the ECON climb speed.
In LATERAL MANUAL CONTROL, only the climb speed limit is
observed.
(Ref. Fig. 014)
In LATERAL AUTO CONTROL, speed and time constraints, ICAO
limits and holding pattern speeds are also observed.
The speed target can be a CAS or a MACH, depending on
aircraft altitude relative to the corresponding AUTO
crossover altitude.
(d) Cruise
(Ref. Fig. 015)
1
_ Predictions
Cruise predictions are based on the aircraft flying level at
the cruise altitude using the appropriate thrust to maintain
the optimum cruise speed. If a step climb or descent exists in
the F-PLN, it is taken into account in the cruise predictions.
Steps are assumed to be flown maintaining step speed and:
- for step descent : - 1000 ft/mn
- for step climb : Max climb thrust.
When the aircraft is not in level flight at the cruise flight
level, it is assumed to be flying a step.
2
_ Guidance
a
_ FM vertical modes
CLB or DES mode can only be engaged manually, in LATERAL
AUTO CONTROL, respectively below or above FCU selected
altitude. Mode arming is not possible. Engagement of CLB
mode initiates a step-climb. Engagement of DES mode

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initiates a step-descent if a step exists in the flight
plan or if the destination is far away, otherwise
transition to DESCENT phase occurs.
- if CLB mode is engaged, SPEED-THRUST submode is selected:
speed is held with the elevators and maximum available
thrust is targeted
- if DES mode is engaged for a step-descent, V/S-SPEED
submode is selected: V/S = -1000 ft/mn is held with the
elevators and speed is held with thrust.
b
The speed target is the ECON cruise speed, limited to the
climb speed limit when applicable (in LATERAL AUTO CONTROL,
a time constraint is taken into account). It is
continuously updated according to current flight
conditions.
- in level flight at the cruise flight level, it is a MACH
above FL250, otherwise it is converted to a CAS
- in level change from one cruise flight level to another,
it can be the CAS of the lower cruise flight level, or
the MACH of the higher one, depending on aircraft
altitude relative to the corresponding AUTO crossover
altitude
- the DECELERATE message is displayed beyond the top of
descent.
(e) DESCENT phase
1
_ Descent parameters
(Ref. Fig. 016)
The following atmospheric data must be entered since they are
used for descent path construction and for predictions during
descent and approach:
- cabin rate (on the DES FORECAST page) is used for
repressurization segment construction (the default value is
-350 ft/mn)
- descent winds (on the DES FORECAST page) and the destination
wind (on the PERF APPR page) are used for path construction;
destination wind is also used to compute VAPP. It is also
used by the FG for approach speed management
- destination temperature (on the PERF APPR page) is used to
compute the Delta ISA for the descent
- destination QNH (on the PERF APPR page) is used to compute a
cabin rate and is transmitted to the cabin pressure control
system for cabin pressure management.

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Level off for an Altitude Constraint
Figure 013

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Climb - Crossing the Speed Limit Altitude
Figure 014

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Step Climb
Figure 015

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Display of Descent Parameters
Figure 016

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If the aircraft is in cruise within 180 NM of the destination
and destination data (QNH, WIND, TEMP) have not yet been
entered, the ENTER DEST DATA message is displayed.
2
_ Theoretical descent path
a
_ General
Descent predictions and guidance are based on a theoretical
descent path, which is an altitude, speed and thrust
profile, function of distance to destination. It is
constructed according to the entered atmospheric data,
vertical and lateral F-PLN data: all descent constraints
are taken into account, and flight plan leg transitions are
estimated. However holding patterns (HM legs) are not taken
into consideration. In case of conflict between altitude
constraints, priority is given to the highest one.
The descent path is computed backwards from the DECEL point
(Ref. APPROACH phase below) up to the CRUISE FLIGHT LEVEL,
or aircraft lateral position (or HM exit fix it flying an
HM) if it is being recomputed during the descent.
It can consist of three parts:
(Ref. Fig. 017)
- a geometric path, if one is required to observe some
altitude (or flight path angle) constraints
- an idle path, if possible above the highest restrictive
altitude constraint
- a repressurization segment, if necessary to meet the
specified cabin rate.
b
_ Geometric path
If necessary, a geometric path is built from the DECEL
point up to the highest altitude constraint to which a
vertical path based on the holding of IDLE thrust and
descent speed (ECON or AUTO, with regards to speed
constraints and limits) cannot be constructed.
The geometric path altitude profile is composed of
successive constant slope segments defined to meet
restrictive altitude and flight path angle constraints.
The geometric path speed profile is integrated backwards
from the DECEL point assuming altitude profile elevator
control and thrust speed control in order to meet speed
limits and constraints.

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Theoretical Descent Profile Construction
Figure 017

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Speedbrakes are assumed to be extended where necessary.
However some of the segments may be too steeps to be flown
even with speedbrakes extended to mid travel, then a TOO
STEEP PATH marker is displayed on the F-PLN page to
highlight the resulting profile discontinuity, and the TOO
STEEP PATH AHEAD message is displayed before the descent.
c
_ Idle path
An idle path is built above the highest restrictive
altitude constraint. It is based on the holding of descent
speed (ECON or AUTO, with regards to speed constraints and
limits) and theoretical thrust (IDLE + DELTA).
d
_ Repressurization segment
If it is necessary to meet the specified cabin rate, a
repressurization segment is inserted at the upper end of
the idle path, based on the holding of descent speed and a
vertical speed derived from the specified cabin rate value.
If the specified cabin rate cannot be met, the computed
value is displayed instead and the message CHECK CABIN RATE
is displayed before the descent.
(Ref. Fig. 018)
e
_ Recomputation of the theoretical descent path
The entire descent path must be recomputed to account for
changes in the F-PLN or atmospheric forecast data, prior to
DESCENT phase if any of the following are modified:
- lateral F-PLN
- vertical F-PLN
- cost index
- descent forecast winds and cabin rate
- destination temperature, wind and preselected QNH
- descent optimum MACH or CAS
during DESCENT phase whenever:
- the lateral F-PLN is modified
- the vertical F-PLN is modified
- the aircraft enters an HM leg (holding pattern)
- the aircraft reaches a TOO STEEP path.
It is to be noted that unlike predictions, the path is not
recomputed when SPEED CONTROL mode is switched from AUTO to
MANUAL (or vice versa). The path is computed assuming SPEED
AUTO CONTROL.
3
_ Predictions
Predictions assume the aircraft will fly the theoretical
profile.

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Repressurization Segment
Figure 018

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If the A/C is off that profile in altitude and/or speed,
predictions suppose an immediate return to the theoretical
profile from A/C present position to interception of the
profile in altitude and speed.
The way to return to the profile depends on the current
position of the A/C versus alt profile as described below.
a
_ A/C above altitude profile (A/C beyond T/D).
Return to the profile is assumed to be performed with: idle
thrust, speedbrakes extended to mid travel, hold of the
ECON descent speed plus a margin, until the interception of
the altitude profile.
The speed margin is equal to 20 kts above an optimum speed
segment, to 5 kts above a constrained speed segment.
(Ref. Fig. 019)
b
_ A/C below altitude profile (A/C in DES phase)
If A/C is above the highest restrictive altitude constraint
of the descent, hold of V/S = -1000 ft/mn and ECON descent
speed until either the altitude of the constraint or
interception of the altitude profile.
If A/C is below the highest restrictive altitude
constraint:
- When there is an AT or AT OR ABOVE alt constraint which
applies at predicted A/C position, level flight is flown
with ECON descent speed until it is left behind.
- Otherwise hold of ECON descent speed and of a constant
flight path angle equal to half the angle described by
the theoretical descent path at the A/C altitude.
This applies up to the predicted interception of the
altitude profile.
(Ref. Fig. 019)
c
_ Consideration of HM leg
(Ref. Fig. 020)
Before entering the HM leg, the holding is supposed to be
flown.
When the aircraft is in the holding, predictions assume
that the leg is flown at holding speed with a vertical
speed equal to - 1000 ft/mn until reaching a restrictive
altitude constraint, the FCU altitude or the exit fix. If
FCU or constraint altitude is reached first, the rest of
the pattern is assumed to be flown level at that altitude.
If the predicted exit fix altitude is not on the
theoretical descent profile, return to the path is made
according to the rules defined in previous paragraphs (A/C
below profile; A/C above profile).

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Return to Path Predictions
Figure 019

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Consideration of HM Leg in Predictions
Figure 020

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d
_ Recomputation of predictions
Predictions are continually refreshed. They are recomputed
whenever the theoretical path is rebuilt, when SPEED
CONTROL mode is changed, and at each HM fix overfly.
4
_ Guidance
a
_ Path reference
(Ref. Fig. 021)
Beyond the top of descent and during the descent, the
vertical FLIGHT PATH ALTITUDE corresponding to the computed
altitude profile at the computed aircraft position is
displayed on the PFD altitude scale as a small magenta
circle.
b
_ DES mode
It can be armed or engaged in LATERAL AUTO CONTROL, above
FCU selected altitude, only if a vertical path is defined
or during a limited time while the path is being computed.
If the 20-second allowance is exceeded, a reversion to V/S
or FPA mode occurs.
When a level off is required for an altitude constraint,
ALT ACQ mode is engaged automatically, and DES mode is
armed for automatic re-engagement when the constraint is
passed. Predictions are normally used to determine whether
a level off is necessary. However while predictions are
being computed, the system will target altitude constraints
within a limited altitude range. The AIRBRAKES message can
be displayed on the PFD if the aircraft is too high and is
going to miss an altitude constraint, according to
predictions.
In DES mode, guidance depends on computed aircraft position
relative to the vertical flight path and whether aircraft
speed is correct.
Elevators are used to control the aircraft to the path.
Thrust can be applied to prevent underspeeding or to
maintain speed. In case of overspeeding, the aircraft peels
away above path. Idle thrust and speed elevator control is
used when the aircraft is above path to dive back down. If
the aircraft is below path, vertical speed or flight path
angle elevator control is used to converge towards the
path, and speed is held with thrust. For an HM leg, V/S =
-1000 ft/mn is targeted once holding pattern speed is
reached and held with thrust.
In SPEED AUTO CONTROL, to minimize throttle control levers
movement, aircraft speed is allowed to vary within a range
which is displayed on the PFD, except when decelerating or

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controling to an HM speed. The underspeed allowance is 20
Kts. The overspeed allowance is 20 Kts unless a speed
constraint or limit applies, in which case it is only 5
Kts. The speed range is limited from max (VMAN/VLS) to min
(VMAX/VMO-3/MMO-0.006). On the idle path, engines are
allowed to remain at IDLE or IDLE+DELTA thrust within the
speed range. Return to path from above uses the maximum
overspeed allowance.
In SPEED MANUAL CONTROL, there are no margins, FCU selected
speed is maintained.
Selected submode can be:
--------------------------------------------------------------------------
| | above path |on idle path | on path or | below | below |
| DES MODE | or |(SPEED AUTO |underspeeding|geometric| path or |
| |overspeeding|CONTROL only)| on idle path| path | in an HM|
--------------------------------------------------------------------------
|Elevator | SPEED | VPATH | VPATH | FPA | V/S |
|target | | | | | |
|-----------|------------|-------------|-------------|---------|---------|
|Thrust | THRUST | THRUST | SPEED | SPEED | SPEED |
|target | | | | | |
--------------------------------------------------------------------------
VPATH is an FM pitch control law which can perform path

captures or maintain the aircraft on the vertical flight
path. The others are FG control laws, for which the FM can
provide targets. Submode switching can occur in case of
underspeeding (to a SPEED thrust control submode),
overspeeding (to an idle THRUST submode), path capture (to
a VPATH elevator control submode), or while the path is
being recomputed (VPATH-SPEED reverts to V/S-SPD and
VPATH-THRUST to SPEED-THRUST).
c
The speed target is the ECON or AUTO descent speed.
In LATERAL MANUAL CONTROL, only the descent speed limit is
observed. In LATERAL AUTO CONTROL, speed and time
constraints, ICAO limits and holding pattern speeds are
also observed.
When a deceleration is required, the speed target steps
down ahead of time to anticipate on the deceleration
distance. The speed target can be a MACH or a CAS,
depending on aircraft altitude relative to the
corresponding AUTO crossover altitude.

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DES Mode: Aircraft on Profile, in SPEED AUTO CONTROL
Figure 021

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When DES mode is armed or engaged, speed margins are used
for display and guidance as described above. The AIRBRAKES
message is displayed on the PFD when a deceleration is
required above path or on a steep path segment, to request
pilot action.
These figures:
(Ref. Fig. 021, 022, 023, 024)
apply when DES mode and SPEED AUTO CONTROL are both active.
(f) APPROACH phase
1
_ Approach parameters
(Ref. Fig. 025, 026)
a
_ Landing configuration
The landing configuration must be selected manually on the
PERF APPROACH page. It can be either FULL (by default) or
configuration 3. It is used to compute approach speeds and
is transmitted to the GPWS.
b
_ Approach speeds
VFTO, F, S, VLS for the selected landing configuration and
VAPP are computed and displayed on the PERF APPROACH page.
VAPP can be modified by the pilot. When computed by the
system,
VAPP = VLS + MAX(5, MIN(15,headwind x 0.3)) Kts,
where headwind is the positive component on the runway
axis of the destination wind entered on the PERF APPR page.
c
_ Decision Height (DH) and Minimum Descent Altitude or Height
(MDA/MDH)
When a RNAV, VOR or NDB approach exists in the flight plan,
only MDA or MDH can be entered. It is either MDA or MDH
depending on FMGC pin programming. Otherwise DH can also be
entered and NO DH entry is allowed. DH and MDA or MDH
entries are mutually exclusive.
When defined, the pilot DH, MDA or MDH entry is displayed
on the PFD during DESCENT and APPROACH phases.
2
_ Theoretical approach profile
(Ref. Fig. 027, 028)
The theoretical approach profile is built according to flight
plan altitude, flight path angle, and speed constraints,
backwards from the last point of the approach (runway
threshold, missed approach point or the airport) up to the
DECEL pseudo-waypoint.

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Constant slope segments are constructed for flight path angle
constraints. The specified angle is used unless an altitude
constraint requires a higher slope.
Constant speed, idle thrust segments are constructed for level
change between altitude constraints, unless a flight path
angle is specified.
VAPP is held up to 1000 ft AGL. To compute the speed profile
from VAPP, idle thrust is assumed with the right configuration
to accelerate backwards to the descent speed, at which point
the DECEL is located.
Speed constraints are taken into account: constant speed
segments are assumed, whenever required, in order to meet
them.
3
_ Predictions
Predictions are based on the theoretical approach profile,
like in DESCENT phase and with the same assumptions as for the
geometric path.
4
_ Guidance
a
_ DES mode
It can be armed or engaged under the same conditions as in
DESCENT phase. However, there are no speed margins in
approach. Depending on aircraft computed position and
actual speed, selected submode can be:
----------------------------------------------------------------------
| | above path | | | below path |
| DES mode | or | On path | below path | or in an HM |
| |overspeeding| | | |
----------------------------------------------------------------------
| Elevator | SPEED | VPATH | FPA | V/S |
| target | | | | |
|-----------|------------|-----------|--------------|----------------|
| Thrust | THRUST | SPEED | SPEED | SPEED |
| target | | | | |
----------------------------------------------------------------------
b
_ FINAL mode
(Ref. Fig. 026)
It can only be armed for a non-precision approach: VOR,
RNAV or NDB, unless at least one RMP is active.

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DES Mode: Aircraft on Idle Path,
Underspeeding in SPEED AUTO CONTROL
Figure 022

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DES Mode: Aircraft above Profile -
Hold of Upper Speed Margin in SPEED AUTO CONTROL
Figure 023

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DES Mode: Aircraft below Profile in SPEED AUTO CONTRL
Figure 024

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APPROACH Pages (APPR)
Figure 025

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FINAL Mode (A/C on Approach Profile)
Figure 026

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Theoretical Approach Profile
Figure 027

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Theoretical Approach Profile with an
Intermediate Altitude Constraint
Figure 028

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The system can engage the FINAL mode only in APPROACH
phase, when the aircraft is close enough to the lateral and
vertical approach paths and beyond the DECEL point. FINAL
cannot be engaged unless a vertical approach path is
defined. It is disengaged below MDA minus 50 feet or if the
vertical path is modified or if the last approach waypoint
(runway or MAP) is sequenced, and the autopilot is
disconnected.
When the FINAL mode is engaged, VPATH-SPEED submode is
selected: elevators are used to control the aircraft to the
path and speed is held with thrust. Pitch authority is
limited with regards to aircraft vertical acceleration and
vertical speed. FCU selected altitude is ignored.
When the FINAL mode is armed or engaged, the vertical
flight path altitude at computed aircraft position is
displayed relative to aircraft altitude on a specific plus
or minus 200 ft precision V/DEV scale on the PFD.
c
Throughout approach phase, the FM transmits to the FG a
display speed target equal to VAPP, and a guidance speed
target equal to VAPP lower limited to FAC maneuvering speed
(VFTO, S, or F), except when the selected landing
configuration is extended: VAPP.
The FG uses the FM display and guidance speed targets which
can be modified as a function of measured headwind and the
headwing component of the destination wind entered on the
PERF APPROACH page (Ref. 22-13).
(g) GO AROUND phase
1
_ Parameters
Flap retraction, Slat retraction, and VFTO displayed on the
PERF GO AROUND page are computed with predicted landing weight
and CG. At transition to GO AROUND, they are computed with
current values and frozen.
Thrust reduction and acceleration altitude are also defined in
a similar way as for TAKEOFF.
2
_ Predictions
Only destination predictions are provided. They assume level
flight at FCU selected altitude with a CAS of VFTO and no
wind.

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3
_ Guidance
- Transition to GO AROUND occurs upon SRS mode engagement.
- At thrust reduction altitude, the CLB indication flashes
until the throttle control levers are set to CLB.
- At acceleration altitude, OPEN CLB mode is engaged if the
aircraft is below FCU selected altitude.
- In SPEED AUTO CONTROL, when SRS mode is disengaged, the
speed target is VFTO, upper limited to speed constraints if
NAV mode is engaged.
- CLB or DES modes are not available in GO AROUND phase.
(3) SPEED MANUAL CONTROL-Specific Rules

(Ref. Fig. 029)
The task of the FMS concerning manual speed selection, preselection
and CAS/Mach switching at manual crossover altitude is described in
para. 2.B.
The following paragraphs give the effect of selection of speed manual
mode on predictions and vertical guidance.
(a) Effect on predictions

In the computation of predictions, the ECON speed is replaced by
the FCU selected speed for the actice phase and by a preselected
manual speed for a future phase.
In a more specific way, predictions assume that the selected
speed will be maintained until the end of the phase in cruise or
until the next point where the ECON speed becomes greater than
the FCU selected speed or MCDU preset speed in CLIMB, or smaller
than the FCU selected speed in DESCENT. ECON speed is assumed
thereafter.
(Ref. Fig. 030)
Furthermore, in descent, no speed margins are defined and return
to pathfrom above is predicted based on hold of selected FCU
speed, idle thrust and speedbrakes extended to mid travel.
(b) Effect on guidance

- In speed manual control, the speed selected on the FCU is
necessarily the target either on elevator or on thrust with
respect to the submode engaged.
Besides, the choice of mode, submode and the computation of the
second target is as described for speed auto control.
One exception is in Descent because no Speed margin may be
defined ; the following logic applies when DESCENT mode is
active.
Guidance initially holds precomputed profile on elevator and
FCU selected speed on thrust.

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Speed Preselection for Climb Phase
Figure 029

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Manual Speed Selection - Effect on Predictions
Figure 030

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If the A/C speed gets 5 kts above target speed, the aircraft
diverges from the descent profile maintaining selected speed on
elevator and idle thrust ; Descent path control is recovered if
the aircraft reintercepts the profile.
(Ref. Fig. 031, 032)
- If there is no Manual speed preselected for CRUISE phase, the
message SET SPEED AUTO is displayed on the MCDU and the PFD
upon transition to CRUISE.
(Ref. Fig. 033)
- 30 seconds prior to a deceleration required for an HM leg (if
the FCU selected speed is greater than the holding speed
precomputed by the system), the message SET HOLD SPEED is
displayed on the PFD and MCDU.
(4) VERTICAL MANUAL CONTROL - Specific Rules

VERTICAL MANUAL CONTROL means that either V/S, FPA, OPEN CLB, OPEN
DES, EXP CLB or EXP DES mode (if EXP function is fitted) is engaged.

There is no effect on MCDU flight plan predictions which do not
take VERTICAL MANUAL CONTROL into account.

- V/S, FPA, OPEN CLB, OPEN DES modes:
Speed target is determined by the system if SPEED AUTO CONTROL
is active: it is then equal to the ECON speed or holding speed.
(Ref. Fig. 034)
- EXP CLB or EXP DES mode (if pushbutton switch is fitted):
The speed target is always determined by the FM as described in
Para.B. when either mode is engaged. (in EXP CLB: max (VMAN,
VLS); in EXP DES: min (VMAX, VMO-10, MMO-0.02)).
(Ref. Fig. 035)
(5) LATERAL MANUAL CONTROL - Specific Rules

LATERAL MANUAL CONTROL means that either HDG, TRACK or RWY mode is
engaged.

Predictions always assume an immediate return to the lateral
flight plan with a 45 deg. intercept law. Assumptions are as
described for LATERAL AUTO CONTROL.

- CLB, DES or FINAL mode is not available in LATERAL MANUAL
CONTROL
- V/S, FPA, OPEN CLB, OPEN DES mode:

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DES Mode in SPEED MANUAL CONTROL : Aircraft on Profile
Figure 031

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DES Mode in SPEED MANUAL CONTROL : Aircraft above Profile
Figure 032

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Display of SET SPD AUTO Message in Case
of no Manual Speed Preselection for Next Phase
Figure 033

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V/S in Descent (Aircraft above Profile)
Figure 034

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INTENTIONALLY BLANK

22-73-00

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Expedite in Climb
Figure 035

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If speed auto control is active, the target speed is the
optimum speed limited by speed limit when applicable (speed and
time constraints are not considered since they are related to
the lateral path).
- EXP CLB or EXP DES mode:
The speed target is always determined by the FM when either
mode is engaged. (in EXP CLB: max (VMAN, VLS); in EXP DES: min
(VMAX, VMO-10, MMO-0.02)).
- During Descent and Approach phases, the FMS computes the
required distance to land (DIST TO LAND), the direct distance
to destination (DIST TO DEST) for display on the PROGRESS page.
Required distance to land:

It is the distance required to pass from the A/C present energy
state to the landing energy state (with respect to speed limit
and final deceleration).
Distance to destination:
It is equal to the distance from the A/C present position to
the LOC capture point (LCP) + distance from the LCP to the
runway threshold. In case of non ILS approach, the LCP is
replaced by the next to last approach waypoint.
(Ref. Fig. 036, 037)

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Required Distance to Land - Distance to Destination
Figure 036

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LATERAL MANUAL CONTROL in Descent
Figure 037

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D. Other Computations
(1) GW, FOB and CG Revision Rules

The Gross Weight, the Fuel On Board and the Center of Gravity are
displayed on the FUEL PRED page.
(Ref. Fig. 038)
These parameters correspond to current values.
GW, FOB and CG are also used as initial conditions for all
performance and prediction computation before engine start (if it is
not available, no GW is used by default).
The following references are used:
ZFW = Zero Fuel Weight (displayed before engine start)
ZFWCG = Center of Gravity of ZFW (displayed before engine start)
FOBCG = Center of Gravity of FOB (function of FOB)
CG = Center of Gravity of GW (displayed after engine start)
TOGW = Takeoff Gross Weight (displayed before engine start).
The following equations are always verified:
GW = ZFW + FOB
ZFWCG x ZFW + FOBCG x FOB
CG = -------------------------
GW
(a) A/C on ground before engine start

The current FOB, GW and CG are not defined.
TOGW is derived from pilot entries:
- ZFW entry (on INIT B page)
- BLOCK entry (on INIT B page)
ZFWCG is either a default value (25 %) or entered by pilot (on
INIT B page).
(b) A/C after engine start

(Ref. Fig. 038)
- The CG is submitted to any FOB or GW variation.
The pilot may update this parameter by a new entry.
- The FOB is computed versus information received from selected
sensors : Fuel Quantity, fuel flow or both. The pilot may
select any of these combinations (the default is both) as long
as each involved sensor is valid. FOB entry deselects
automatically fuel quantity sensor (sensor valid). If a sensor
is invalid, it is deselected.
The GW is submitted to FOB variations, including pilot
modifications of FOB (ZFW remains unchanged).
If the pilot modifies the GW, the ZFW is recomputed to take
this into account.
In flight, the GW is continuously crosschecked with A/C gross
weight value computed in the FAC when available.

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Weight and Fuel Display
Figure 038

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If both items of information differ by more than 7 tonnes, the
message CHECK GW is displayed on the MCDU.
(2) Engine out
(a) Activation
The ENGINE OUT mode is active as soon as one of the following
conditions is true:
- at least one FADEC sends invalid data
- ENG/MASTER control switch in OFF position
- one engine is detected as failed by internal signals
- TLA 1 less than or equal to 5 deg. and TLA 2 more than or equal
to 22 deg.
- TLA 2 less than or equal to 5 deg. and TLA 1 more than or equal
to 22 deg.
Then, the MCDU display reverts either to temporary F-PLN page (if
the aircraft is before the diversion point) or to present flight
phase PERF page (if the aircraft is after the diversion point).
The diversion point is the last common waypoint between EOSID of
the origin runway and active flight plan. The display of the
temporary F-PLN page enables selection or erasure of EOSID
procedure according to corresponding prompt.
(Ref. Fig. 039)
Any preselected speed on the MCDU (PERF pages), any time
constraint and any preplanned step inserted in F-PLN are deleted
and none may be inserted. Thrust reduction to MCT is required on
FMA with MCT flashing as long as the aircraft speed is greater
than VFTO or TLA is not set on MCT.
The Engine Out maximum altitude is computed and displayed on the
PROGRESS page.
(b) De-activation
(Ref. Fig. 039)
The first way to exit the ENGINE OUT mode is a manual selection
of the * EO CLR prompt on PERF page.
The other way is an automatic one which occurs as soon as the
following conditions are all met:
- both FADECs send valid data
- ENG/MASTER control switch in ON position
- 30 seconds elapsed since ENGINE OUT activation
- no engine is detected as failed
- TLA1 and TLA2 more than or equal to 5 deg.
(c) TAKEOFF phase

Guidance is not affected since normally in SRS mode.

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MCDU Display upon ENGINE OUT
Figure 039

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(d) CLIMB phase
Predictions on the MCDU are dashed.
CLB mode is not available, and if engaged at the time of EO
detection a reversion to OPEN CLB mode occurs.
In SPEED AUTO CONTROL, the speed target is changed to:
- MAX (EO CRZ SPD corresponding to current altitude upper limited
to EO MAX ALT, A/C speed at EO detection or ALT (ACQ) mode
engagement) if in ALT or ALT ACQ mode
- otherwise, to VFTO.
In LATERAL AUTO CONTROL, it is limited to the climb speed limit
below the speed limit altitude, and to applicable speed
constraints.
In SPEED MANUAL CONTROL, the message SET VFTO requests a change
of FCU target speed. The message is displayed on the MCDU and on
the PFD, if VFCU is, by more than 10 Kts, either greater than
VFTO (except in ALT or ALT ACQ mode) or lower than VFTO.
(e) CRUISE phase

Predictions on the MCDU are dashed.
CLB and DES modes are not available ; if engaged at the time of
EO detection vertical guidance mode reverts to OPEN CLB or V/S,
respectively.
In SPEED AUTO CONTROL, the speed target depends on the cruise
flight level (above or below engine out maximum altitude):
- CRZ FL more than EO MAX ALT: MAX (A/C speed at EO detection, EO
CRZ SPD corresponding to EO MAX ALT)
- CRZ FL less than or equal to EO MAX ALT: MAX (VFTO, EO CRZ SPD
corresponding to the CRZ FL).
In both cases, it is upper limited to the climb speed limit below
the specified altitude.
Note that if a pre-planned step-climb was being flown, the step
is deleted, so there is a flight phase transitions to CLIMB.
(f) DESCENT phase

Prediction and guidance are not affected during an engine out,
they are the same as when both engines are running (and based on
2-engines assumptions) : DES mode is available, FINAL can be
armed.
(g) APPROACH phase

Same as DESCENT, both DES and FINAL modes are available.
(h) GO AROUND phase

All predictions are dashed.
The speed target is the same as when both engines are running.

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(3) Fuel Predictions
This function gives the predicted fuel at landing, landing weight and
expected extra fuel.
It is performed automatically when the crew has inserted a flight
plan (origin and destination) with CRZ FL and CI defined and ZFW
inserted.
In addition, the system has to know the Fuel on board inserted by the
crew (BLOCK fuel) before engine start or communicated by the fuel
quantity sensor to the FMGC at engine start.
Once these items of information are available, the FMGC computes the
flight plan predictions including time and fuel at all waypoints.
Landing weight, alternate fuel and extra fuel are also computed,
taking into account the predetermined fuel policy:
- Before engine start.
EXTRA = BLOCK - TAXI - TRIP - RSV - ALTN - FINAL
TOW = ZFW + BLOCK - TAXI
LW = TOW - TRIP
- After engine start.
EXTRA = FOB - TAXI (in Preflight) - TRIP - RSV - ALTN - FINAL
LW = GW - TAXI (in Preflight) - TRIP
Note that FINAL FUEL is not substracted from EFOB at primary or
alternate destination.
(a) MCDU mechanisation

Fuel prediction is performed through and displayed on:
- the INIT B page before engine start
- the FUEL PRED page after engine start
- the VERT REV page
- the F-PLN B page.
The VERT REV page at waypoint X displays the predicted EFOB at X
and the predicted EXTRA at X.
EXTRA (X) = EXTRA (X-1) + RSV (X - 1, X)
Where RSV (X - 1, X) is the value of the reserve for the portion
of trip between X - 1 and X.
F-PLN B page repeats the predicted EFOB at X.
(Ref. Fig. 038, 040)
(b) Fuel policy

Due to the various airline fuel policies and to the fact that the
system needs to know on which parameters it has to perform Fuel
predictions, a fuel policy is predetermined (Ref. following
table).
Up to eight fuel policy records may be specified in a specific
nav Data Base and selected by pin programming. For these records
in which data are not provided, default values, as given in third
column, are given.

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Fuel Predictions on F-PLN B and VERT REV pages
Figure 040

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Furthermore, the four following parameters may be modified on the
MCDU through INIT B and FUEL PRED pages : RTE RSV, FINAL TF,
FINAL TG and TAXI.
A special rule applies for final fuel/time: final time is used
for fuel prediction only if final fuel is not defined.
-------------------------------------------------------------------------------
| MNEMONICS | PARAMETERS | DEFAULT |
| | | VALUES |
|---------------|---------------------------------------------|---------------|
| RTE RSV | Percentage of route reserve | 5 % |
|---------------|---------------------------------------------|---------------|
| RSV MIN | Minimum value of route reserve | 0 kg |
|---------------|---------------------------------------------|---------------|
| RSV MAX | Maximum value of route reserve | 10,000 kg |
|---------------|---------------------------------------------|---------------|
| RSV FL | Reserve is computed for fuel predictions | yes |
| | in flight | |
|---------------|---------------------------------------------|---------------|
| RSV ALTN | Reserve includes reserve of alternate | no |
| | trip | |
|---------------|---------------------------------------------|---------------|
| FINAL TF | Final time used for fuel predictions | 30 min |
|---------------|---------------------------------------------|---------------|
| FINAL FIXF | Inclusive final fuel used for fuel | 0 kg |
| | prediction computation | |
|---------------|---------------------------------------------|---------------|
| FINAL ALT | Altitude of the holding pattern which | 1 500 ft |
| | the final computation is based on | |
|---------------|---------------------------------------------|---------------|
| TAXI | Taxi fuel | 200 kg |
|---------------|---------------------------------------------|---------------|
| FINAL DEST | Airport upon which the final fuel | Alternate |
| | computation is performed | |
-------------------------------------------------------------------------------
FUEL POLICY
(4) Altitude Planning

When the A/C is in takeoff, climb or descent flight phase, the FMGC
computes the time (UTC) when the A/C reaches a specified altitude
(FCU altitude is the default value) and the corresponding distance.
(Ref. Fig. 039)
Two performance modes exist:
- Expedite
- ECON or speed mode (with respect to the one which is selected or
preselected).

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(5) Performance Monitor
(Ref. Fig. 041)
To make up for discrepancies between A/C real performances and A/C
predicted performances computed by the FMGC from aero/engine models
stored in the computer, it is possible for maintenance personnel on
ground to enter a correction factor on the MCDU aircraft status page.
This performance factor is entered as a percentage to be applied to
the fuel flow value calculated from Fuel Flow versus N1/EPR model:
FF = (1 + X/100) F (N1 or EPR).
NOTE : N1 model = CFM

____
EPR model = IAE
(6) Overview of Alternates
(a) Selected alternate
1
_ Structure
The structure of the alternate part of the vertical
flight-plan is described in 22-71 with respect to various
phases. Insertion and revision rules of altitude and speed
constraints, and speed limits are the same as defined for the
active part, but no step can be inserted.
The cruise level is a default value, computed by the system,
which cannot be modified by the pilot. It is equal to FL 220
if the airway distance is less than 200 NM. If not, it is
equal to FL 310.
2
_ Predictions
No alternate predictions are displayed on the F-PLN pages. The
predictions for the selected alternate are the same as those
for the non selected alternates.
For the selected alternate the pilot is provided with:
- ALTN trip fuel and time on the INIT B page
- estimated time and fuel on board at alternate destination on
the FUEL PRED page.
(Ref. Fig. 042)
(b) Non selected Alternates

The ALTERNATE page accessed from the LAT REV page at destination
enables the pilot to select an Alternate.
(Ref. Fig. 042)
In this end, on that page, pilot is provided with the Extra
prediction computation for each Data Base Alternate (there may be
up to six) and also for an Alternate of his choice.
If there is an Alternate selected, it is necessarily one of these
seven Alternates.

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Performance Factor
Figure 041

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Overview of Alternates
Figure 042

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For Alternates, the calculation is based on:
- an initial A/C weight equal to landing weight at active Primary
destination.
- a flight from ground to ground.
- airway distance (which has to be entered by pilot for the
Alternate of his choice and otherwise comes from Data base).
For the selected alternate, the flight plan distance is used.
- a cruise FL determined as for selected Alternate.
- a track equal to mean track between active Primary and
Alternate destinations.
- a constant Delta ISA equal to the one of the primary
destinations.
- a constant wind computed by interpolation versus cruise FL on
the CLIMB wind model of the selected Alternate.
- a cost index equal to zero.
(7) Maximum and Optimum Altitudes
(a) Two engines running

Considering the fuel used to climb to the max altitude from A/C
present altitude and the weight, the Recommended Max Altitude
(used for display only) and Max Max altitude (used to limit
cruise altitude entry) are defined.
(Ref. Fig. 043)
1
_ Recommended maximum altitude
It is the minimum altitude found with respect to the following
criteria:
- the maximum altitude which can be sustained in level flight
without acceleration at maximum cruise thrust setting.
- the maximum altitude which can be reached with a vertical
speed of 300 ft/min minimum at maximum climb thrust setting.
- the maximum altitude which can be reached before buffeting
with a margin of 0.2g.
- the maximum altitude which can be flown with a speed higher
than VFTO and lower than VMO/MMO.
- the maximum certified altitude.
2
_ Max Max altitude
It is the minimum altitude found with respect to the same
criteria as defined above except the case of maximum altitude
before buffeting with a margin of 0.3g.

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PROG Page
Figure 043

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(b) Engine out case
The Engine Out maximum altitude is displayed on the MCDU. It is
for all performance calculations.
It is the minimum altitude found with respect to the following
criteria:
- the maximum altitude which can be held in level flight with one
engine at maximum continuous thrust and anti ice off and the
other windmilling.
- the maximum altitude which can be reached before buffeting with
a 0.3g margin.
- the maximum altitude which can be flown with a long range
cruise speed lower than VM0/MMO.
- the maximum certified altitude.
(c) Optimum altitude

The optimum altitude is displayed on the PROG page. It is
computed by taking into account the active strategic mode
(including the cost index if it is ECON), the predicted aircraft
and atmospheric conditions. The optimum altitude is limited from
above by first, the maximum altitude (Ref. para 1 above), and
then the condition of a minimum of 5 min. flown in cruise at that
altitude.
(Ref. Fig. 043)
(8) Maximum Holding Time
(a) Last exit UTC (TLE)

If the fix is the TO or FROM waypoint, the FMGC computes the
latest time when the A/C has to leave the hold so as to satisfy
the fuel reserve requirements (corresponding to EXTRA = 0) and
the estimated fuel on board at that time. They are displayed on
the HOLD page.
(Ref. Fig. 044)
(b) Logic for display of TIME TO EXIT message

The conditions to display the message are:
- LAT AUTO CONTROL is active
- hold is the next or active leg, and it is taken into account
for guidance
- last exit UTC is available
- and IMM EXIT has not been selected, or RESUME HOLD has been
selected.
Considering: Delta T = Last exit UTC - predicted UTC of next
passage over fix
Three cases are possible:
- Delta T > time to fly a complete holding pattern: no message

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Time and Fuel to Exit the Hold
Figure 044

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- Delta T < time to fly a 360 deg. turn: message immediately
displayed.
- Delta T bounded between a 360 deg. turn and a complete holding
pattern: message displayed when the A/C next flies the first
turn of the holding (1min. after passage over fix.)
The message, when displayed, is removed if it is cleared by the
pilot, if the IMM EXIT prompt is selected, or if LAT AUTO CONTROL
is not active.
(9) Wind/Temperature Model
(a) Wind model

If no wind has been inserted or entered by the pilot for climb
(descent) at intermediate levels between origin (destination)
altitude and cruise altitude, a default climb (descent) wind
model must be used for wind prediction . It is defined as
follows:
Default climb (descent) wind model:
The wind is linearly interpolated versus altitude in magnitude
between origin (resp. destination) wind and T/C (resp T/D) wind.
Winds at origin (resp. destination) and cruise altitude have
default values of 0kt. If they are entered by the pilot, wind
direction is also linearly interpolated versus altitude ; but if
only one entry is made, the wind direction is constant and equal
to the entry.
If no wind has been entered, no wind direction is defined: 0kt/O
deg. is displayed.
(b) Temperature model

Temperature predictions along the Flight-Plan are based on
standard model (ISA), pilot entries and actual temperature at the
present position of the aircraft. Temperature may be entered only
at cruise flight level through the INIT A or the FUEL PRED page
and at destination through the APPROACH page.
(Ref. Fig. 004, 038)
(10) Secondary F-PLN predictions

A secondary F-PLN may include all of the vertical elements possible
in the active primary F-PLN, except that climb or descent wind
entries are not possible. Performance calculation methods are the
same (and use the same performance factor), except that altitude
planning (on the SEC PERF pages) is not possible and only MCDU pseudo
waypoints are predicted.

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(a) Secondary F-PLN created by a copy of active F-PLN
Predictions are calculated if:
1.
1.1- flight phase is preflight and the origin airports are
identical (although the selected runways may differ)
or
1.2- flight phase is take off, climb or cruise and the first
lateral leg of the secondary F-PLN is identical to the active leg
of the active F-PLN
AND
2.
2.1- the secondary F-PLN does not include a destination
or
2.2- the top of descent pseudo waypoint for both the secondary
F-PLN and the active F-PLN are predicted beyond the aircraft
If the above conditions are not met, secondary flight plan
predictions are dashed.
Performance calculation methods for the secondary F-PLN created
by COPY ACTIVE are based on the same assumptions as for the
primary F-PLN : before engine start the primary INIT data is used
(weights, ZFWCG, CRZ FL, etc) ; after engine start, the same
current aircraft characteristics (GW, FOB, CG, ALT, SPD, engines
running : 2 or 1) and the same CRZ FL, as the primary F-PLN.
When any of these data is modified, SEC F-PLN predictions are
updated accordingly. No secondary F-PLN predictions are available
when engine out mode is active.
When available, predictions are provided for display on the
following MCDU pages:
SEC F-PLN : predictions for each waypoint and pseudo waypoint up
to and including the destination ; for the SEC ALTN F-PLN only
EFOB at destination is calculated. HMs in the SEC F-PLN will be
ignored by predictions until the HM entry fix is sequenced.
SEC VERT REV : fuel predictions.
SEC PERF : predictions at destination (total time and distance).
Altitude planning is not available. Entries of cost index, manual
speed preselections, and descent auto speed are taken into
account.
(b) Secondary F-PLN created via SEC INIT

A secondary F-PLN created by SEC INIT is treated as an active
primary flight plan before engine start. Performance calculations
are totally independent of the current active F-PLN, clock time,
engine status, A/C characteristics, etc : they are based on the
weights, ZFWCG, CRZ FL, cost index, etc. entered on the SEC INIT
or SEC PERF page, and normal 2-engine operation is assumed.
Predictions are provided for display on the following MCDU pages:
- SEC INIT: fuel predictions,

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- SEC F-PLN, VERT REV, SEC PERF: same as for a secondary F-PLN
created via COPY ACTIVE (HMs are ignored by predictions since
entry fix is not sequenced).

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PERFORMANCE/VERTICAL FUNCTIONS - DESCRIPTION AND OPERATION
__________________________________________________________
For the Performance/Vertical functions, refer to 22-70-00 P. Block 001.

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OPERATIONAL USE - DESCRIPTION AND OPERATION
___________________________________________
1. _______
General
The Multipurpose Control and Display Unit (MCDU) is the primary entry/
display interface between the pilot and the FM part of the FMGC providing
the means for inserting system control parameters and flight plans and for
subsequent modification and revision.
It displays information regarding flight progress and aircraft performance
for monitor and review by the flight crew. It performs access and retrieval
of navigation and route planning data from the data base.
It has also a multipurpose usage for interfacing with other A/C systems:
- basic: CFDS.
- optional: ACARS or ATSU, AIDS.
2. __________________
System Description
A. Keyboard
**ON A/C 001-003, 051-053,
(Ref. Fig. 001)
R **ON A/C 004-049, 054-099, 101-105, 201-210,
(Ref. Fig. 001A)
R **ON A/C 001-049, 051-099, 101-105, 201-210,
The MCDU is linked to both FMGCs, CFDS, optional and spare systems (e.g.
ACARS, AIDS).
When the MCDU MENU multi-purpose key is pushed, the menu page is
displayed.
The operator pushes the line select key to select a system :
communication is broken with the active system and established with the
associated one.

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MCDU Front Panel
Figure 001

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MCDU Front Panel
Figure 001A

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B. General Display Rules
(1) Non-valid and missing data

For all display fields only valid data will be displayed. If the data
are not valid for display or not available for display, the display
field will contain dashes.
When a new page is called up or a data is entered, it may require
that the computer performs calculations before all the data to be
displayed are available. In these cases, the screen is firstly
blanked and then the portion of the display that is available and can
be displayed is presented to the pilot immediately. However, the data
fields that are not available would be left as dashes and filled in
as the data become available.
(2) Small and large fonts

On the MCDU there are two sizes of fonts. Generally, all data on the
data line (line adjacent to line select key) are displayed in large
font and data on the label line are displayed in small font. However,
the following are exceptions :
- Data with default values or computer calculated values which could
be changed by the pilot are displayed in small font when the
computer supplied data are being used and in large font when the
data are pilot entered.
- If two data entries are dependent upon each other, the independent
data (those defaulted or latest input by the pilot) are displayed
in large font and the dependent data are in small font.
(3) Special symbols

There are special symbols on MCDU displays that indicate certain
functions to the pilot. Certain symbols may give a clue to the pilot
as to what is available or if there is more information than is
already displayed.
The following symbols are used in the displays:

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< or > If this symbol appears next to a line select key (LSK) it indicates
that pushing this line select key will only cause the MCDU to
display a different page (it is the call-up of a page), the name
of which is displayed besides the symbol.
* This symbol appears next to a line select key it indicates that

pushing this LSK will change the parameters which affect the
active situation of the aircraft, or causes the activation of a
function (it is the call-up of a function). The page displayed
may also change as a result.
<-- --> One of these symbols appearing beside a line select key
indicates that the pilot can push the key to select a data,
without activating a function.
.- -.
- - This indicates that the user may enter a data here (can be
optional). Occasionally this data may be computed and entered
by the computer as a result of another pilot action.
.---.
--- This indicates that the data are necessary for the user to be input
in order for the computer to perform the specific function.
------ This indicates that the data will be displayed by the computer
when it has enough information to do so. The user does not
normally enter this information. However, under certain
circumstances he may be able to alter the data.
ARROWS
UP and
DOWN These arrows (up or down) indicate that vertical slewing is
available. They will appear in columns 23 and 24 in the
scratchpad.
----> This arrow, in column 23 of the title line indicates that

horizontal slewing is available from this page. Pushing the
NEXT PAGE key will horizontally slew the page.
TRIANGULAR
SYMBOL This symbol beside a fixed waypoint on the flight plan page,
indicates that the A/C must overfly the fixed waypoint.
This symbol is mostly used by the FMGC.

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(4) Color code
-------------------------------------------------------------------------------
| DATA | MCDU COLOR |
|----------------------------------------------------|------------------------|
| Titles, comments, symbols of slewing, dashes, minor| White |
| messages, call-up of page, scratchpad data entry, | |
| F-PLN legs, secondary waypoints, active waypoint, | |
| destination | |
|----------------------------------------------------|------------------------|
| Pilot modifiable data, selectable data, brackets | Cyan |
| call-up of function, missed approach and alternate | |
| waypoints | |
|----------------------------------------------------|------------------------|
| Pilot non modifiable data, active data, primary | Green |
| waypoints | |
|----------------------------------------------------|------------------------|
| Mandatory data (boxes), mandatory pilot action | Amber |
| required important messages | |
|----------------------------------------------------|------------------------|
| Constraints, max altitude | Magenta |
|----------------------------------------------------|------------------------|
| Temporary situation, temporary waypoints | Yellow |
-------------------------------------------------------------------------------
NOTE : The symbols have the color of the prompt to which they are
____
associated.
(5) Slewing functions

(Ref. Fig. 002)
(a) Horizontal slewing

Certain functions need multiple pages for the display. These
pages are arranged in a book form (page A, B, C...).
The A page is displayed upon pushing the mode key. The other
pages (B, C, etc.) are called up by using the horizontal slewing
function (NEXT PAGE function key)
When page B is displayed there is no special key to display page
A (a prompt PREV PAGE > can be used).
The displays that use horizontal slewing are closed loop
displays.
This means that when the last page is displayed and the NEXT PAGE
function key is pushed, the display changes to the A page.
When horizontal slewing is available, an arrow will be displayed
in column 23 of the title line.

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Horizontal and Vertical Slewing
Figure 002

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When the book contains more than 2 pages instead of the NEXT PAGE
function key, it is possible to use the line select key adjacent
to NEXT PAGE > or PREV PAGE > indications to select the other
pages of the book.
(b) Vertical slewing

Certain pages in the computer contain more data than will fit on
a single page (a page longer than the six pairs of lines
available on the display).
In this case data are arranged on a drum.
In these instances vertical slewing can be used to scroll the
display up or down. Each time a vertical slew key is pushed, this
scrolls the MCDU display by one line pair, or by one page. A line
pair is a line adjacent to a line select key and its label line.
Holding the vertical slew key pushed scrolls the MCDU display at
a rate of 2 line pairs per second. The arrows will be displayed
in column 23 and/or 24 of the scratchpad when vertical slewing is
available.
Vertical and horizontal slewings may be available together for
certain functions. In this case, if a display has been slewed up
or down, then the horizontal slewing is performed for the two
pages of the book and calling next page of the book will enable
access to the next page at the same slew position as previous
page.
(c) Value adjustment

Another use for vertical slew keys is incrementing data by a set
amount in a particular data field. When this is available, arrows
will be displayed adjacent to the data label that would be
affected if the vertical slew keys were pushed. When a vertical
slew key is held pushed, the slewing will take place at a rate of
2 increments or decrements per second.
(6) General display of a page

- Only the selectable functions or page call-ups are displayed.
This is to avoid cluttering of the screen with not usable prompts.
- On a page, some prompts may be displayed following a logic
dependent on external parameters (flight phase, ground/airborne,
...). In such cases, the architecture of the page is not modified
by the deletion or addition of a prompt (prompts present at the
same place) e.g. lateral revision pages at origin and destination
airports.
(Ref. Fig. 003)
- Prompts that are used on several pages have to be displayed at the
same place on the different pages.

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Example of Display
Figure 003

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ex : . < RETURN in 6L
. PRINT * in 5R
. INSERT * in 6R.
(7) Acknowledgement of user action

Each time the MCDU user pushes a line select key or a mode key, he
must receive an acknowledgement of his action. The screen has to be
blanked as soon as the subsystem has received this action, before it
displays a new page or a new message.
The new page also displays an acknowledgement of the pilot action
(insertion of a value in a line, message, etc.).
Examples :
- The user wants to enter a value into a field, he may have the
following indications:
OUT OF RANGE: if the value is not within the range as expected by
the system.
FORMAT ERROR: if the value has not the correct format.
- The NOT ALLOWED indications may be displayed if an incorrect line
select key is pushed.
In case of the call-up of a function, the acknowledgement is made by
deletion of the star * next to the function name when the call-up
is taken into account by the system. If the system is not available a
message is displayed (PRINTER NOT READY).
C. Page Hierarchy
(Ref. Fig. 004, 005, 006, 007, 008, 009)
Each FM function of the FMGC may be called by pushing a mode key. A page
is then displayed where the function may be performed. From this main
page, it is possible to call other pages where the sub-functions may be
performed.
These sub-pages are either displayed by pushing the applicable line
select key or automatically following a data entry. Sometimes the only
way to exit a page is to push another mode key.
On page hierarchy figure, N/P means NEXT PAGE and arrows mean that page
slewing is possible
D. Data Entry
(1) Scratchpad and data field entry

Data are entered into the computer through the MCDU keyboard. First
the data are entered from left to right into the scratchpad by
pushing the alphanumeric keys on the keyboard (similarly to a
typewriter). Only 22 characters may be entered into the scratchpad.
If more than 22 are entered, they will be ignored and only the first
22 will be used.
The 23rd character will not be accepted by the computer and the
computer will give no response.

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Page Hierarchy (Sheet 1/6)
Figure 004

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Figure 005

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Figure 006

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INTENTIONALLY BLANK

22-74-00

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Figure 007

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Figure 008

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Figure 009

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After the data are entered into the scratchpad, the data are moved
from the scratchpad into the correct data field by pushing the
adjacent line select key, and the scratchpad is blanked.
The computer checks the data for format and acceptability (out of
range, entry not allowed into the field, etc.). If the data are
incorrect, the system will leave the previous data in the data field
and display the associated message indicating the error in the
scratchpad. To enter the correct data, the pilot must do either of
the following:
- Clear the message from the scratchpad by pushing the CLR function
key.
The data that was incorrect will appear in the scratchpad. The
pilot can then correct the data or clear it out.
- Enter new data into the scratchpad. This automatically clears the
message being displayed and replaces the previous (incorrect)
scratchpad data with the new data.
If the entry was rejected because an incorrect line select key was
pushed, then the entry will be accepted if the correct line select
key is pushed.
To clear the scratchpad of entered data or incorrect data, the CLR
function key can be used. When the CLR function key is pushed, this
erases the last character entered in the scratchpad.If the CLR key is
held pushed for two seconds, the entire scratchpad data are cleared.
Certain data entries into a field also cause the displayed page to be
changed automatically. In this case, any scratchpad data is deleted.
Otherwise, scratchpad data are retained when the displayed page is
changed. During a page change, scratchpad entries are ignored.
(2) Clearing data field

Data fields on the MCDU can be cleared using the CLR function key.
Pushing the CLR function key when the scratchpad is empty results in
CLR being displayed in columns 6 through 8 of the scratchpad. Then,
pushing the line select key adjacent to the data field results in
clearing that data and the scratchpad line is cleared.
If the data is a value not all data fields may be cleared.
If the data have a default or computer calculated value, the data
revert to this value. If the default value is cleared the clearing
has no effect and there is no message displayed.
To remove a CLR prompt from the scratchpad the CLR key can be pushed
again once or any alphanumeric key can be pushed erasing the CLR in
the scratchpad and entering the alphanumeric. The computer must
distinguish between the CLR function key and C-L-R being entered into
the scratchpad via alphanumeric keys. C-L-R does not enable the
clearing function.

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(3) Data field display
Generally a data is displayed on two lines:
- the label line above the data line
- the data line next to the line select key.
On the data line there are five kinds of display:
(a) Cyan data if the data is already in the computer and the pilot
can modify it.
(b) Green data if the data is already in the computer but it cannot
be modified by a pilot entry.
(c) Cyan brackets if no value is defined and the pilot can enter a
data.
(d) Amber boxes if no value is defined and the data entry is

mandatory for the correct functioning of the system or for the
achievement of the function described on the page or on the label
line.
(e) White dashes if the field is filled by the computer but not yet
available due to lack of information or a computation has not yet
been achieved.
The entry format of a data is described by the number of boxes or
the place occupied by the brackets and the spaces between
brackets.
On one data line, several data may be displayed and entered: the
different fields are separated by a slash. Each field may be
entered separately; it is identified by the number of slashes in
front of the entered data.
Ex : wind direction/wind magnitude/altitude.
To modify the altitude, the pilot has to enter into
scratchpad: //altitude.
To modify wind magnitude, he enters: /wind magnitude
NOTE : It may happen that a data which has a default value in the
____
system can be corrected by the user.
After reinitialization of the system, the data reverts to
its default value.
(4) Data list

The following table lists all MCDU entries allowed by the pilot. Also
listed are the acceptable format, acceptable range, units of entry,
and the MCDU pages on which the data can be entered.
DATA NAME:
The name of every entry allowed by the pilot is listed.
FORMAT:

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The field width and format is given for each data entry. The symbols
generally used are as follows: (if others are used they are defined
for each parameter).
A - Alphabetic entry
N - Numeric entry
X - Alphanumeric entry
If any entry into the data field either exceeds the fields width or
has an incorrect format or type, then a message is displayed (FORMAT
ERROR).
For fields that have more than one acceptable entry format but only
one display format, the display format is also specified.
RANGE:
The range is given for each data entry. If the entry has a correct
field width, format and type but is not within this range, then a
message is displayed (ENTRY OUT OF RANGE), unless another message is
displayed as defined in the table.
UNITS:
The units of each entry are given in the table.
When two units are available (selected by pin programming), only one
unit and range are given. These are: kg for weight, meter for length
and deg. C for temperature. For the other units, the range must be
converted.
DISPLAY PAGE:
The MCDU page or pages on which the data may be entered are listed.

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-------------------------------------------------------------------------------
| DATA NAME | FORMAT | RANGE | UNITS | DISPLAY PAGE |
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| ACCEL ALT | See ALT | | ft | TAKEOFF |
| | | | (MSL) | GO AROUND |
|-----------|----------------------|----------------|---------|---------------|
| ALT | NNNN or | Max alt = | ft | F-PLN A |
| | NNNNN | 39000 | (MSL) | VERT REV |
| | (leading zeros must | Entry is | | STEP PRED |
| | be included) | rounded to | | PERF CLB |
| | | the nearest | | PERF DES |
| | | 10 feet. | | |
|-----------|----------------------|----------------|---------|---------------|
| ALTN RTE | Same as CO RTE | Same as CO RTE| N/A | INIT A |
|-----------|----------------------|----------------|---------|---------------|
| ALT/WIND | ALT or FLight | See ALT | ft | DES FORECAST |
| DIR/WIND | Level/NNN/NNN | WIND DIR-0-360| (MS)/ | WIND |
| MAG | | | degrees | |
| | NNN- Leading zero | WIND MAG-0-200| /kt | |
| | not necessary. An | | | |
| | entry of WIND DIR = | | | |
| | 360 is displayed as 0| | | |
|-----------|----------------------|----------------|---------|---------------|
| ARPT | AAAA | If AAAA is | N/A | INIT A |
| | There must be at | not in the | | LAT REV |
| | least 1 characters, | data base | | ALTN |
| | up to 4 | airport file, | | F-PLN A and B |
| | | New Runway | | WAYPOINT |
| | | page is | | DIR TO |
| | | displayed | | |
|-----------|----------------------|----------------|---------|---------------|
| AIRWAYS | XXXX | If not in | N/A | LATREV |
| (VIA) | | data base | | |
| | | NOT IN DATA | | |
| | | BASE is | | |
|-----------|----------------------|----------------|---------|---------------|
| BLOCK | NN.N | | Thou- | INIT B |
| Fuel | leading zeros may | | sands- | |
| | be omitted. | | of Kg | |
-------------------------------------------------------------------------------

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-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| COST INDEX| NNN | 0-999 | KG/mn | INIT A |
| | may be entered as | |(100Lbs/ | PERF CLB |
| | 1-3 digits; leading | | hour)| PERF CRZ |
| | zeros may be omitted | | | PERF DES |
|-----------|----------------------|----------------|---------|---------------|
| CRZ FL | Must be entered | 1-Maximum | ft | INIT A |
| | as FLIGHT LEVEL | Altitude | (MSL) | PROG |
|-----------|----------------------|----------------|---------|---------------|
| CRZ TEMP | See TEMP | | See | INIT A |
| | | | TEMP | FUEL PRED |
|-----------|----------------------|----------------|---------|---------------|
| CRZ WIND | See WIND DIR/MAG | See WIND | See | INIT A |
| | | DIR/MAG | WIND | FUEL PRED |
| | | | DIR/MAG | |
|-----------|----------------------|----------------|---------|---------------|
| CG | NN.N | 8.0 - 45.0 | % MAC | FUEL PRED |
|-----------|----------------------|----------------|---------|---------------|
| CLASS | AAAAAA | VOR | N/A | NEW NAVAID |
| (navaid) | (refer to range for | DME | | |
| | exact inputs | VORDME | | |
| | allowed) | VORTAC | | |
| | | LOC, ILS | | |
| | | NDB | | |
| | | ILS DME | | |
|-----------|----------------------|----------------|---------|---------------|
| CO RTE | XXXXXXX or | If not in the | N/A | ROUTE |
| | XXXXXXXXXX (Option) | NAV data base | | NEW ROUTE |
| | | a message | | INIT A |
| | | will be | | |
|-----------|----------------------|----------------|---------|---------------|
| CRS | Same as INB CRS | Same as | degrees| RADIO NAV |
| | | INB CRS | | NEW NAVAID |
|-----------|----------------------|----------------|---------|---------------|
| CABIN RATE| - NNN | 100 - 999 | ft/mn | DES FORECAST |
| | | in 1 ft/mn | | |
| | | increments | | |
-------------------------------------------------------------------------------

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-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| DH | NNN | 0-700 | ft | APPROACH |
|-----------|----------------------|----------------|---------|---------------|
| DIST | NN.N | 0-99.9 | NM | HOLD |
|-----------|----------------------|----------------|---------|---------------|
| DIST | NNN | 0-999 | NM | ALTN |
|-----------|----------------------|----------------|---------|---------------|
| ELV | +/-NNNN | -2000 +20470 | ft(MSL)| NEW NAVAID |
|-----------|----------------------|----------------|---------|---------------|
| ELV | +/-NNNN | -400 +20470 | ft(MSL)| NEW RUNWAY |
|-----------|----------------------|----------------|---------|---------------|
| ED ACCEL | Same as ALT | | ft(MSL)| TAKEOFF |
| ALT | | | | GO AROUND |
|-----------|----------------------|----------------|---------|---------------|
| EXTRA TIME| +/-NN.N/NNNN | +/-MAX BLOCK | Thou- | INIT B |
| | | and UTC | sands | FUEL PRED |
| | | | of kg, | |
| | | | hours, | |
| | | | minutes| |
-------------------------------------------------------------------------------

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-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| FF/FQ | One or both may be | | N/A | FUEL PRED |
| Sensors | entered. | | | |
| | Both - /FF+FQ or | | | |
| | /FQ+FF | | | |
| | Fuel Flow - /FF | | | |
| | Fuel Quantity - | | | |
| | /FQ | | | |
|-----------|----------------------|----------------|---------|---------------|
| FIG OF | N | 0-3 | N/A | NEW NAVAID |
| MERIT | | | | |
|-----------|----------------------|----------------|---------|---------------|
| FLAPS | N | 0, 1 ,2 or 3 | N/A | TAKEOFF |
|-----------|----------------------|----------------|---------|---------------|
| FLT NBR | XXXXXXXX | | N/A | INIT A |
| | The 8 characters are | | | |
| | not mandatory | | | |
|-----------|----------------------|----------------|---------|---------------|
| FLIGHT | FLNNN or NNN | Max FL = 390 | Hundreds| F-PLN A and |
| LEVEL | Leading zeros on | | - of ft | B |
| | NNN may be omitted | | (MSL) | PROG |
| | | | | VERT REV |
| | | | | INIT A |
| | | | | PERF CLB/DES |
|-----------|----------------------|----------------|---------|---------------|
| FLEX TO | Same as TEMP | | Same | TAKEOFF |
| TEMP | | | as TEMP | |
|-----------|----------------------|----------------|---------|---------------|
| FOB | NN.NN (leading zeros | Same as BLOCK |Thousands| FUEL PRED |
| | may be omitted) | | of kg | |
|-----------|----------------------|----------------|---------|---------------|
| FREQ | NNN.NN | 108.00 - | Mhz | PROGRESS |
| | | 117.95 | | RADIO NAV |
| | | | | NEW NAVAID |
|-----------|----------------------|----------------|---------|---------------|
| FREQ (ADF)| NNNN.N | 190.0-1750.0 | Khz | RADIO NAV |
| | | | | NEW NAVAID |
-------------------------------------------------------------------------------

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-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| FROM/TO | AAAA/AAAA | AAAA must be | N/A | INIT A |
| | Ref. ARPT | in data base | | ROUTE |
| | | or message | | |
| | | will be | | |
|-----------|----------------------|----------------|---------|---------------|
| FINAL/TIME| See BLOCK and GMT. | Final: 0-100 | Thou- | INIT B |
| | Only one may be | Time : 0-90 | sands | FUEL PRED |
| | entered at a time. | | of kg/ | |
| | To input FINAL, | | hours, | |
| | enter NN.N ; to | | minutes | |
| | input TIME, enter | | | |
| | /NNNN | | | |
|-----------|----------------------|----------------|---------|---------------|
| GW | NN.N Leading and | 35.0-99.9 | Thou- | FUEL PRED |
| | trailing zeros may | | sangs | |
| | be omitted | | of kg | |
|-----------|----------------------|----------------|---------|---------------|
| INB CRS | NNN | 0-360 | Degrees | HOLD |
| | Leading zeros may | | | |
| | be omitted. An entry | | | |
| | of 360 is | | | |
| | displayed as 0. | | | |
-------------------------------------------------------------------------------

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CES
-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| LAT | DDMM.MB or BDDMM.M | B : N or S | Degree | INIT A |
| | DD - degrees, MM.M- | DD more than | minutes | |
| | minutes, B-direction.| or equal to 0 | tenths | |
| | | and less than | of | |
| | | or equal to 90| minutes | |
| | | | | |
| | Leading zeros may | MM.M more than| | |
| | be omitted but the | or equal to 0 | | |
| | direction (B) is | and less than | | |
| | necessary. | or equal to | | |
| | Latitude is displayed| 59.9 | | |
| | as DDMM.MB | | | |
|-----------|----------------------|----------------|---------|---------------|
| LAT/LONG | LAT/LONG | Same as LAT | Same as | PROG |
| | Same as LAT and | and LONG | LAT and | F-PLN A and B|
| | LONG except both | | LONG | NEW WAYPOINT |
| | must be entered | | | NEW NAVAID |
| | with/in between | | | DIR TO |
| | | | | LAT REV |
| | | | | NEW RUNWAY |
|-----------|----------------------|----------------|---------|---------------|
| LONG | DDDMM.MB or | B : E or W | Degree | INIT A |
| | BDDDMM.M | DDD more than | minutes | |
| | DDD - degrees | or equal to 0 | tenths | |
| | MM.M - minutes | and less than | of | |
| | B - direction. | or equal to | minutes | |
| | Leading zeros may | 180. | | |
| | be omitted but the | MM.M more than| | |
| | direction (B) is ne- | or equal to 0 | | |
| | cessary. | and less than | | |
| | Longitude is dis- | or equal to | | |
| | played as DDDMM.MB. | 59. | | |
-------------------------------------------------------------------------------

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CES
-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| LENGTH | NNNN | 1000-8000 | Meters | NEW RUNWAY |
| | Leading zeros | | (ft if | |
| | may be omitted | | option) | |
|-----------|----------------------|----------------|---------|---------------|
| MACH | .NN | MAX = .82 | Mach | F-PLN A |
| | The decimal point | | Number | VERT REV |
| | is necessary. | | | PERF CLB |
| | Trailing zeros | | | PERF CRZ |
| | are not necessary | | | |
|-----------|----------------------|----------------|---------|---------------|
| MACH | Same as above | MAX = .80 | Mach | PERF DES |
| | | | Number | |
|-----------|----------------------|----------------|---------|---------------|
| MACH/SPD | MACH and SPD must | Same as MACH | Same | PERF DES |
| | be entered with/ | and SPD | as MACH | PERF CLB |
| | between (see MACH | | and SPD | |
| | and SPD formats) | | | |
|-----------|----------------------|----------------|---------|---------------|
| MDA | Same as ALT | Landing | ft | PERF APPROACH|
| | | elevation | (MSL) | ARRIVAL |
| | | - Landing | | |
| | | elevation | | |
| | | + 5000ft | | |
|-----------|----------------------|----------------|---------|---------------|
| MDH | Same as MDA | 0-5000 | ft(AGL) | PERF APPROACH|
|-----------|----------------------|----------------|---------|---------------|
| NAVAID | XXXX | Any alphanu- | N/A | PROG |
| | | meric | | NEW NAVAID |
| | | | | NAVAID |
| | | | | F-FLN A and B|
| | | | | LAT REV |
| | | | | DIR TO |
| | | | | RADIO NAV |
-------------------------------------------------------------------------------

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CES
-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| OFST | NNB or BNN | B : L or R | NM | LAT REV |
| | NN - offset distance | NN more than | | |
| | B - direction | or equal to 1 | | |
| | Leading zero on | and less than | | |
| | distance may be | to 50 | | |
| | omitted. | | | |
| | OFST will always be | | | |
| | displayed as BNN. | | | |
|-----------|----------------------|----------------|---------|---------------|
| PLACE/BRG/| PLACE can be any | PLACE - If not| BRG - | F-PLN A and B|
| DIST | data base ARPT, | in data base, | degrees | LAT REV |
| | NAVAID or WAYPOINT- | a message NOT| | NEW WAYPOINT |
| | BRG must be a 3 | IN DATA BASE | | PROG |
| | digit entry, without | is displayed- | DIST-NM | DIR TO |
| | decimal digit. | BRG 000-360 | | |
| | An entry of BRG=360 | | | |
| | is displayed as 0. | | | |
| | DIST is NNN.N where | DIST - 0-999.9| | |
| | leading zeros may | | | |
| | be omitted ; all 3 | | | |
| | parameters must be | | | |
| | entered with/between.| | | |
|-----------|----------------------|----------------|---------|---------------|
| PLACE-BRG/| Same as above | Same as above | Same | Same as above|
| PLACE-BRG | A couple PLACE-BRG | | as | |
| | is entered with a | | above | |
| | dash in the middle. | | | |
| | 2 couples have to be | | | |
| | entered with/between.| | | |
|-----------|----------------------|----------------|---------|---------------|
| PERF | NN.N (leading or | -10.0 to +10.0| % | A/C STATUS |
| FACTOR | trailing zero may | | | |
| | be omitted). | | | |
|-----------|----------------------|----------------|---------|---------------|
| QNH | NNNN (leading zeros | 950-1050 | Hecto- | APPROACH |
| | may be omitted) | | Pascals | VERT REV |
| | NN.NN (leading and | 28.06-31.01 | In.Hg | |
| | trailing zeros may | | | |
| | be omitted). | | | |
-------------------------------------------------------------------------------

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CES
-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| RTE RSV | May be entered as | FUEL : 0-9.9 | Thou- | INIT B |
| | fuel or percentage | | sands | |
| | of trip fuel but | % : 0-15.0 | of kg | FUEL PRED |
| | not both. | | and % | |
|-----------|----------------------|----------------|---------|---------------|
| RWY | AAAANND | | | |
| | Where AAAA is same | | | RUNWAY |
| | as ARPT. | | | NEW RUNWAY |
| | | | | F-PLN A and B|
| | NN is runway number | | | |
| | (2 digits must be | | | |
| | entered). | | | |
| | | | | |
| | D is L, R or C if | | | |
| | there is more than | | | |
| | one runway with the | | | |
| | same number at the | | | |
| | airport. D is not | | | |
| | included unless there| | | |
| | is more than one | | | |
| | runway with the same | | | |
| | number at AAAA. | | | |
|-----------|----------------------|----------------|---------|---------------|
| STATION | NND | NN : 01-99 | Degrees | NEW NAVAID |
| DEC | Where NN is the | D : E or W | | |
| | declination and D | | | |
| | is the direction. | | | |
| | Leading zeros may be | | | |
| | omitted. | | | |
| | D is not required | | | |
| | for an entry of zero | | | |
| | declination. | | | |
-------------------------------------------------------------------------------

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CES
-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| SPD | NNN | MAX = 350 kt | kt(CAS) | F-PLN A |
| | (must be 3 numerics) | MIN = 100 kt | | VERT REV |
| | | | | PERF CLB |
| | | | | PERF CRZ |
|-----------|----------------------|----------------|---------|---------------|
| SPD | Same as above | MAX = 340 kt | kt(CAS) | PERF DES |
| | | MIN = 100 kt | | |
|-----------|----------------------|----------------|---------|---------------|
| SPD LIM | SSS/NNNNN | SSS same as | kt/ft | F-PLN A |
| | | SPD | (MSL) | VERT REV |
| | SSS is a speed | | | |
| | NNNNN is an ALT or | | | |
| | FLIGHT LEVEL (see | | | |
| | ALT and FLIGHT LEVEL)| | | |
|-----------|----------------------|----------------|---------|---------------|
| SPD/MACH | See MACH/SPD | Same as MACH | Same | PERF CLB |
| | | and SPD | as MACH | PERF DES |
| | | | and SPD | |
|-----------|----------------------|----------------|---------|---------------|
| TAXI | N.N | 0-9.9 | Thou- | INIT B |
| | Leading or trailing | | sands of| |
| | zeros may be omitted | | kg | |
|-----------|----------------------|----------------|---------|---------------|
| TEMP | +/- NN | | Degrees | PERF TAKEOFF |
| | If no sign, assumed+ | | celsius | INIT A |
| | | | | PERF APROACH |
|-----------|----------------------|----------------|---------|---------------|
| THR RED | See ALT | | ft | PERF TAKEOFF |
| ALT | | | (MSL) | PERF GO |
| | | | | AROUND |
|-----------|----------------------|----------------|---------|---------------|
| THS | AAN.N OR N.NAA | MAX UP = 7.0 | Degrees | PERF TAKEOFF |
| | where AA is UP or | MIN DN = 5.0 | | |
| | DN (DOWN) | MIN UP or DN | | |
| | | is 0.0 | | |
-------------------------------------------------------------------------------

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CES
-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| TIME | N.N | 0-9.9 | Minutes | HOLD |
|-----------|----------------------|----------------|---------|---------------|
| T.O SHIFT | NNNN | 1-Length of | m | PERF TAKEOFF |
| | | origin runway | | |
|-----------|----------------------|----------------|---------|---------------|
| TROPO | Same as ALT | Same as ALT | ft | INIT A |
| | | | | FUEL PRED |
|-----------|----------------------|----------------|---------|---------------|
| UTC | HHMM | HH : 0-23 | Hours | VERT REV |
| | Where HH are hours | | minutes | |
| | and MM are minutes. | MM : 0-59 | | |
| | Leading zeros may | | | |
| | be omitted. 1 or 2 | | | |
| | digit entry is | | | |
| | interpreted as | | | |
| | minutes. | | | |
|-----------|----------------------|----------------|---------|---------------|
| V1 | Same as SPD | | kt(CAS) | TAKEOFF |
|-----------|----------------------|----------------|---------|---------------|
| V2 | Same as SPD | | kt(CAS) | TAKEOFF |
|-----------|----------------------|----------------|---------|---------------|
| VR | Same as SPD | | kt(CAS) | TAKEOFF |
-------------------------------------------------------------------------------

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CES
-------------------------------------------------------------------------------
| | | (X is input) | | |
|-----------|----------------------|----------------|---------|---------------|
| WAYPOINT | XXXXX - may be from | | N/A | WAYPOINT |
| | 1-5 characters for | | | NEW WAYPOINT |
| | waypoint. | | | F-PLN A and B|
| | Acceptable as | | | LAT REV |
| | waypoint IDENT : | | | PROG |
| | ARPT | | | DIR TO |
| | NAVAID | | | |
| | WAYPOINT | | | |
| | LAT/LONG, | | | |
| | PLACE.BRG/PLACE.BRG | | | |
| | and PLACE/BRG/DIST | | | |
|-----------|----------------------|----------------|---------|---------------|
| WIND DIR | NNN/NNN | WIND DIR : | Degrees | F-PLN B |
| /WIND MAG | Both must be ente- | 0-360 | | SEC INIT A |
| | red ; leading zeros | wind mag : | kt | VERT REV |
| | may be omitted. | 0-200 | | WIND |
| | An entry of WIND | | | STEP PRED |
| | DIR = 360 is dis- | | | FUEL PRED |
| | played as 0. | | | DESFORECAST |
| | | | | PERF APP |
|-----------|----------------------|----------------|---------|---------------|
| ZFW | NN.N | | Thou- | INIT B |
| | Leading and trai- | | sands | |
| | ling zeros may be | | of kg | |
| | omitted | | | |
|-----------|----------------------|----------------|---------|---------------|
| ZFWCG | NN.N | 8.0-45.0 | % MAC | INIT B |
-------------------------------------------------------------------------------
E. Messages
(Ref. Fig. 010)
(1) Color of message displays

The color of message display may be white or amber.
As a general rule, messages which concern navigation, request for
data entry or which are also displayed on EIS are displayed in amber
as they are considered as important.
On the other hand, messages which are only displayed as a result of a
a pilot action on MCDU are white.
The following table gives the display color for each message
(W = white, A = amber).
In a few words an important message is amber ; a non important
message is white.

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CES
Examples of Messages (MCDU & EIS)
Figure 010

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CES
(2) Minimization of message display during takeoff, go around and
approach below 800 ft.AGL (AGL : Above Ground Level)
Considering COND A = | A/C in Takeoff, Go Around or Approach
| and
| A/C height below 800 ft.
The general idea is that, so as to minimize message display on the
MCDU when COND A is true, only two kinds of messages may be
displayed.
These are:
- important messages (mainly concerning navigation) which may appear
by themselves (group I).
- message which are only displayed as an immediate result of a pilot
action on the MCDU (group II).
Banned messages will be displayed - if still applicable - when COND A
becomes false.
The following table specifies which category each message belongs to.
- N : means banned
- / : means not applicable by definition (the normal conditions of
display of the message being not compatible with COND A)
- Y : means allowed.
(3) Message display rules

There are various messages displayed on the MCDU for pilot
information.
All messages are displayed in the scratchpad line of the MCDU.
There are two types of messages.
(a) Type I messages

Type I messages are those displayed as the direct result of pilot
action. There is no message queue for Type I messages.
Consequently, a Type I message exists only if it is presently
displayed in the scratchpad.
(b) Type II messages

Type II messages are those that are displayed automatically to
inform the pilot of a given situation or to request a pilot
action.
Type II messages are stored in a last-in/first-out message queue.
A maximum of five messages may be stored, and if a sixth message
is received, the one at the bottom of the queue is lost.
(Ref. Fig. 011)
Only one occurence of a given message can exist in the queue.
Therefore, when a message is generated, it is placed on the top
of the queue and any previous occurrence is deleted.
(Ref. Fig. 011)

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CES
Message Queue Operation
Figure 011

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CES
The message at the top of the queue is displayed in the
scratchpad only if there are no Type I messages or data to be
displayed. This results in the following operation:
- A Type II message displayed in the scratchpad is deleted if
data is entered. The message is displayed again when the
scratchpad becomes empty.
- A Type II message generated while data or a Type I message is
occupying the scratchpad is displayed only when the scratchpad
becomes empty.
If a Type II message is cleared while it is in the scratchpad,
then the next one in the queue is displayed.
(4) Clearing messages

- Any message that is displayed can be cleared by pushing the CLR
function key.
- Type I messages are automatically cleared under the following
conditions: when data is entered into the scratchpad, or when line
select or mode key is pushed.
- Certain Type II messages are automatically cleared from the queue
when they no longer apply.
(5) Table of message list

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CES
-------------------------------------------------------------------------------
| TEXT | COLOR | TO-GA | TYPE | DISPLAY CONDITION |
| | | APPR | | |
|------------------------|-------|-------|------|-----------------------------|
| A/C POSITION INVALID | A | Y | II | A/C position invalid or |
| | | | | becoming invalid on HOLD or |
| | | | | DIR TO page |
|------------------------|-------|-------|------|-----------------------------|
| ALIGN IRS | A | / | II | On INIT A page after display|
| | | | | of origin airport reference |
|------------------------|-------|-------|------|-----------------------------|
| ALTN F-PLN DELETED | W | N | II | F-PLN storage overflow |
|------------------------|-------|-------|------|-----------------------------|
| AWY/WPT MISMATCH | W | N | I | Appears with VIA/GO TO on |
| | | | | LAT REV page. The revised |
| | | | | - or GO TO - point is not on|
| | | | | the entered airway |
|------------------------|-------|-------|------|-----------------------------|
| CABIN RATE EXCEEDED | W | / | II | Computed descent cabin rate |
| | | | | greater than 300 ft/mn |
|------------------------|-------|-------|------|-----------------------------|
| CHECK A/C POSITION | A | Y | II | |Radio Pos-Inertial Pos| |
| | | | | greater than 12 NM while |
| | | | | DME/DME/Inertial or VOR/DME/|
| | | | | Inertial position remains |
| | | | | valid |
|------------------------|-------|-------|------|-----------------------------|
| CHECK APPR GUIDANCE | | | | At 100 NM from T/D or from |
| (EIS PFD) | A | N | II | DES phase active, and when |
| | | | | APPR phase is active |
|------------------------|-------|-------|------|-----------------------------|
| CHECK DATA BASE CYCLE | W | N | II | After a CO RTE entry on |
| | | | | INIT A page, clock date and |
| | | | | data base effectivity do not|
| | | | | match |
|------------------------|-------|-------|------|-----------------------------|
| CHECK GW | A | N | II | FM and FAC computed gross |
| | | | | weight disagree by more than|
| | | | | 5 tons |
|------------------------|-------|-------|------|-----------------------------|
| CHECK QFE | A | Y | II | At transition from QNH to |
| | | | | QFE or QFE to QNH, if |
| | | | | |ADC baro alt - ADC Std alt||
| | | | | > or equal 100 ft. |
|------------------------|-------|-------|------|-----------------------------|
| CLK IS TAKEOFF TIME | W | / | II | During preflight if a time |
| | | | | constraint has been entered |

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-------------------------------------------------------------------------------
| | | APPR | | |
|------------------------|-------|-------|------|-----------------------------|
| | | | | by the pilot |
|------------------------|-------|-------|------|-----------------------------|
| CROSSLOAD ABORTED | W | N | II | In scratchpad of transmit- |
| | | | | ting FM and receiving FM if |
| | | | | complete data base loaded |
|------------------------|-------|-------|------|-----------------------------|
| CROSSLOAD COMPLETE | W | N | II | Upon successful completion |
| | | | | of crossload, both FMs |
| | | | | revert to A/C STATUS page |
| | | | | (resynchronization) |
|------------------------|-------|-------|------|-----------------------------|
| CRZ FL ABOVE MAX FL | W | N | II | Entered CRZ FL higher than |
| | | | | max allowed CRZ FL |
|------------------------|-------|-------|------|-----------------------------|
| CSTR DEL ABOVE CRZ FL | W | N | II | Selected CRZ FL higher than |
| | | | | previous constraint |
|------------------------|-------|-------|------|-----------------------------|
| CSTR DEL UP TO WPT 01 | W | N | II | GO AROUND initiated with |
| | | | | constraints in F-PLN appr |
|------------------------|-------|-------|------|-----------------------------|
| DECELERATE (EIS PFD) | A | / | II | A/C in CRZ beyond T/D in |
| | | | | managed guidance |
|------------------------|-------|-------|------|-----------------------------|
| DEFAULT STATE ASSUMED | W | N | II | Self explanatory |
|------------------------|-------|-------|------|-----------------------------|
| DELETING OFFSET | W | N | II | Before cancelling active |
| | | | | offset |
|------------------------|-------|-------|------|-----------------------------|
| DEST/ALTN MISMATCH | W | N | I | ALTN CO RTE does not match |
| | | | | primary destination |
|------------------------|-------|-------|------|-----------------------------|
| DIR TO IN PROCESS | W | Y | I | Accessing VERT REV or LAT |
| | | | | REV on one MCDU with DIR TO |
| | | | | page displayed on the other |
| | | | | MCDU |
|------------------------|-------|-------|------|-----------------------------|
| ENTER DEST DATA | A | / | II | Appears at 180 NM from |
| | | | | destination if destination |
| | | | | data are not entered |
|------------------------|-------|-------|------|-----------------------------|
| ENTRY OUT OF RANGE | W | Y | I | Attempted data entry out of |
| | | | | range specified for selected|
| | | | | field |

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-------------------------------------------------------------------------------
| | | APPR | | |
|------------------------|-------|-------|------|-----------------------------|
|------------------------|-------|-------|------|-----------------------------|
| FMS 1/FMS 2 A/C STS | W | N | II | INIT DATA different between |
| DIFF | | | | side 1 and side 2 |
|------------------------|-------|-------|------|-----------------------------|
| FMS 1/FMS 2 GW DIFF | W | N | II | |GW1 - GW2| > 2000 Kg |
|------------------------|-------|-------|------|-----------------------------|
| FMS 1/FMS 2 POS DIF | A | Y | II | |POS1 - POS2| > 5 NM |
|------------------------|-------|-------|------|-----------------------------|
| FMS 1/FMS 2 SPD TGT | W | N | II | |CAS1 - CAS2| > 2 kts |
| DIFF | | | | |
|------------------------|-------|-------|------|-----------------------------|
| FORMAT ERROR | W | Y | I | Data entry does not meet |
| | | | | format for selected field |
|------------------------|-------|-------|------|-----------------------------|
| F-PLN ELEMENT RETAINED | W | Y | I | On stored data pages: this |
| | | | | element is used and may not |
| | | | | be deleted |
|------------------------|-------|-------|------|-----------------------------|
| F-PLN FULL | W | N | II | A F-PLN change cannot be |
| | | | | implemented because the me- |
| | | | | mory of F-PLN store is full |
|------------------------|-------|-------|------|-----------------------------|
| INDEPENDENT OPERATION | A | N | II | Both systems work indepen- |
| | | | | dently |
|------------------------|-------|-------|------|-----------------------------|
| GPS PRIMARY (EIS ND) | W | Y | II | When FMS position becomes |
| | | | | GP(IR)s position |
|------------------------|-------|-------|------|-----------------------------|
| GPS PRIMARY LOST | A | Y | II | When FMS position is no more|
| (EIS ND) | | | | updated by GP(IR)S |
|------------------------|-------|-------|------|-----------------------------|
| GPS IS DESELECTED | A | Y | II | When GPS has been manually |
| (EIS ND) | | | | deselected |
|------------------------|-------|-------|------|-----------------------------|
| INITIALIZE WEIGHTS | A | / | II | A/C airborne and ZFW or FOB |
| | | | | invalid |
|------------------------|-------|-------|------|-----------------------------|
| IRS ONLY NAVIGATION | A | Y | II | Radio position invalid |
|------------------------|-------|-------|------|-----------------------------|
| LAT DISCONT AHEAD | A | N | II | The A/C is 30 s before late-|
| | | | | ral discontinuity or modifi-|
| | | | | cation is made less than |
| | | | | 30 s before lateral discon- |

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-------------------------------------------------------------------------------
| | | APPR | | |
|------------------------|-------|-------|------|-----------------------------|
| | | | | tinuity
|------------------------|-------|-------|------|-----------------------------|
| LIST OF 10 IN USE | W | Y | I | 10 stored runways already |
| | | | | exist |
|------------------------|-------|-------|------|-----------------------------|
| LIST OF 20 IN USE | W | Y | I | When all of the 20 WPTs are |
| | | | | already in the F-PLN, |
| | | | | insertion of a new one is |
| | | | | not allowed |
|------------------------|-------|-------|------|-----------------------------|
| NAV ACCUR DOWNGRAD | A | Y | II | NAV accuracy downgraded from|
| (EIS ND) | | | | HIGH to LOW |
|------------------------|-------|-------|------|-----------------------------|
| NAV ACCUR UPGRAD | A | Y | II | NAV accuracy upgraded from |
| (EIS ND) | | | | LOW to HIGH |
|------------------------|-------|-------|------|-----------------------------|
| NEW ACC ALT-HHHH | W | Y | II | If a CLB type altitude cons-|
| | | | | traint requires a LVL flight|
| | | | | below TO acceleration alti- |
| | | | | tude (ACCEL ALT = altitude |
| | | | | constraint) |
|------------------------|-------|-------|------|-----------------------------|
| NEW THR RED ALT-HHHH | W | Y | II | If a CLB type altitude cons-|
| | | | | traint is below THR RED ALT |
| | | | | (THR RED ALT = altitude |
| | | | | constraint) |
|------------------------|-------|-------|------|-----------------------------|
| NEW CRZ ALT-HHHH | W | N | II | CRZ ALT redefined during |
| HHHH: newly assigned | | | | DESCENT or APPROACH phase |
| value for CRZ | | | | |
| alt | | | | |
|------------------------|-------|-------|------|-----------------------------|
| NON UNIQUE ROUTE IDENT | W | Y | I | On NEW ROUTE page, if a CO |
| | | | | RTE already existing is |
| | | | | entered |
|------------------------|-------|-------|------|-----------------------------|
| NOT ALLOWED | W | Y | I | Data entry in selected field|
| | | | | or action on LS or mode key |
| | | | | not allowed |
|------------------------|-------|-------|------|-----------------------------|
| NOT ALLOWED IN NAV | W | Y | I | Attempt to clear TO waypoint|
| | | | | while in NAV mode |
|------------------------|-------|-------|------|-----------------------------|

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-------------------------------------------------------------------------------
| | | APPR | | |
|------------------------|-------|-------|------|-----------------------------|
| NOT IN DATA BASE | W | Y | I | Self explanatory |
|------------------------|-------|-------|------|-----------------------------|
| ONLY SPD ENTRY ALLOWED | W | Y | I | CLB page: if the pilot |
| | | | | enters a Mach instead of a |
| | | | | CAS |
|------------------------|-------|-------|------|-----------------------------|
| OPP FMGC IN PROCESS | W | Y | II | Onside FMGC unhealthy and |
| | | | | FM system in single opera- |
| | | | | ting mode |
|------------------------|-------|-------|------|-----------------------------|
| PAGE UPDATE IN PROCESS | W | Y | I | LS key is pushed while pro- |
| | | | | cessing of LS key is disa- |
| | | | | bled |
|------------------------|-------|-------|------|-----------------------------|
| PLEASE WAIT | W | Y | I | Resynchronization in |
| | | | | progress |
|------------------------|-------|-------|------|-----------------------------|
| PRESS MCDU MENU KEY | W | N | II | Called sub-system does not |
| | | | | answer |
|------------------------|-------|-------|------|-----------------------------|
| RESET IRS TO NAV | A | N | II | INIT POSITION present but |
| | | | | no IR in ALIGN mode |
|------------------------|-------|-------|------|-----------------------------|
| REVISIONS NOT STORED | W | Y | II | On STORED ROUTES page, to |
| | | | | indicate that revision |
| | | | | elements have been deleted |
|------------------------|-------|-------|------|-----------------------------|
| RWY/ILS MISMATCH | A | N | II | Runway and selected ILS are |
| | | | | not consistent |
|------------------------|-------|-------|------|-----------------------------|
| SEC F-PLN DELETED | W | N | II | F-PLN storage overflow |
|------------------------|-------|-------|------|-----------------------------|
| SELECT DESIRED SYSTEM | W | N | II | MCDU MENU page displayed |
|------------------------|-------|-------|------|-----------------------------|
| SENSOR IS INVALID | W | N | I | FUEL PRED page: Fuel Flow |
| | | | | or FQI invalid |
|------------------------|-------|-------|------|-----------------------------|
| SET HOLD SPEED | A | / | II | In selected speed control |
| (EIS PFD) | | | | an HM leg is inserted in the|
| | | | | F-PLN and the A/C is 30 s |
| | | | | before the deceleration |
| | | | | zone to precomputed HM |
| | | | | holding speed |

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-------------------------------------------------------------------------------
| | | APPR | | |
|------------------------|-------|-------|------|-----------------------------|
|------------------------|-------|-------|------|-----------------------------|
| SET SPEED AUTO | A | / | II | In selected speed control |
| (EIS PFD) | | | | a PRESELECTED SPEED does not|
| | | | | exist for the next flight |
| | | | | phase |
|------------------------|-------|-------|------|-----------------------------|
| SET VFTO (EIS PFD) | A | / | II | Engine Out mode active |
|------------------------|-------|-------|------|-----------------------------|
| SPD ERROR AT WPT 01 | W | Y | II | Speed constraint predicted |
| | | | | to be missed |
|------------------------|-------|-------|------|-----------------------------|
| SPD LIM EXCEEDED | A | / | II | Speed limit exceeded |
|------------------------|-------|-------|------|-----------------------------|
| SPECIF NDB UNAVAIL | A | Y | II | Flying an NDB approach with |
| | | | | a specified NDB which has |
| | | | | been deselected |
|------------------------|-------|-------|------|-----------------------------|
| SPECIF VOR-D UNAVAIL | A | Y | II | Desired VOR, VOR-DME or VOR-|
| (EIS ND) | | | | TAC to be autotuned (speci- |
| | | | | fied for a RNAV or VOR appr)|
| | | | | has been deselected |
|------------------------|-------|-------|------|-----------------------------|
| STEP ABOVE MAX FL | W | N | II | Predictions assume that STP |
| | | | | ALT cannot be reached |
|------------------------|-------|-------|------|-----------------------------|
| STEP DEFINED AT WPT 01 | W | Y | I | STEP page is accessed and a |
| | | | | step has already been defi- |
| | | | | ned in F-PLN |
|------------------------|-------|-------|------|-----------------------------|
| STEP DELETED | W | N | II | A step is deleted automati- |
| | | | | cally |
|------------------------|-------|-------|------|-----------------------------|
| STORED ROUTES FULL | W | Y | I | Three routes have already |
| | | | | been stored |
|------------------------|-------|-------|------|-----------------------------|
| SYSTEM RNP IS XX.X | W | Y | II | When system value becomes |
| | | | | smaller than the pilot one |
|------------------------|-------|-------|------|-----------------------------|
| TEMPORARY F-PLN EXISTS | W | N | I | Flight planning operations |
| | | | | are not allowed on temporary|
| | | | | F-PLN page |
|------------------------|-------|-------|------|-----------------------------|
| TIME CSTR DELETED | W | N | II | Time Constraint storage |

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-------------------------------------------------------------------------------
| | | APPR | | |
|------------------------|-------|-------|------|-----------------------------|
| | | | | overflow |
|------------------------|-------|-------|------|-----------------------------|
| TIME CSTR EXISTS | W | N | I | Time Constraint yet stored |
|------------------------|-------|-------|------|-----------------------------|
| TIME TO EXIT | A | N | II | LAT managed guidance active |
| | | | | in holding |
|------------------------|-------|-------|------|-----------------------------|
| TOO STEEP PATH AHEAD | A | N | II | In managed guidance, predic-|
| | | | | tion assumes a too steep |
| | | | | path will be encountered |
|------------------------|-------|-------|------|-----------------------------|
| TUNE BBB FFF-FF | A | Y | II | VOR for approach or VOR-DME |
| | | | | position cannot be autotuned|
| | | | | because of VOR manual sel |
|------------------------|-------|-------|------|-----------------------------|
| UNKNOWN PROGRAM PIN | W | N | II | System initialization fails |
| | | | | because of incompatible A/C |
| | | | | program pin |
|------------------------|-------|-------|------|-----------------------------|
| USING COST INDEX-NNN | W | / | I | F-PLN entered without cost |
| NNN : value of cost | | | | index. FMGC defaults to last|
| index | | | | flight cost index |
|------------------------|-------|-------|------|-----------------------------|
| VERT DISCONT AHEAD | A | Y | II | A/C getting on leg preceding|
| (EIS ND) | | | | too steep path ahead. |
| | | | | This message replaces TOO |
| | | | | STEEP PATH AHEAD |
|------------------------|-------|-------|------|-----------------------------|
| WAIT FOR SYSTEM | W | N | II | A sub-system (CFDS, etc.) |
| RESPONSE | | | | has been called up |
|------------------------|-------|-------|------|-----------------------------|
| XXXX is DESELECTED | W | Y | I | On RAD NAV page: a navaid |
| XXXX = name of navaid | | | | has been deselected through |
| | | | | selected navaid page |
-------------------------------------------------------------------------------

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OPERATIONAL USE - DESCRIPTION AND OPERATION
___________________________________________
For the Operatioanl Use, refer to 22-70-00 P. Block 001.

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EIS DISPLAYS - DESCRIPTION AND OPERATION
________________________________________
1. _______
General
(Ref. Fig. 001)
The EIS Navigation Display (ND) is derived from the flight plan data, data
selected via the FCU and dynamically changing data such as aircraft present
position, wind speed and direction, ground speed, track, etc. FM (Flight
Management) data transmitted to the ND is divided into two groups: dynamic
and
Each FMGC sends one EIS output bus (high speed) to the 3 DMCs. The DMC which
operates on side 1 uses FMGC1 data, and the DMC which operates on side 2
uses FMGC2 data. If one FMGC EIS bus is no longer valid, the DMC(s) which
normally use its data will automatically switch over to the EIS bus of the
other FMGC. If the EIS bus of the first FMGC is valid, the DMC(s) will
revert to it. If the two FMGC EIS buses are not valid, the DMC(s) will
permanently switch from one to the other until finding a valid one.
Meanwhile, the amber message MAP NOT AVAIL will be displayed on the ND (if
they are in ROSE-NAV or ARC or PLAN modes).
It is possible to select the display mode, the display range, and various
display options on the FCU. The selectable modes are ARC, ROSE-VOR,
ROSE-ILS, ROSE-NAV, and PLAN. The range selections available are 10, 20, 40,
80, 160 and 320 NM. Terminal area ranges are defined as 10, 20, 40 or 80 NM.
En route ranges included 160 and 320 NM. The various pushbutton switch
display options available are waypoints, navaids, nondirectional beacons,
airports, and waypoint constraints. The next paragraphs detail the edit
areas associated with the selectable modes, the available display symbols,
the pushbutton switch options and their display rules and the flight plan
displays. If data coming from the FCU is invalid, default mode and range
selections of ROSE-NAV and 80 NM are used.
(Ref. Fig. 002)
2. __________________
System Description
A. EDIT Area Definition
(1) ARC (MAP) Mode

(Ref. Fig. 003)
The edit area in ARC mode is rectangular and varies in size according
to the range selection on the FCU.
The ND is oriented heading up with the aircraft position at the
bottom of the CRT at the intersection of the horizontal and vertical
axes. The horizontal axis is the lateral axis of the aircraft and the
vertical axis is the current heading of the aircraft. The heading is
magnetic referenced.

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FMGC - EIS Interface
Figure 001

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Different Modes on ND
Figure 002

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ARC Mode EDIT Area
Figure 003

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The table below defines the distances used for determining the
dimensions of the edit area with respect to the range selected on the
FCU. The range is from the aircraft present position to the scale
line near the top of the screen. Data is displayed from the bottom of
the screen area to the scale line.
ARC Edit Area Variation:
-------------------------------------------------------------------------------
| | RANGE (NM) SELECTED |
| PARAMETER |-------------------------------------------------------|
| | 10 | 20 | 40 | 80 | 160 | 320 |
|---------------------|--------|--------|--------|--------|---------|---------|
| AHEAD OF AIRCRAFT | 10.5 | 20.5 | 40.5 | 80.5 | 160.5 | 320.5 |
| | | | | | | |
| BEHIND AIRCRAFT | 3.5 | 7 | 14 | 28 | 56 | 112 |
| | | | | | | |
| BESIDE AIRCRAFT | 8.3 | 16.6 | 33.2 | 66.4 | 132.8 | 265.6 |
-------------------------------------------------------------------------------
(2) ROSE Mode

(Ref. Fig. 004)
There are three ROSE modes for which data must be provided: ROSE-VOR,
ROSE-ILS and ROSE-NAV.
ROSE-VOR and ROSE-ILS do not have defined edit areas, therefore only
the data specified below are provided when these modes are selected:
- ROSE-VOR : Dynamic data only are provided
- ROSE-ILS : Dynamic data only are provided.
The edit area in ROSE-NAV mode is rectangular and varies in size
according to the range selection on the FCU.
The ND is oriented heading up with the aircraft in the center of the
CRT. The heading is magnetic referenced. The following table defines
the distance used for determining the dimensions of the edit area
with respect to the range selected on the FCU. The range is the
diameter of the external scale circle. Data is displayed on the whole
screen surface defined by the circle. Additionally the VOR course is
provided if any has been selected.
ROSE-NAV Edit Area Variation:

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ROSE-NAV Mode EDIT Area
Figure 004

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-------------------------------------------------------------------------------
| PARAMETER |-------------------------------------------------------|
| | 10 | 20 | 40 | 80 | 160 | 320 |
|---------------------|--------|--------|--------|--------|---------|---------|
| AHEAD OF AIRCRAFT | 7.6 | 14.7 | 28.9 | 57.3 | 114.1 | 227.7 |
| | | | | | | |
| BEHIND AIRCRAFT | 7.1 | 14.2 | 28.4 | 56.8 | 113.6 | 227.2 |
| | | | | | | |
| BESIDE AIRCRAFT | 7.1 | 14.2 | 28.4 | 56.8 | 113.6 | 227.2 |
-------------------------------------------------------------------------------
(3) PLAN Mode

(Ref. Fig. 005)
The EDIT area in PLAN mode is square and varies in size according to
the range selection on the FCU. The area of the square is based on a
two-dimensional axis with the Map Reference Point (MRP) at the
intersection of two axes in the center of the square. The vertical
axis is referenced to true North and the horizontal axis is
perpendicular to it. The following table defines the distances used
for determining the dimensions of the edit area with respect to the
range selected on the FCU.
The range is the diameter of the external scale circle. Data is
displayed on the screen surface defined by the circle.
The MRP is a lateral flight plan waypoint that is defined as a
function of the current MCDU page displayed. If a flight plan page
(ACTIVE or SECONDARY) is displayed, the lateral waypoint in 2L of the
page is the MRP. If 2L does not contain a waypoint, the first flight
plan waypoint beyond 2L is selected as the MRP. If any page other
than a flight plan page is displayed, the MRP is the TO (active)
waypoint.
PLAN Edit Area Variation:
-------------------------------------------------------------------------------
| PARAMETER |-------------------------------------------------------|
| | 10 | 20 | 40 | 80 | 160 | 320 |
|---------------------|--------|--------|--------|--------|---------|---------|
| SQUARE SIDE | 14 | 28 | 56 | 112 | 224 | 448 |
-------------------------------------------------------------------------------

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PLAN Mode EDIT Area
Figure 005

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B. Dynamic Data
The dynamic data signals may be grouped into several categories. The
categories and the signals they contain are defined below.
(1) Parameters reflecting current aircraft state

Present position - LAT
Present position - LONG
Track Angle True
Track Angle Mag
Ground Speed
Wind Speed
Wind Direction
A/C gross weight.
(2) Parameters reflecting current position relative to the active leg of

the ACTIVE PRIMARY flight plan.
Distance to Active WPT
Time To Go
Bearing To Go
Desired Track
Crosstrack Error
Flight Path Altitude
Linear Vertical Deviation
Active Waypoint Ident.
(3) Radio Tuning Parameters

ADF 1 Frequency
ADF 1 Ident
VOR Display 1 Frequency
VOR Display 1 Ident
VOR Display 1 DME Distance
VOR Display 1 VOR Course
VOR Display 2 Frequency
VOR Display 2 Ident
VOR Display 2 DME Distance
VOR Display 2 VOR Course
ILS Frequency
ILS Ident
ILS-DME Distance
ILS Course (LOC) (RWY heading).
(4) MCDU Parameters

V 1
MDA/MDH
DH
Transition Altitude
Transition level.

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(5) Performance Pseudo-waypoints
Level 3 Distance
Speed limit Distance.
(6) Miscellaneous
Landing elevation
There are three digital discrete words transmitted to the EIS. The
labels, formats, bit assignments, and transmission rates of these
words are contained in section 22-80.
C. Flight Plan Display

There are four configurations for which data will be transmitted :
ACTIVE, SECONDARY, TEMPORARY and the dashed F-PLN. These configurations
are transmitted only for ARC, ROSE-NAV, or PLAN mode. The display rules
for each configuration according to the mode selection are presented in
the subsections that follow. However, the following general rules apply
to all configurations:
- All idents and symbols associated with a terminal area procedure except
for the last waypoint in a departure or the first waypoint in an
arrival are not transmitted if an enroute range is selected unless the
waypoint is the active waypoint or the MRP (the origin and destination
waypoints are displayed).
- If there are no flight plan legs, the corresponding flight plan vectors
will not be transmitted. For example if the flight plan is the default
flight plan (PPOS, F-PLN Discontinuity, End of F-PLN), no vectors are
transmitted.
- A flight plan leg is considered to lie within the edit area for
transmission if the origin and/or termination of the leg lies within
the edit area.
(1) ACTIVE flight plan

The ACTIVE flight plan display may consist of the primary and
alternate flight plans, missed approach, offset path, and engine-out
SID.
(a) Primary (green continuous line when active)

The active primary flight plan vectors are transmitted for those
legs which lie within the defined edit area under the conditions
noted below.
1
_ If ARC or ROSE-NAV mode is selected, these vectors are always
transmitted.
2
_ If PLAN mode is selected these vectors are always transmitted
except in the following case:
If a secondary page is displayed on the MCDU of the same side
and the conditions necessary for SECONDARY flight plan

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sequencing are not satisfied, the active primary flight plan
vectors are not transmitted. In this case the secondary flight
plan vectors are displayed (Ref. para. C. (2)).
3
_ If LATERAL AUTOCONTROL is armed and the current A/C track is
such that it will intercept the active leg, these vectors are
transmitted and a curved path capture is drawn to the active
leg (dynamically updated).
4
_ If LATERAL AUTOCONTROL is not armed or it is armed without
interception, these vectors are not transmitted in any mode.
In these cases the dashed flight plan vectors are transmitted
(green dashed line on the ND).
(Ref. Fig. 006)
5
_ When an overshoot is forecast between two fixed path legs, the
display will be contiguous.
(b) Alternate (cyan dashed line on ND when not active)

The active alternate flight plan vectors are transmitted for
those legs which lie within the defined edit area under the
conditions noted below:
1
_ If ARC or ROSE-NAV mode is selected these vectors are
transmitted if the alternate flight plan is displayed on the
MCDU of the same side.
2
_ If PLAN mode is selected these vectors are transmitted if an
alternate flight plan waypoint is the MRP (Ref. para. A.(3)).
(c) Missed approach (cyan continuous line on ND when not active)

The missed approach vectors are transmitted for those legs which
lie within the defined edit area under the conditions noted
below.
1
_ If ARC or ROSE-NAV mode is selected, these vectors are
transmitted if the missed approach is displayed on the onside
MCDU.
2
_ If PLAN mode is selected these vectors are transmitted if a
missed approach waypoint is the MRP (Ref. para. A.(3)).
(d) Offset path (yellow dashed line on ND when not active)

The offset path vectors are transmitted for those active primary
flight plan legs that lie within the defined edit area under the
conditions noted below.

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Flight Plan Examples
Figure 006

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1
_ If ARC or ROSE-NAV mode is selected and a parallel offset
exists in the flight plan, these vectors are always
transmitted.
2
_ If PLAN mode is selected and a parallel offset exists in the
flight plan, these vectors are transmitted if the active
primary flight plan vectors are being transmitted.
The offset flight plan is transmitted with the active primary
flight plan vectors. The original flight plan is transmitted
in the offset path vectors.
(Ref. Fig. 007)
When an offset exists and a modification is made to the offset
(creating a temporary F-PLN), all 3 labels OFST, ACTIVE and
TMPY are transmitted to the ND following the defined rules
except in the case of a temporary clear offset flight plan.
In this case only the ACTIVE and TMPY labels would be
transmitted.
(e) Engine-out SID (yellow continuous line on ND when not active)

The engine-out SID vectors are transmitted for those legs which
lie within the defined edit area under the conditions noted
below.
1
_ If PLAN mode is selected, these vectors are transmitted if the
engine out mode is not active.
2
_ In all modes, these vectors are transmitted:
- if the aircraft is after the diversion point and the engine
out mode is active, or
- if the aircraft is before the diversion point, the engine
out mode is active but the EOSID has been erased.
3
_ In all modes, the EOSID is transmitted as a temporary flight
plan (Ref. para. C. (3)) if:
- the aircraft is before the diversion point,
- and the engine-out mode is active,
- and the EOSID has neither been inserted nor erased.
4
_ Rules 1, 2, 3 apply when the aircraft is between preflight and
the sequencing of the last departure leg.
5
_ If the engine out mode is active and the EOSID has been
inserted before the diversion point, the EOSID is transmitted
in all modes under the active F-PLN Label.

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Offset Path
Figure 007

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(2) SECONDARY flight plan (white continuous line on ND when not active)
The SECONDARY flight plan may consist of the Primary and Alternate
flight plans, and the Missed Approach Segment. Transmission of the
SECONDARY flight plan vectors includes both the Primary and Alternate
flight plans and the Missed Approach legs. The flight plans are not
transmitted separately as they are for the ACTIVE.
Operation is the same for all modes under the conditions noted below.
(a) The SECONDARY flight plan vectors are transmitted for those legs
which lie within the defined edit area.
(b) The page displayed on the MCDU of the same side is a SECONDARY
page.
(c) The secondary flight plan is not identical to the ACTIVE flight
plan within the defined edit area.
If secondary flight plan legs are identical to the ACTIVE flight
plan legs, those which are identical will not be transmitted with
the SECONDARY flight plan vectors.
(3) TEMPORARY flight plan (yellow dashed line)

The temporary flight plan vectors are transmitted, if a TEMPORARY
flight plan exists, for those legs which lie within the defined edit
area.
They are transmitted either as TEMPORARY Primary, TEMPORARY missed
approach or TEMPORARY alternate according to the part of the active
F-PLN to which they apply.
Transmission follows the rules for the ACTIVE flight plan except
rules 3 and 4 (Ref. Para. C.(1)(a)) which do not apply for TEMPORARY
Primary F-PLN.
If an engine-out condition has been detected, the EOSID will be
transmitted as the TEMPORARY flight plan vectors until it is
confirmed or cleared and the aircraft is before the diversion point.
(4) Dashed flight plan (green dashed line)

The dashed flight plan vectors are transmitted for the path which
lies within the defined edit area under the conditions noted below.
(a) If LATERAL AUTOCONTROL (NAV) is neither armed nor engaged and ARC
or ROSE-NAV mode is selected, the active flight plan vectors are
transmitted under the DASHED F-PLN label.
The ACTIVE F-PLN label is not transmitted.
(b) If LATERAL AUTOCONTROL is not armed, and PLAN mode is selected,

DASHED F-PLN vectors are only sent if the secondary flight plan
vectors are not being transmitted.

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(c) If LATERAL AUTOCONTROL is armed but the current A/C track will
not intercept the active leg, operation is per rules above.
D. Symbols
(1) Waypoints
If the flight plan contains the same waypoint in more than one
position in the flight plan (primary, alternate or temporary),
transmission of the symbol ident, and any associated constraint data,
if appropriate (i.e. the waypoint constraint option has been
selected) will occur only once.
(a) Active waypoint (white)

If an active leg exists in the ACTIVE flight plan, the
termination of the leg is called the active waypoint symbol
except in the cases noted below.
1
_ The waypoint is an NDB and the NDB pushbutton option has been
selected. In this case, the waypoint is transmitted as an NDB.
2
_ The waypoint is a navaid and the navaid pushbutton switch
option has been selected, or it is a tuned navaid. In either
case the waypoint is transmitted as a navaid or tuned navaid.
3
_ The waypoint is an airport (or an associated RWY) and the
airport pushbutton switch option has been selected or it is
the destination waypoint. In either case, the appropriate
airport symbol is transmitted.
4
_ The waypoint is the termination of a FM or VM leg. In this
case, no waypoint symbol will be transmitted.
(b) Flight plan waypoints (green)

For the ND, flight plan waypoints are defined as the termination
waypoints of all legs including the FROM waypoint (except for
PPOS), but excluding the active waypoint and origin and
destination waypoints. The waypoint must be within the edit area.
The flight plan waypoint symbol will not be transmitted if any of
the conditions described in para. (a) are true. In those cases,
the display follows the rules in para. (a).
(c) Pseudo waypoints

(Ref. Fig. 008)
The pseudo waypoints transmitted for display on the ND are subset
of the performance predicted pseudo waypoints.
The pseudo waypoint symbols are transmitted for the active
primary flight plan and for the following mode selections:

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Pseudo Waypoints on the ND
Figure 008

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1 - ARC
2 - PLAN
3 - ROSE-NAV.
The logic of display is given in the following pages:
1
_ LEVEL 1 (magenta)
This is a pseudo waypoint located on the F-PLN when the
following conditions are true:
- LAT AUTO CONTROL engaged and
- a level segment is predicted below the FCU alt and a CLB
segment is armed or active
or
- a level segment is predicted and FINAL DES mode is engaged
or
- a level segment is predicted above the FCU alt and a DES
segment is armed or active.
This pseudo waypoint is located at the level capture point.
2
_ LEVEL 2 (cyan)
This pseudo waypoint is located at the FCU capture altitude on
the F-PLN if LAT AUTO CONTROL is active.
It is displayed if a climb or a descent segment is active or
armed.
3
_ LEVEL 3 distance (cyan)
This pseudo-waypoint is defined as a distance corresponding to
the point where the A/C will capture the FCU altitude when not
in LAT AUTO CONTROL assuming the A/C will maintain the
selected track until FCU altitude.
It is replaced by LEVEL 2 when a PRE-NAV engage path exists.
- Intercept point 1 (white)
When LAT AUTO CONTROL and either V/S, FPA, OPEN DES or
EXPEDITE mode are active, it is located where the A/C
intercepts the preplanned descent path.
Note that this point is only displayed if the A/C intercepts
the descent path before the FCU altitude.
- Intercept point 2 (cyan)
This point is defined as intercept point 1 above, except
that it is displayed when DES mode is engaged until the
aircraft captures the path.
- T/D 1 (white)
This pseudo-waypoint is the next predicted start of descent
point from FCU altitude located on the F-PLN. It is
displayed when the A/C is flying level in descent or
approach phases and no descent segment is armed nor engaged.
It is also displayed during a descent segment after a LEVEL
2 pseudo-waypoint.

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It is also displayed when the flight phase is neither
descent nor approach:
. at the step start point (if a preplanned step descent
exists) otherwise at the top of descent
or
. at the descent or approach path point which is predicted
to be reached while climbing if the CRZ FL cannot be reached
due to a too short F-PLN.
This pseudo-waypoint is displayed only if LAT AUTO control
is engaged, or flight phase is preflight.
- T/D 2 (cyan)
This pseudo-waypoint is the next predicted start of descent
point located on the F-PLN.
It is displayed if the following conditions are satisfied:
. LAT AUTO CONTROL engaged and
. A/C in LEVEL segment and a DES segment armed (it is then
the start of descent from present altitude)
or
. A/C in DESCENT segment, and LEVEL 1 displayed (it is then
the start of descent from the constraint altitude)
or
. FINAL DESCENT is armed and the aircraft is on or below
path in level flight below DECEL ALT (it is then the start
of descent from current altitude)
or
. FINAL DESCENT is armed with aircraft not in level flight,
with CLR ALT below DECEL ALT, with LEVEL 2 on or below path
(it is then the start of descent from clearance altitude)
- S/C 1 (start of climb) (white)
This pseudo waypoint is the next predicted start of climb
point from FCU altitude located on the F-PLN.
It is displayed only if LAT AUTO CONTROL is engaged.
One of the following conditions must be satisfied:
. LEVEL segment and a climb is predicted down path and is
not armed
. CLIMB segment: then it is the start of climb from FCU
altitude (if any a level off is predicted at that altitude
prior to that point).
This includes the step climb point.
- S/C 2 (cyan)
This pseudo waypoint is the next predicted start of climb
located on the F-PLN.
It is displayed if the following conditions are true:
. LAT AUTO CONTROL engaged and
. LEVEL segment and CLB segment is armed (it is then the
start of climb from present altitude)
or

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. CLB segment and LEVEL 1 is displayed (it is then the start
of climb from the constraint altitude).
- Constrained waypoint 1 (magenta)
If COND A* is false and A/C in LAT AUTO CONTROL, it is
displayed at F-PLN waypoints where altitude constraints are
defined and predicted satisfied. This applies only for the
CLB constraints in CLB or TAKE OFF phases and for the DES
constraints in CRZ, DES and APPROACH.
- Constrained waypoint 2 (amber)
If COND A* is false and A/C in LAT AUTO CONTROL, it is
displayed at F-PLN waypoints where altitude constraints are
defined and predicted not satisfied. This applies only for
the CLB constraints in CLB or TAKE OFF phases and for the
DES constraints in CRZ, DES and APPROACH phases.
- Constrained waypoint 3 (white)
If COND A* is true and A/C in LAT AUTO CONTROL, it is
displayed at the TO waypoint if an altitude constraint is
defined at that waypoint.
* COND A = A/C in V/S, FPA, EXPEDITE, OP.CLB, or OP.DES
mode.
- Speed change 1
This pseudo-waypoint is displayed if LAT AUTO CONTROL is
active or a PRE-NAV engage path exists and SPEED AUTO
CONTROL is engaged and EXPEDITE mode is not engaged.
It is located on the F-PLN at the next point where the
system predicts a speed change.
It cannot be located more than 20 NM distance or 6000 ft
altitude before the point where the new speed must be
reached.
No speed change can be displayed:
. at acceleration altitude
. for speed limit unless CLR ALT is beyond SPD LIM ALT
. on a too steep path.
When a PRE-NAV engage path exists, it can be displayed only
for a speed limit.
- Speed limit distance
This pseudo-waypoint is defined if LAT AUTO CONTROL is not
active and gives the distance from the current A/C position
where the speed target is predicted to change due to speed
limit, assuming the A/C will maintain the selected track
until that point.
This distance is such that the deceleration does not start
before 6000 ft above speed limit altitude in descent. It is
replaced by a speed change if a PRE-NAV engage path exists.
- Decel point

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This pseudo-waypoint is displayed, when it is computed,
where the start of deceleration is predicted for approach,
according to the profile.
(d) Origin/Destination airports (white color)

If an origin and/or destination exists in the active or secondary
flight plan, it is transmitted with the origin/destination
waypoint symbol under the conditions noted below.
1
_ The origin/destination waypoint symbol is transmitted for the
origin/destination waypoint of the corresponding flight plan
(i.e. only for the flight plan being transmitted).
2
_ If the waypoint is the alternate origin waypoint (equal to the
primary destination) it will not be transmitted (only the
primary destination will be transmitted).
The manner in which the symbol is transmitted depends upon
whether or not the destination is a runway or airport and the
range selected.
These cases are noted below.
3
_ If the origin/destination waypoint is an airport, the airport
is transmitted.
4
_ If the origin/destination waypoint is a runway and an enroute
range is selected the runway is transmitted including the
airport and runway idents and the heading with respect to true
north (note that if it is the origin the runway heading with
respect to true north is displayed and the destination is
runway heading + 180 degrees).
5
_ If the origin/destination waypoint is a runway and a terminal
area range is selected, the runway is transmitted including
the airport and runway idents, the heading with respect to
true north and the paved length of the runway.
If the waypoint constraints pushbutton option is selected and
the origin/destination waypoint has constraints associated
with it, the constraint data is displayed unless the
origin/destination is the FROM waypoint (Ref. para. E. (5)).
(2) Tuned navaids (cyan color)

If a navaid is being tuned for MCDU and it is within the defined edit
area the tuned navaid symbol will be transmitted. The navaids being
tuned on both FMGCs are transmitted.
The navaid types that may be tuned and the label used for
transmission are listed below.

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-------------------------------------------------------------------
| TUNED NAVAID | LABEL |
|-----------------------------------------|-----------------------|
| DME only | Tuned DME |
| TACAN | Tuned DME |
| VOR only | Tuned VOR |
| VORTAC | Tuned VORTAC |
| Collocated VOR/DME | Tuned VORTAC |
| Non-collocated VOR/DME | Tuned VORTAC |
| Non-collocated VORTAC | Tuned VORTAC |
| ADF | Tuned ADF |
-------------------------------------------------------------------
(3) Holding patterns (white color)

If a holding pattern exists in the ACTIVE PRIMARY or ALTERNATE or
TEMPORARY or SECONDARY flight plan, the holding pattern symbol is
transmitted under the following conditions:
- The corresponding flight plan is being transmitted
- The holding pattern fix is within the defined edit area
- The range selection is enroute, or the range selection is terminal
and the holding pattern is not the active or next leg.
If the range selection is terminal and the holding pattern is the
active or next leg in the active primary F-PLN and the entry into the
holding pattern is determined to be a direct entry, then the computed
holding pattern is displayed with no entry transition.
If the range selection is terminal and the holding pattern is the
active or next leg in the active primary F-PLN and the entry is
determined to be a teardrop or parallel entry, the entry transition
will be displayed. For HF legs, only the entry transition is shown;
for HA and HM legs, the entry transition and the computed holding
pattern will be displayed until the A/C crosses the fix if it is
predicted that the holding will be flown upon crossing the fix.
Otherwise only the entry will be displayed.
If the holding pattern is the active or next leg in the SECONDARY or
TEMPORARY F-PLN, then the computed holding pattern is displayed with
no entry transition.
The holding pattern and/or entry transition are not displayed for the
ALTERNATE F-PLN.
If the active leg is a HX leg and the holding pattern has been
modified, the original holding pattern only is displayed until the
holding fix is crossed. Then the new holding pattern and its entry
transition (if any) replace it on the ND.

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(4) Procedure turns (white color)
If a procedure turn exists in the ACTIVE PRIMARY or ALTERNATE or
TEMPORARY or SECONDARY flight plan, the procedure turn symbol is
transmitted under the following conditions.
- The corresponding flight plan is being transmitted.
- The procedure turn fix is within the defined edit area.
- The range selection is enroute or the range selection is terminal
and the procedure turn is not the active or next leg.
If the terminal area range is selected and the procedure turn is the
active or next leg, the actual path of the procedure turn is
transmitted.
E. Pushbutton Switch Options

The FCU has five pushbutton switches which allow selection of various
display options. When any of these options has been selected and all of
the selected facilities are not to be displayed (full up buffer) a
message will be displayed on the ND. (This message is generated by the
DMC).
These options are displayed on the ND in magenta.
(1) Waypoints (WPT)

When the waypoints pushbutton switch option is selected, all
waypoints in the NAV data base and all stored waypoints that meet the
following criteria are transmitted as map background data.
- Waypoint position defined in the NAV data base is within the EDIT
area.
- The waypoint is not a flight plan waypoint or the active waypoint.
- If a terminal range is selected, the waypoint must be classified as
terminal or terminal/enroute.
- If an enroute range is selected, the waypoint must be classified as
enroute or terminal/enroute.
(2) NAVAIDS (VOR.D)

When the navaids pushbutton switch option is selected all NAV Data
Base VOR and/or DMEs and all stored Navaids that meet the following
criteria are transmitted as map background data.
- Navaid position defined in the NAV Data Base is within the edit
area.
- The navaid is one of the following types:
. VOR only
. DME only
. VORTAC (collocated or non-collocated)
. VORDME (collocated or non-collocated)
. TACAN
. DME part of ILS/DME (collocated or non-collocated).
- The navaid is not selected to be output as a tuned navaid.

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For non-collocated VOR/DME and non-collocated VORTAC two symbols are
transmitted, one for the VOR (at VOR location) and one for the DME or
TACAN (at corresponding location).
(3) Nondirectional beacons (NDB)

When the nondirectional beacons pushbutton switch option is selected,
all NDBs in the NAV Data Base that lie within the defined edit area
are transmitted as map background data.
(4) Airports (ARPT)

When the airports pushbutton switch option is selected all airports
in the NAV Data Base and all stored airports that meet the following
criteria are transmitted as map background data:
- The airport position defined in the NAV Data Base is within the
edit area.
- The aircraft is not the origin or destination airport.
(5) Waypoint constraints (CSTR)

When the waypoint constraints pushbutton switch option is selected
all speed, time and altitude constraints for all flight plan
waypoints excluding the FROM waypoint are transmitted as map
background data. Note that navaids, airports, and nondirectional
beacons may also be waypoints in the flight plan, therefore
constraints will be displayed for these. If an altitude window
constraint exists, both altitudes will be displayed with the AT OR
BELOW constraint displayed directly above the AT or ABOVE constraint.

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EIS DISPLAYS - DESCRIPTION AND OPERATION
________________________________________
For the EIS Displays, refer to 22-70-00 P. Block 001 and 31-60-00 P. Block 001.

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DATA LINK AND PRINTER FUNCTIONS - DESCRIPTION AND OPERATION
___________________________________________________________
1. General
_______
A. Aircraft Communication Addressing and Reporting System (ACARS)

Through the ACARS, the Flight Management (FM) section is able to send
information or requests to the ground and in turn receive information or
requests from the ground, for information.
The ACARS functions are divided into different categories:
- uplink messages: reception of data allowing flight plan, takeoff and
wind data initializations, or requests for downlink reports sent by the
ground station
- downlink messages: sending of flight reports or requests to the ground
station for data initialization.
The ACARS function is enabled via two discretes. One is a discrete input
received through a program pin (ACARS option installed). The other is the
Datalink enable option within the Nav data base airline policy file (Ref.
Para. 2-D : ACARS Programming Options).
The ACARS function is available only if both of these discretes are in
their enabled state. If either discrete is disabled, then all of the
ACARS functions are inhibited, dedicated ACARS prompts are not displayed
and ACARS specific pages cannot be reached.
The interface protocol with the ACARS Management Unit (MU) is based on
ARINC 429, ARINC 619 and ARINC 702 Specifications.
B. Printer
Two kinds of ACARS information can be printed:
- FMGC-generated information: flight plan initialization, takeoff data,
wind data and flight reports
- ACARS-generated information: flight plan initialization, takeoff data,
wind data.
These reports are described in Para 2-B.
The interface protocol with the printer is based on ARINC 740
Specification.

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2. __________________
System Description
A. ACARS Functions
(1) General description

The different ACARS functions are:
- flight plan initialization data
An uplink message answering a manual request, or automatically sent
by the ground. The crew may send a request for flight plan data to
the ground indicating the flight number and/or the company route.
In response to this request, or automatically, the ground sends a
flight plan and associated performance data to the aircraft.
- takeoff data
by the ground. The crew may send a request for takeoff data to the
ground relative to up to 2 runways indicating the takeoff
conditions on these runways (configuration, wind, contamination).
In response to this request, or automatically, the ground sends the
takeoff speeds associated with up to 4 runways and the takeoff
conditions which have been taken into account to elaborate these
takeoff speeds.
- wind data
by the ground. The crew may send a request for wind data to the
ground. In response to this request, or automatically, the ground
sends climb, cruise, descent and alternate wind data to the
aircraft.
- flight reports
An automatic or manual downlink message. A position or a progress
report gives information on the aircraft actual position or
progress and can be sent manually or automatically upon ground
request or preselected trigger conditions. A flight plan or
performance data report gives active route information and can be
sent manually or automatically upon ground request.
- broadcast data
A set of data permanently transmitted by the FM to the ACARS MU
giving information on aircraft actual attitude and situation
relative to the flight plan
All the uplink data messages can be automatically printed based on
the customer programming of a Nav data base policy file.
(2) Flight plan initialization

The flight plan initialization function allows the request and
reception of lateral and vertical flight plan data as well as related
Performance data from a ground based station. The crew may manually
send a request for flight plan initialization data to a ground
station indicating a Company Route or Flight Number. In response to

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this request, the ground station may send a flight plan and
associated performance data to the aircraft. Additionally, the ground
station may send a flight plan and performance data automatically to
the aircraft without a previous solicitation. Flight plan
initialization uplinks most commonly is performed when the aircraft
is on the ground.
For a manually-initiated flight plan initialization request,
designated messages are downlinked to the ground station requesting
flight plan information and performance data. In response, the ground
station uplinks the appropriate flight plan information and
performance data messages to the aircraft. Upon reception and
validation of the uplinked messages, the flight plan information and
performance data are extracted from the messages and utilized by the
FM.
When flight plan initialization data is uplinked, it is inserted
either automatically (if no active flight plan exists and if
automatic insertion is enabled) or after manual approval, into either
the active or secondary flight plan routes. It is not possible to
directly preview the data prior to insertion.
The uplinked flight plan initialization information may concern
either the Active or the Secondary flight plan. Additionally,
Alternate flight plan data can be received in association with Active
or Secondary flight plan data.
Active, Active Alternate, Secondary and Secondary Alternate flight
plan data can be described as a company route, a random flight plan
or a combination of the two.
(A random flight plan is an ATC-language described flight plan).
(Ref. Fig. 001, 002, 003)

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ACARS Flight Plan Initialization - MCDU Operation Nav Data Base Company Route
Entries
Figure 001

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ACARS Flight Plan Initialization - MCDU Operation Downlink Request
Initialization
Figure 002

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ACARS Flight Plan Initialization - MCDU Operation Flight Plan Uplink Received
After Engine Start
Figure 003

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(3) Takeoff data
The takeoff data function allows the request of load information data
for up to 2 runways and the reception of load information data
generated by the airline ground based station for up to 4 runways.
The crew may manually send a request for takeoff data to a ground
station indicating the departure airport and runway idents, takeoff
center of gravity, gross weight and environmental conditions (baro
setting, runway wind and contamination and temperature). In response,
the ground sends takeoff speeds (V1, Vr, V2) for up to 4 runways.
This data may apply to runways different from the ones for which the
request was performed. Uplinked takeoff data may be inserted in the
system only for the runway defined in the active flight plan.
Additionally, the ground may send these velocities and related data
automatically without a previous solicitation.
For each uplinked runway, takeoff speeds are computed for max takeoff
conditions and optionally for flexible takeoff conditions.
Two MDCU pages are used by this function:
- the UPLINK TO DATA REQ page which allows the crew to specify and
send a request to the ground
- the UPLINK XXX TO DATA page which displays takeoff speeds and
parameters received from the ground for pilot review before
insertion into the FM. There are two sets of ACARS TAKEOFF pages:
one for MAX takeoff (XXX = MAX), one for FLEX takeoff (XXX = FLX).
(Ref. Fig. 004, 005, 006, 007)
(4) Wind data

The wind data function allows the uplink of forecasted climb, cruise,
descent, and alternate atmospheric data.
This message is received in response to a crew manual request or
automatically without any solicitation.
A manual request is initiated from the ACARS FUNCTION page (Ref.
Para. D-(1)) or from any available WIND page. The WIND pages may be
accessed on ground from the INIT A page and on ground or in flight
from the VERT REV page.
When winds are manually requested, a downlink request message is sent
and is composed of one or more of the following wind requests
depending on flight phase: climb winds, cruise winds, descent winds,
alternate wind.
The subsequent uplink message may contain one or more of the
following information: climb winds, cruise winds descent winds,
alternate wind.
When wind data are uplinked, whether automatically or in response to
a manual request, the pilot has the opportunity to view the winds in
a temporary store prior to insertion in the receiving flight plan.

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MCDU - ACARS Takeoff Data
Figure 004

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UPLINK TO DATA REQ Page (with Default Values)
Figure 005

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UPLINK FLX TO DATA Page (with Uplinked Data Not Inserted)
Figure 006

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UPLINK MAX TO DATA page (with Uplinked Data Inserted)
Figure 007

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The uplinked winds are directly displayed on the WIND pages; one WIND
page exists per flight phase (CLIMB, CRUISE, and DESCENT, with the
alternate wind displayed on the DESCENT WIND page). When inserted,
valid uplink wind data overwrites all the previously defined wind
data for the corresponding flight phase.
Winds are sent either by altitude only or by an altitude/waypoint
combination depending on the flight phase:
- in climb and descent, winds are sent by altitude only
- in cruise, winds are sent with the associated flight plan waypoints
and are linked to cruise flight levels defined in the flight plan.
A manual wind request from a WIND page may be initiated from either
the active or secondary flight plan. The subsequent uplink is then
associated to the flight plan from which the request was initiated.
Otherwise, when a wind uplink is received which does not correspond
to a pending request, the wind uplink is associated with active
flight plan, when defined.
Same wind pages are defined for primary and for secondary flight
plan.
(Ref. Fig. 008, 009, 010)

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CLIMB WIND Page (without Uplinked Data)
Figure 008

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CRUISE WIND Page (with Wind Request Pending)
Figure 009

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CLIMB WIND Page (after Reception of Wind Data)
Figure 010

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(5) Flight reports
Flight reports provide real-time information to the ground concerning
the aircraft current situation and position. Several types of flight
reports are available and consist of a position report, a progress
report, a flight plan report and a performance data report.
The position report provides current aircraft position information to
the ground. The progress report provides data relative to the
destination. The flight plan report provides the active lateral
flight plan route to the ground. The performance data report provides
the active performance data currently used by the FM.
Each report is independent of each other.
These reports are sent automatically in response to a ground request
or upon satisfying predetermined conditions, though not all reports
have the same activation mechanism. The unique requirements of each
report are given in the following sections.
(a) Position report

(Ref. Fig. 011)
A position report is sent in response to a ground request or
automatically upon crossing a designated position reporting fix.
Position reporting fixes are designated only by the ground in a
position report uplink message.
The position report may also be sent manually via a prompt on the
MCDU.
The manual sending of a position report may be inhibited via the
Nav data base policy file (Ref. Para. D-(1)).
Position reports are only sent relative to the active flight
plan.
(b) Progress report

A progress report contains data relative to the aircraft arrival
time and EFOB at the destination.
This message is sent in response to a ground request or
automatically upon crossing a designated trigger. Specific
triggers may be customized by the airline in the Nav data base
policy file (Ref. Para. D-(1).
The progress report cannot be sent manually in a direct manner
(e.g. via a dedicated prompt). However, the message may result
from a pilot action (e.g. changing the destination).
Progress reports are only sent relative to the active flight
plan.
(c) Flight plan report

The flight plan report allows the transmission of flight plan
data from the active route to the ground. This message is sent
either via a manual selection of a prompt on the MCDU or
automatically in response to a ground request.

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REPORT Page (Prompt for Downlink of Position Report)
Figure 011

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Manual sending of a flight plan report can be inhibited via the
Nav data base policy file (Ref. Para. D-(1)).
(d) Performance data report

The performance data report allows the transmission of
performance data (weight, fuel, CG, etc.) from the active route
to the ground. This message is sent automatically in response to
a ground request for the performance data report.
(6) Response downlink messages
(a) Rejection message

When an error has been detected in an uplink message, the
rejection message transmits an error code identifying the reason
for rejecting the message.
(b) Response message

When an uplink message has not been rejected by the system, a
response message is downlinked indicating whether it is accepted
and inserted in the system by the pilot or cancelled by the
pilot.
(7) Broadcast data

This is a set of data which is automatically broadcast by the FM on
the output ACARS bus to the ACARS MU if ACARS is installed.
Use of these data (selection of data, time of transmission to ground,
etc.) is entirely defined by the MU. The transmission protocol of
broadcast data is left to the ACARS MU.
Activation or de-activation of downlink transmission is made in the
ACARS MU and not in the Nav data base policy file.
This set of data is not printed by any FM function. Nevertheless,
some data may be part of printed reports or uplink printouts.
Transmitted data are:
- Flight Number
- Active Data Base
- Company Route
- Active Waypoint
- Wind Velocity
- Wind Direction
- Zero Fuel Weight
- Block Fuel
- Fuel On Board
- Aircraft Gross Weight
- Destination Runway (Ref. NOTE)
- Alternate Destination
- Estimated Time of Arrival
- Discrete AP Modes

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- Discrete Flight Phase.
NOTE : Destination Runway is Destination Airport Ident (4 characters)

____
if no runway is defined; else it is Runway Ident (7
characters).

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B. PRINT Function
(1) General description

The PRINT function allows various FM reports to be printed, either
automatically or on manual action. This function is completely
independent of the ACARS function and is available even if the ACARS
is not installed. Additionally, several features of the PRINT
function are optionally programmable either through the Nav data base
policy file (Ref. Para. D-(1)) or through manual selection on the
MCDU.
Several types of reports can be printed. These include flight plan
initialization data, takeoff data, wind data and flight report data.
Flight plan data, takeoff data and wind data can be either data
uplinked via the ACARS or actual system data. Flight report data are
available as pre-flight, in-flight and post-flight information,
composed of predicted data, actual data or a combination of the two.
ACARS-generated flight plan initialization, takeoff and wind data may
be printed when they are received and checked by the FM if the
automatic print function is activated within the Nav data base policy
file and on the PRINT FUNCTION page.
Current FM flight plan initialization, takeoff and wind data may be
printed upon manual action by pushing the line key adjacent to the
PRINT indication on the PRINT FUNCTION page.
FM-generated flight reports may be automatically printed at
predefined events if the automatic print function is activated within
the Nav data base policy file and on the PRINT FUNCTION page or upon
manual action by pushing the line key adjacent to the PRINT
indication on the PRINT FUNCTION page.
Generally, a print report initiated by a manual action consists of FM
data whereas a report initiated automatically consists of ACARS
uplinked data (an exception occurs for flight reports which may be
printed automatically).
Manually-initiated reports can be generated at any time. However, the
printing of the flight plan initialization, takeoff and wind reports
are mutually exclusive of each other; only one present report can be
active at a time, although the print requests may be queued.
While a report is printing (either manually or automatically
initiated), triggers for automatic printing of the same type of
report are ignored.
(2) Flight plan initialization report
(a) Automatic printing of uplinked flight plan data

A flight plan initialization report is printed automatically upon
reception of a flight plan initialization or a performance
initialization uplink message if the ACARS flight plan
initialization function is enabled, the Auto-print of ACARS

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Uplinks and Auto-print of Flight Plan Uplink features are
enabled within the Nav data base policy file (Para. D-(1)), and
the auto-print option has not been manually disabled via the
PRINT FUNCTION page and the current flight phase is not takeoff.
If both flight plan information and performance data uplink
messages are available at the time of the printing then two
separate reports are printed.
If performance data is missing at the time of the printing, the
corresponding report is omitted. If the performance data uplink
is received separately after the flight plan data uplink, then
only the Title, Date, and Performance Data are printed separatly.
The performance data uplink is rejected if no flight plan data
exists; thus no printing is allowed.
(b) Manual printing of active flight plan data

Active flight plan reports (consisting of active flight plan and
performance data) are printed upon manual selection from the
PRINT FUNCTION page and contains data associated to the different
waypoints of the active flight plan or to data related to the
active flight plan and the performance data.
Title: for a manual printing of active flight plan data, the
title is FM ACTIVE FLIGHT PLAN INITIALIZATION DATA.
The remainder of information on this report is identical to the
uplinked flight plan initialization report format and content
except that existing active flight plan data or data directly
related to the active flight plan is printed followed by a print
of the existing active performance data.
(3) Takeoff data
(a) Automatic printing of takeoff data report

A takeoff data initialization report is printed automatically
upon reception of a takeoff data initialization uplink message if
the ACARS takeoff data initialization function is enabled, the
auto-print of ACARS uplinks and auto-print of takeoff data uplink
features are enabled within the Nav data base policy file and the
auto-print option has not been manually disabled via the PRINT
FUNCTION page.
The title is FM UPLINK TAKE OFF DATA.
(b) Manual printing of takeoff data report

The active takeoff data may also be printed upon selection of the
manual prompt on the PRINT FUNCTION page.
In this case, data of the active runway only are printed using
the same format as for the uplinked data. These data correspond
to the display on PERF TAKEOFF page.
The title is FM ACTIVE TAKE OFF DATA.

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(4) Wind data
A wind data initialization report is printed automatically upon
reception of a Wind Data Initialization uplink message if the ACARS
Wind Data function is enabled, the Auto-print of ACARS Uplinks and
Auto-print of Wind Uplink features are enabled within the Nav data
base policy file and the auto-print option has not been manually
disabled via the PRINT FUNCTION page.
The active wind data may also be printed upon selection of the manual
print prompt on the PRINT FUNCTION page (Ref. Para. D-(2)).
For an automatic printing of wind data, the title of the report is FM
UPLINK WIND DATA; the title is FM ACTIVE WIND DATA for a manual
printing. The remainder of the report is identical for the automatic
and manual prints.
Uplinked wind data are printed only for valid values and/or waypoints
received and accepted in the uplink.
(5) Flight summary print reports

Only one type of flight report is available for printing at any given
time, depending on the current flight phase. It can be either a
pre-flight report, an in-flight report or a post-flight report. No
flight report request queuing is allowed.
The print report exits only for the duration of the printing.
Printed data may be that which exist at the time of printing and not
necessarily at the time of the request.
Reports are not available for printing either manually or
automatically if the FM is unable to communicate with the printer. If
a printer communication error occurs while printing a report, the
scratchpad PRINTER NOT AVAILABLE message is displayed and the report
printing is terminated.
The pre-flight, in-flight and post-flight reports are identical in
format to one another except that the pre-flight report contains fuel
prediction data and the post-flight report contains fuel and time
summary.
A flight report can be printed either manually or automatically. A
flight report is manually printed by pushing the line key adjacent to
the PRINT indication, followed by a selection star, of the flight
report line on the PRINT FUNCTION page. Ref. Para. D-(2) for the
description of the PRINT FUNCTION page.
The pre-flight, in-flight and post-flight reports are printed
automatically if the Auto-print of Flight Reports option has been
enabled within the Nav data base policy file and the auto-print
trigger for the respective report has not been manually disabled.
The triggering events for automatic printing are:
- Engine Start for the pre-flight report
- Transition to Takeoff for the in-flight report
- Engine Shut Down for the post-flight report.

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These triggering events are programmable within the Nav data base
policy file and are the default values referenced by the flight
report auto-print function (as well as the PRINT FUNCTION page for
these reports). These values can be manually overridden on the PRINT
FUNCTION page. (Thus, for example, the pre-flight report is printed
automatically at engine start if the Auto-print of Flight Reports
feature is enabled, the Auto Print at Engine Start has been
selected within the Nav data base policy file and the auto print
feature has not been manually disabled via the PRINT FUNCTION page).
The enabling or disabling of the trigger events revert to their
database option state after a transition to PREFLIGHT or after a long
term reset and do not retain their last manually selected value.
A pre-flight report becomes available when the current flight phase
is PREFLIGHT, whether or not any data has actually been entered.
An in-flight report is available when the current flight phase is
either TAKEOFF, CLIMB, CRUISE, DESCENT, APPROACH, GO AROUND or DONE
prior to all engine shutdown.
The post-flight report is available in DONE phase after all engine
shutdown.
Post-flight report data must be retained in the DONE phase even if
the flight plan is cleared until a transition to PREFLIGHT occurs. It
must also be retained in the PREFLIGHT phase until flight plan data
has been entered. It is cleared upon entry of flight plan data while
in PREFLIGHT.
(a) In the PREFLIGHT phase, the pre-flight report gives:

- the aircraft and engine types on which the flight plan
optimizations and predictions are based
- navigation data base cycle
- flight plan data that the crew has inserted during the
initialization process as well as miscellaneous data needed for
performance calculations
- predicted data along the flight plan
- the results of the fuel planning computation.
(b) After transition to TAKEOFF and prior to DONE, the in-flight

report is available and gives:
- the same general data as the pre-flight report
- flight plan data consisting of a mixture of history values for
sequenced waypoints and of predicted values for the remaining
part of the flight plan.
(c) In the DONE phase, the post-flight report gives a complete

overview of the flight:
- the same general data as the in-flight report
- flight plan data consisting of history data relative to the
flight plan

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- a fuel and time summary.

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C. Dual Operation
(1) FM-to-ACARS MU communications

The FM in communication with the MU is referred to as the ACARS
Master. When the FMs are functioning in dual mode, only one FM is in
communication with the MU and all requests and messages originate
from the Master.
In order to prevent multiple request of the same type when operating
in a dual mode, a manual request for ACARS data behaves as a request
from a single FM, regardless of where it originated, and while the
request is inhibited, it is inhibited on both FMs.
When the FMs are in independent operation, one FM transmits to the
MU. The ACARS Master is determined by FMGC priority.
When the FMs are in single operation, the FM which is operational
transmits to the MU.
In dual mode, automatic reports contain data from the ACARS master.
In dual mode, manual reports contain data from the FM which initiated
the request.
(2) ACARS MU-to-FM communications

The ACARS MU follows ARINC 724B for determining which FM is intended
to receive the uplinked messages by reference to the sub-label
characters in the uplinked messages.
If the sub-label characters MD appear, the MU determines the
designated FM by examining the FM ACARS Master/Slave bit in a status
word broadcast from both FMs. If the status word from the left FM
(FM1) is valid and if Master/Slave bit is set to 1, the left FM is
designated as the Master and uplinked data is sent to it. If the
status word from the left FM is not available or is invalid or
Master/Slave bit is 0, then if a valid status word is received from
the right FM (FM2) with Master/Slave bit set to 1, the right FM is
designated as the Master and uplinked data is sent to it. If a status
word is not active from either FM, the MU defaults the FM ACARS
Master to the left FM.
If the FMs are in independent (which is considered as a failure mode)
or single operation, the MU uplinks a message only to the ACARS
Master.
(3) Printing
In dual mode, automatic prints contain data from the ACARS Master.
In dual mode, manual prints contain data from the FM which initiated
the request.
In order to prevent multiple requests of the same type when operating
in a dual mode, a manual request for print data behaves as a request
from a single FM, regardless of where it originated, and while the
request is inhibited, it is inhibited on both FMs.

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When the FMs are in independent or single operation, each FM prints
independently.

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D. ACARS Programming Options
There are two levels of programming options available for the ACARS and
printer functions:
- through the Nav data base policy file, the airline may define the ACARS
messages to be downlinked or uplinked, various automatic print
functions associated with the datalinks which may be enabled or
disabled and default settings or selection
- through designated FM pages, the crew may select the messages or
reports to be printed automatically (as well as manually) and modify
the default settings or selection.
The statuses of the ACARS functions are not modifiable from the dedicated
ACARS FUNCTION page. From this page, the pilot may also initiate several
ACARS functions.
The selection of the uplink messages and/or reports to be printed
automatically and manually is performed through a dedicated PRINT
FUNCTION page.
(1) Nav data base policy file

Option programming for the ACARS and printer functions is obtained
through a Nav data base policy file. This file contains parameters
and options defined by the airline to allow customization of FM
functions such as allowing an airline to enable or disable various
functions or facets of a function within the FM and to change the
selected options on data base updates. The ACARS and print options
described within this section only define the selectable ACARS and
print options used within the FM and are a subset of the parameters
within this file.
The programming of the function is applied at initial power-up. Some
of the options are pilot modifiable. If this file is not present,
then all of the ACARS functions are inhibited.
This section summarizes all of the options that are contained within
the Nav data base policy file related to the ACARS and printer
functions.
(a) Option/Function
1
_ Data Link (ACARS):
This option determines whether or not any ACARS functions are
to be utilized. It is supplemental to the ACARS installed
program pin discrete input and can be used to disable the
ACARS function if it is installed.
2
_ Flight Plan Data (FPN) request inhibit:
This option determines whether or not the uplink data and
downlink requests of flight plan initialization data are
allowed.

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NOTE : Performance data datalinks are not controlled by this
____
option.
3
_ Performance Data (PER) Request inhibit:
downlink requests of performance initialization data are
allowed.
4
_ Takeoff Data (LDI) Request inhibit:
downlink requests of takeoff initialization data are allowed.
5
_ Wind Data (PWI) Request inhibit:
downlink requests of predicted wind data are allowed.
6
_ Flight Number IEI Enable:
This option determines whether or not the flight number is
included within the flight plan request or progress report
downlink messages.
7
_ Ground Address (GA) Enable:
This option determines whether or not one or more ground
addresses are allowed within downlink messages.
8
_ Datalink Ground Addresses:
This element defines a list of ground addresses per designated
IMIs to which a ground address is appended for a downlink
message transmission.
9
_ Company Address (CA) Enable:
This option determines whether or not a company address is
allowed within downlink messages.
10
__ Datalink Company Addresses:
This element defines a list of company addresses per
designated IMIs to which a company address is appended for a
downlink message transmission.
11
__ Time Stamp (TS) Enable:
This option determines whether or not a Time Stamp element is
transmitted for any downlink message.
12
__ Scratchpad (SP) Enable:
This option determines whether or not a Scratch Pad element
is transmitted for manually initiated downlink message.

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13
__ Position (POS) Report inhibit:
This element defines whether or not a position report can be
manually downlinked.
14
__ Data Link PRG Report Triggers:
This element defines the report triggers for the automatic
transmission of the progress report. The report triggers are:
- minutes to Top of Descent Triggers (0 to 5 triggers of
number of minutes to T/D)
- minutes to Destination Triggers (0 to 5 triggers of number
of minutes to destination)
- Delta ETA Trigger
15
__ Flight Plan (FPN/FPC) Report inhibit:
This element defines whether or not a flight plan report can
be manually downlinked.
16
__ Rejection Messages Enable:
This option determines whether or not a Rejection message is
transmitted upon detection of an error within an ACARS uplink
message.
17
__ Response Messages Enable:
This option determines whether or not a Response message is
transmitted for any uplinked message.
18
__ Request for Report Customization
This element defines a list of customization IEIs per
designated non-standard IMIs for which a flight report is
generated upon reception of an uplink request with a label
that matches one in this element.
(b) Auto-print of ACARS uplinks:

This option determines whether or not the auto-printing of the
flight plan initialization, takeoff and wind data uplink reports
is allowed. This option, if enabled, defaults to the auto-print
states selected by the following parameters and can be manually
overridden via the PRINT FUNCTION page. If not enabled,
auto-printing of these reports is inhibited and cannot be
manually overridden.
1
_ Auto-print of flight plan uplink:
This is the default value selected for auto-printing of the
flight plan initialization uplink message if the auto-print of
ACARS uplinks is selected. If the auto-print of ACARS uplinks
is not selected, the uplink message cannot be automatically
printed and this value is ignored.

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2
_ Auto-print of takeoff data uplink:
takeoff data uplink message if the auto-print of ACARS uplinks
is selected. If the auto-print of ACARS uplinks is not
selected, the uplink message cannot be automatically printed
and this value is ignored.
3
_ Auto-print of wind uplink:
wind uplink message if the auto-print of ACARS uplinks is
selected. If the auto-print of ACARS uplinks is not selected,
the uplink message cannot be automatically printed and this
value is ignored.
(c) Auto-print of flight reports:

This option determines whether or not the auto-printing of the
pre-flight, in-flight and post-flight reports is allowed. This
option, if enabled, defaults to the auto-print trigger states
selected by the following parameters and can be manually
overridden via the PRINT FUNCTION page. If not enabled, printing
of these reports is inhibited and cannot be manually overridden.
- Auto-print at engine start:
pre-flight report if the auto-print of flight reports is
selected. If the auto-print of flight reports is not selected,
the pre-flight report cannot be automatically printed and this
value is ignored.
- Auto-print at engine shutdown:
post-flight report if the auto-print of flight reports is
the post-flight report cannot be automatically printed and this
value is ignored.
- Auto-print at transition to takeoff
in-flight report if the auto-print of flight reports is
the in-flight report cannot be automatically printed and this
value is ignored.

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(2) MCDU mechanization
A prompt ACARS/PRINT FUNCTION is displayed on the DATA INDEX page and
allows access to the ACARS FUNCTION and the PRINT FUNCTION pages.
(Ref. Fig. 012)
The ACARS FUNCTION page displays the activated ACARS functions. The
activation state of the ACARS functions is dependent on the options
selected within the Nav data base policy file and is not pilot
modifiable. The ACARS FUNCTION page also allows a user to perform
requests for flight plan initialization data, takeoff data and wind
data and to manually send flight reports to the ground via the ACARS
(if the corresponding function is activated).
The PRINT FUNCTION page displays the selection state of the automatic
printing function for the ACARS and flight report functions. This
state is dependent on the selected options in the Nav data base
policy file and may be modified by the pilot. The PRINT FUNCTION page
also allows the manual printing of the flight reports and of the
current FM flight plan initialization data, takeoff data and wind
data.
(a) PRINT FUNCTION page

(Ref. Fig. 013, 014)
This page displays the print functions enabled and disabled for
the FM ACARS/PRINT functions, allows selection of whether or not
an automatic report of an ACARS uplink message is printed upon
reception, allows selection of whether or not an automatic flight
report is printed upon triggering the report and allows manual
printing of flight plan initialization, takeoff data, wind data
and flight reports.
1
_ Flight plan initialization, takeoff and wind data auto-print
If ACARS is installed, with the corresponding ACARS datalink
function enabled for the current FM/ACARS configuration and if
the Auto-Print of ACARS Uplink option is enabled within the
Nav data base policy file, the automatic print status may be
either YES or NO, preceded by a selection star. It is
defaulted as selected within the Nav data base policy file for
the corresponding function and is modifiable by the crew.
If an ACARS function is disabled for the current FM/ACARS
configuration, then no automatic printing of uplinks can occur
for this function. Nevertheless, manual printing of active
data is still allowed for this function.
When in the *NO state, automatic printing is not activated for
the associated ACARS function when the uplink is received.
When in the *YES state, automatic printing is activated when
the uplink is received.

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DATA INDEX (with ACARS installed)
Figure 012

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PRINT FUNCTION Page 1 (with ACARS Takeoff Data Uplink Disabled and Auto Print
of Wind Uplink Disabled)
Figure 013

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PRINT FUNCTION Page 2 (with Auto Print at Transition to Takeoff Disabled and
Pre-Flight Report Available)
Figure 014

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The automatic print state toggles to the other state (if the
selection star exists) when pressing the left line selection
key, whether on ground or in flight. Pushing the left line key
without a selection star results in the NOT ALLOWED message.
2
_ Flight report auto-print
For the pre-flight, in-flight and post-flight reports, the YES
or NO prompts with a preceding selection star are displayed if
the Auto-Print of Flight Reports option is enabled within the
Nav data base policy file. If this option is not enabled, NO
without a selection star is displayed. They are not dependent
on whether or not ACARS is installed.
If this option is enabled, then the *YES or *NO state defaults
as selected within the Nav data base policy file for the
report. For the pre-flight report, YES is displayed if the
Autoprint at Engine Start option is enabled; otherwise *NO
is displayed. For the in-flight report, the Autoprint at
Transition to Takeoff option is used. For the post-flight
report, the Autoprint at Engine Shut Down option is used.
These defaults can be manually overwritten by prompt
reselection if the Auto Print of Flight Reports option is
enabled. Pushing the line key adjacent to the prompt toggles
to the other state.
3
_ Manual printing
For each line, the right side allows manual printing for the
corresponding function, even if not enabled for ACARS or for
automatic printing.
When a PRINT selection is performed, the corresponding report
is sent to the printer and the star is removed from the
display until the data are printed or a printer communication
error occurs. In either case, the star is displayed again.
When a flight report or an ACARS uplink report is being
automatically printed, the corresponding manual print
selection star is removed from display.
The manual print selection star is not displayed if the FM is
unable to communicate with the printer.
4
_ Report printing
Selection of a prompt without a star displayed next to it is
rejected and results in a NOT ALLOWED message.
- F-PLN INIT Print
Selection of a PRINT prompt with a star adjacent to the
F-PLN initialization function prints the current active
flight plan and performance data.
- TO DATA Print

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takeoff data function prints the current active takeoff data
for the active flight plan runway and airport.
- WIND DATA Print
Selection of a PRINT prompt with a star adjacent to the Wind
Data function prints the current active climb, cruise and
descent wind data for the active flight plan.
- PREFLIGHT Print
Preflight function prints the Preflight Report.
The PRINT selection star for this function is displayed only
if Preflight Report is available.
- INFLIGHT Print
inflight function prints the inflight Report.
if inflight Report is available.
- POSTFLIGHT Print
Postflight function prints the Postflight Report.
if Postflight Report is available.
(b) ACARS FUNCTION page

(Ref. Fig. 015, 016)
An ACARS FUNCTION prompt is displayed on the PRINT FUNCTION pages
and allows access to the ACARS FUNCTION page.
(Ref. Fig. 013, 014)
These pages display only the ACARS functions enabled for the FM
ACARS configuration and allow manual selection of the F-PLN
initialization, takeoff and wind data downlink request and manual
sending of flight reports if corresponding function is enabled.
Blanks are displayed for the whole line corresponding to a
disabled function.
The selection star is not displayed if the FM is unable to
communicate with the ACARS.
Selection of a datalink prompt without a star displayed next to
it or selecting an inactive ACARS function is rejected and
results in a NOT ALLOWED message.
When a REQ selection is performed, a downlink request
corresponding to the function associated with the star is
transmitted and the star is removed from the display until data
are received and processed or a communication error occurs. In
either case, the star is displayed again. Valid uplinked data are
then available for display and insertion via the normal uplink
pages.

R

EFF :

062-099, 201-210, 22-76-00

Page 36
Config-1 Nov 01/05

CES
ACARS FUNCTION Page (with Takeoff Data Function Disabled)
Figure 015

R

EFF :

062-099, 201-210, 22-76-00

Page 37
Config-1 Nov 01/05

CES
ACARS FUNCTION Page (with Position Downlink Report Disabled)
Figure 016

R

EFF :

062-099, 201-210, 22-76-00

Page 38
Config-1 Nov 01/05

CES
For a dedicated function, only one request per function can be
outstanding at a time. Consequently, the selection star is
removed from the ACARS FUNCTION page for the corresponding
function each time a request has been initiated through another
page.
For example, if a WIND REQUEST is currently pending after
initiation from the CLIMB WIND page, the selection star adjacent
to the REQ prompt for WIND DATA is removed without affecting the
F-PLN INIT or TO DATA requests.
- F-PLN INIT Request
The F-PLN initialization REQ prompt follows the same rules of
presentation as the INIT REQUEST prompt on the active and
secondary flight plan INIT A pages.
If the aircraft is on the ground, selection of a REQ prompt
with a star adjacent to the F-PLN initialization function sends
a request to the ground as if the INIT REQUEST prompt was
selected on the INIT A page for the active flight plan if an
active flight plan does not exist. For all other conditions,
the request is sent for the secondary F-PLN.
- TO DATA Request
The takeoff data REQ prompt (with a selection star) is
displayed in DONE and PREFLIGHT phases.
Selection of a REQ prompt with a star adjacent to the takeoff
data function sends a request to the ground as if the TO DATA
REQUEST prompt was selected on the UPLINK TO DATA REQ page.
- WIND DATA Request
The Wind Data REQ prompt follows the sames rules of
presentation as the WIND REQUEST prompt on the CLIMB, CRUISE or
DESCENT WIND pages.
Selection of a REQ prompt with a star adjacent to the Wind Data
function sends a request to the ground as if the WIND REQUEST
prompt was selected on the active CLIMB, CRUISE or DESCENT WIND
pages.
When a SEND selection is performed, a data downlink corresponding
to the report associated with the star is transmitted and the
star is removed from the display until the data is transmitted or
a communication error occurs. In either case, the star is
displayed again.
- F-PLN RPT Send
Selection of a SEND prompt with a star adjacent to the F-PLN
Report function downlinks a F-PLN Report to the ground.
The SEND selection star for this function is displayed only if
F-PLN Report data is available and is removed during the
transmission of the report to the ACARS MU.
- POSITION RPT Send
Selection of a SEND prompt with a star adjacent to the Position
Report function downlinks a Position Report to the ground.

R

EFF :

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Page 39
Config-1 Nov 01/05

CES
The SEND selection star for this function is not displayed
during transmission of the report to the ACARS MU or if FM
aircraft position is invalid.
NOTE : The position report can be sent while on the ground if FM

____
position is valid.

R

EFF :

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Page 40
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CES
E. List of Messages
(1) ACARS messages

The following table gives the messages used by the FM ACARS and
printer functions.
These messages are given in addition to those presented in chapter
22-74-00.
They follow the same rules for presentation and deletion.
(2) List of messages
-------------------------------------------------------------------------
| N | TEXT |COLOR| TO.GA | TYPE | SIDES DISPLAYED |
| | | | APP | | (DUAL MODE) |
|-----------------------------------------------------------------------|
|100 | XXX RTE UPLINK | W | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|101 | INVALID XXX RTE UPLINK | W | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|102 | RTE DATALINK IN PROG | W | Y | I | One |
|----|------------------------|-----|-------|--------|------------------|
|103 | UPLINK INSERT IN PROG | W | Y | I | One |
|----|------------------------|-----|-------|--------|------------------|
|104 | CHECK CO RTE | A | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|105 | CHECK FLT NBR | A | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|106 | FLT NBR UPLINK | W | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|107 | INVALID FLT NBR UPLINK | W | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|108 | PERF DATA UPLINK | W | / | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|109 | INVALID PERF UPLINK | W | / | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|110 | TAKEOFF DATA UPLINK | W | / | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|111 | INVALID TAKEOFF UPLINK | W | / | II | Both |
-------------------------------------------------------------------------
XXX = ACT or SEC as appropriate

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CES
-------------------------------------------------------------------------
| N | TEXT |COLOR| TO.GA | TYPE | SIDES DISPLAYED |
| | | | APP | | (DUAL MODE) |
|-----------------------------------------------------------------------|
|112 | WIND DATA UPLINK | W | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|113 | INVALID WIND UPLINK | W | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|114 | WIND UPLINK PENDING | A | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|115 | WIND UPLINK EXISTS | W | N | I | One |
|----|------------------------|-----|-------|--------|------------------|
|116 | CHECK DEST DATA | A | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|117 | CHECK ALTN WIND | W | N | II | Both |
|----|------------------------|-----|-------|--------|------------------|
|118 | NOT XMITTED TO ACARS | W | N | I | One |
|----|------------------------|-----|-------|--------|------------------|
|119 | NO ANSWER TO REQUEST | W | N | I | One |
|----|------------------------|-----|-------|--------|------------------|
|120 | PRINTER NOT AVAILABLE | W | N | II | One or Both |
| | | | | | (see NOTE) |
-------------------------------------------------------------------------
NOTE : Both sides if the print message is automatically generated ;

____
else from the originating side for manually initiated
messages.

R

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Page 42
Config-1 Nov 01/05

CES
DATA LINK AND PRINTER FUNCTIONS - DESCRIPTION AND OPERATION
___________________________________________________________
For the Data Link and Printer functions, refer to 22-70-00 P. Block 001.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-76-00

Page 1
Config-2 Feb 01/10

CES
FLIGHT CONTROL UNIT (FCU) - DESCRIPTION AND OPERATION
_____________________________________________________
1. _______
General
(Ref. Fig. 001)
The Flight Control Unit (FCU) comprises the auto flight control section and
the EFIS control sections. It is located on the glareshield.
The FCU consists of two identical computers totally independent.
**ON A/C 001-049, 051-061, 101-105, 201-203,
(Ref. Fig. 002)
R **ON A/C ALL
R Post SB 22-1138 For A/C 001-049,051-061,101-105,201-203,
(Ref. Fig. 002A)
**ON A/C ALL
The computers (SIDE 1 and SIDE 2) have separate power supplies.

Each side is associated with the controls on the front panel of the unit.
The display is common to both sides, whereas the signals are routed via
separate paths.
2. __________________
Component Location
(Ref. Fig. 003)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
2CA FCU 13VU 211 831 22-81-12
3. _____________________
A. Face of FCU
The FCU comprises three panels:
- one center panel (auto flight control section) which features the
controls and the displays associated with the AFS
- two symmetrical panels (EFIS control sections) located on the left side
and on the right side of the center panel. These panels include the
controls and the displays associated respectively with the Captain and
the First Officer EFIS display units.

EFF :

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Page 1
Nov 01/09

CES
R Flight Control Unit (FCU)
R Figure 001

EFF :

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Page 2
May 01/01

CES
FCU - Internal Arrangement
Figure 002

R

EFF :

001-049, 051-061, 101-105, 201-203, 22-81-00

Page 3
May 01/05

CES
FCU - Internal Arrangement
Figure 002A

R

EFF :

ALL 22-81-00

Page 4
Nov 01/09

CES
FCU - Component Location
Figure 003

EFF :

ALL 22-81-00

Page 5
May 01/01
R
CES
B. Architecture
**ON A/C 001-049, 051-061, 101-105, 201-203,
(Ref. Fig. 004)
R **ON A/C ALL
R Post SB 22-1138 For A/C 001-049,051-061,101-105,201-203,
(Ref. Fig. 004A)
**ON A/C ALL
Each part (or computer) of the FCU can manage the controls and the
displays located on the front panel of the unit.
Architecture is configured to provide physical separation between the two
channels and segregate electrical routing.
4. __________________
System Description
**ON A/C 001-049, 051-061, 101-105, 201-203,
A. Monitoring of FCU
The validity of a channel is contingent upon the types of monitoring
below:
- power monitoring (cutoff longer than 200 ms)
- watchdog monitoring
- ARINC monitoring by the associated FMGC
(Ref. Fig. 005)
Certain data transmitted by the FMGC are fed back to the FMGC through
the FCU bus. These data are therefore compared with the source data.
In the event of a discrepancy the FMGC delivers a discrete : FCU FAIL.
This discrete is taken into account by the FCU if transmitted by the
FMGC which has priority.
- refresh monitoring of the ARINC signals delivered by the opposite
channel.
The non-refresh of the ARINC signals on the opposite channel, on the
condition that it is on-line, causes the validity loss of the channel
which receives these signals. This monitoring permits to avoid data
synchronization loss between the two channels in the event of failures
affecting the exchange of the ARINC signals.

EFF :

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Page 6
Nov 01/09

CES
FCU - Architecture
Figure 004

R

EFF :

001-049, 051-061, 101-105, 201-203, 22-81-00

Page 7/8
May 01/05

CES
FCU - Architecture
Figure 004A

R

EFF :

ALL 22-81-00

Page 9
Nov 01/09

CES
Monitoring of FCU by FMGC
Figure 005

EFF :

ALL 22-81-00

Page 10
May 01/01

CES
B. Changeover
(Ref. Fig. 006)
In order to ensure segregation of barometric selections and displays, the
CAPT and F/O BARO parameters are controlled, in normal operation,
independently by two different processors.
If both processors are healthy, the FCU1 is active and controls CAPT BARO
selection, AFS display, AFS and EFIS pushbutton switches as well as ARINC
1 bus (S1=0 and S3=1). The FCU2 controls F/O BARO selection and ARINC 2
bus (S2=0).
When processor 1 is failed, there is a changeover on processor 2 which
becomes active. It then controls the whole FCU (S1=1, S2=0 and S3=0).
When processor 2 is failed, processor 1 remains active and also controls
F/O BARO selection and ARINC 2 bus (S1=0, S2=1 and S3=1).
The changeover occurs as soon as a channel is no longer valid, and
especially for power supply cutoffs longer than 200 ms.
C. Not Applicable
D. Not Applicable
E. Not Applicable
R **ON A/C ALL
R Post SB 22-1138 For A/C 001-049,051-061,101-105,201-203,
NOTE : After you open the two FCU circuit breakers (during the FCU
____
removal procedure), you will continue to see the FCU displays for
some time. This is because of the residual polarization of the
liquid crystals.
A. System Functions
(Ref. Fig. 006A)
The FCU ensures the interface between the crew and the three following
systems:
- AFS (Ref. NOTE)
- EIS LEFT
- EIS RIGHT
In normal operating conditions each computation channel performs a
specific function as follow:
- channel B : EIS LEFT and AFS
- channel C : EIS RIGHT
In the event of a failure of one channel, there is reconfiguration on the
remaining channel.
The reconfiguration logic is defined in the following table:

R

EFF :

ALL 22-81-00

Page 11
Nov 01/09

CES
Changeover
Figure 006

R

EFF :

001-049, 051-061, 101-105, 201-203, 22-81-00

Page 12
May 01/05

CES
Control of the FCU in Normal Operation
Figure 006A

R

EFF :

ALL 22-81-00

Page 13
Nov 01/09

CES
-----------------------------------------------------------------------------
| FAILED | FUNCTIONS |
| CHANNEL -----------------------------------------------------------
| | EIS LEFT and AFS | EIS RIGHT |
|---------------------------------------------------------------------------|
| NONE | B | C |
|-----------------|--------------------------------------|------------------|
| B | C | C |
|-----------------|--------------------------------------|------------------|
| C | B | B |
-----------------------------------------------------------------------------
This logic enables the maximum availability of FCU functions.

Each channel receives all data required to ensure the three functions.
Reconfiguration for the activated channel therefore consists in
connection of that channel to output interfaces via ARINC bus to the
related control panel.
B. Operational Interface
(1) Input signals
(a) Connections with the FMGCs

Channels B and C receive from each FMGC :
- FMGC OWN A bus
- hardwired discretes: confirmation of AP, FD and A/THR
engagements
- a hardwired discrete: FCU validity detected by the FMGC
(b) ARINC feedbacks

For synchronization (Ref. para. C) and internal monitoring (Ref.
para. D) purposes, the AFS, EIS CP-L and EIS CP-R output buses
are looped back to the two channels.
(2) Output signals
(a) Discrete signals

The FCU delivers control data for AP1, AP2 and A/THR engagement
to each FMGC in the form of hard-wired discretes.
Those data are issued directly from the engagement pushbutton
switches without software processing.
Each pushbutton switch contains two contacts in order to
duplicate the output signals.

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Page 14
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CES
(b) ARINC 429 bus
A bus is associated with each function performed by the FCU.
For segregation reasons transmission of data to the engines has
required the creation of four identical outputs for the AFS.
The FCU therefore delivers a total of four ARINC buses.
Those are :
AFS-1A *
AFS-1B *
AFS-2A *
AFS-2B *
(* :Identical content)
C. Synchronization
In order to avoid display modifications during reconfigurations, the
channel non-active on a given function synchronize on the values computed
by the channel active on this function.
This is accomplished through wrap-around buses.
The passive channel permanently acquires, on this bus, the data computed
by the active channel.
If the active channel is faulty, the activated channel is initialized
with the data just acquired on the bus associated with the related
function.
There is also synchronization, with aircraft in flight, after long power
cuts.
In this case, the data used are those stored in the RAM (Random Access
Memory) prior to power cutoff. The displays are thus maintained.
D. System Monitoring
(Ref. Fig. 005)
The FCU is monitored by :
- a watchdog which checks the correct operation of the program of each
computation channel
- the active FMGC which compares, for the channel active on the AFS
function, the data received from the FCU with its transmitted data.
In the event of a fault, the faulty channel disconnects itself (FCU

HLTY/B or C discrete signal). As the remaining channels are prompted on
its validity status, the reconfiguration process is engaged and a failure
message is sent to the FWS.
E. Power Up Test
The FCU power up tests are initiated automatically on the channels
concerned (B/PS 1, C/PS 2) when the following conditions are met:
- aircraft on ground (configuration confirmed by two data)
- restoration of electrical power after power cutoff longer than 5 s.
These tests consist of:
- safety tests

R

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Page 15
Nov 01/09

CES
- verification of ARINC EEPROMs (Electrically-Erasable Read-Only Memory)
- validity check of external and internal pin programming functions.
The result of these tests is stored in memory and taken into account by
the monitoring function of each computation channel.

R

EFF :

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Page 16
Nov 01/09

CES
CONTROL UNIT - FLIGHT (FCU) (2CA) - REMOVAL/INSTALLATION
________________________________________________________
TASK 22-81-12-000-001
Removal of the FCU (2CA)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-81-12-991-002 Fig. 401
3. __________
Job Set-up
Subtask 22-81-12-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 122VU LIGHTING/INSTL LT/GLARE/SHLD 5LF Y05

EFF :

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Page 401
May 01/99

CES
4. Procedure
_________
(Ref. Fig. 401/TASK 22-81-12-991-002)
**ON A/C 001-049, 051-061, 101-105, 201-203,
Subtask 22-81-12-020-051
A. Removal of the FCU
(1) Hold the lower panel (6) and loosen the three Dzus fasteners (5) by a
quarter turn.
(2) Open the lower panel (6).
(3) Remove the four screws (3) and washers (4) from the FCU (1).
(4) Pull the FCU (1) from its housing (8).
(5) Disconnect the electrical connectors (7).
(6) Remove the FCU (1).
(7) Put blanking caps on the electrical connectors (2) and (7).
R **ON A/C ALL
R Post SB 22-1138 For A/C 001-049,051-061,101-105,201-203,
Subtask 22-81-12-020-051-A
A. Removal of the FCU
NOTE : You will continue to see the displays for some time after you open
____
the two FCU circuit breakers. You can ignore this (it is because
of the residual polarization of the liquid crystals).
(1) Hold the lower panel (6) and loosen the three Dzus fasteners (5) by a
quarter turn.
(2) Open the lower panel (6).
(3) Remove the four screws (3) and washers (4) from the FCU (1).
(4) Pull the FCU (1) from its housing (8).

EFF :

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Page 402
Nov 01/09

CES
Flight Control Unit (FCU)
Figure 401/TASK 22-81-12-991-002

EFF :

ALL 22-81-12

Page 403
Feb 01/98

CES
(5) Disconnect the electrical connectors (7).
(6) Remove the FCU (1).
(7) Put blanking caps on the electrical connectors (2) and (7).

R

EFF :

ALL 22-81-12

Page 404
Nov 01/09

CES
R **ON A/C ALL
TASK 22-81-12-400-001
Installation of the FCU (2CA)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-10-00-710-004 Operational Test of the FCU Lighting

22-10-00-710-006 Operational Test of the FCU
22-81-12-991-002 Fig. 401
3. __________
Job Set-up
Subtask 22-81-12-865-053
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
122VU LIGHTING/INSTL LT/GLARE/SHLD 5LF Y05

EFF :

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Page 405
Nov 01/01

CES
4. Procedure
_________
(Ref. Fig. 401/TASK 22-81-12-991-002)
Subtask 22-81-12-420-052
A. Installation of the FCU
(3) Remove the blanking caps from the electrical connectors (2) and (7).
(4) Make sure that the electrical connectors (2) and (7) are in the
correct condition.
(5) Connect the electrical connectors (2) and (7).
(6) Install the FCU (1) in its housing (8).
(7) Install the four screws (3) and washers (4).
(8) Close and hold the lower panel (6).
(9) Tighten the three Dzus fasteners (5) by a quarter turn.
Subtask 22-81-12-865-054
breaker(s):
9CA1, 9CA2, 5LF
Subtask 22-81-12-710-052
R C. Test
R
R (1) Do the Operational Test of the AFS (Ref. TASK 22-96-00-710-001).
R NOTE : Additionally, you can do these operational tests (Ref. TASK

____
R 22-10-00-710-004) and (Ref. TASK 22-10-00-710-006). These two
R tests are optional.
R
R (2) Do the Land CAT 3 Capability Test (Ref. TASK 22-97-00-710-001) if the
R aircraft operates in CAT 3 conditions.

EFF :

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Page 406
Nov 01/04

CES
5. Close-up
________
Subtask 22-81-12-860-050
A. Make sure that the work area is clean and clear of tool(s) and other
items.

EFF :

ALL 22-81-12

Page 407
Nov 01/01

CES
MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) - DESCRIPTION AND OPERATION
________________________________________________________________________
1. _______
General
(Ref. Fig. 001)
The Multipurpose Control and Display Units (MCDU) provide access to the
following:
- FMGC (Flight Management function)
- DATA LINK (ACARS)-optional
- CFDS (Centralized Fault and Display System)
- AIDS-optional
- SAT (SATCOM)-optional
- ATSU-optional.
They are composed of a keyboard and a screen for data entry/display by the
pilot or the line maintenance personnel.
2. __________________
Component Location
(Ref. Fig. 002)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
3CA1 MCDU-1 11VU 211 831 22-82-12
3CA2 MCDU-2 11VU 211 831 22-82-12
3. _____________________
R **ON A/C 001-003, 051-053,
A. MCDU Front Panel
(Ref. Fig. 003)
(1) The screen

The MCDU display contains 14 lines, each having 24 characters. Of
these 14 lines, the top line (line 1) is normally used as a title
line or to display data to which the pilot does not have access. The
bottom line (line 14) is the scratchpad line and is used by the pilot
to alter the data in the data fields.
Lines 2 through 13 are data lines arranged into six pairs (lines 2-3,
4 -5, 6-7, 8-9, 10-11, 12-13). Each pair of lines has a label line
(the top of the two lines) and a data line. The data lines are
adjacent to the line select keys, and the label line is just above
the data line.
The line pairs are referenced by line select keys as follows:

EFF :

ALL 22-82-00

Page 1
May 01/05

CES
R MCDU Interface
Figure 001

EFF :

ALL 22-82-00

Page 2
May 01/03

CES
R MCDU - Component Location
Figure 002

EFF :

ALL 22-82-00

Page 3
May 01/03

CES
MCDU Front Panel
Figure 003

R

EFF :

001-003, 051-053, 22-82-00

Page 4
May 01/05

CES
Reference Screen lines
1L - 1R 2 - 3
2L - 2R 4 - 5
3L - 3R 6 - 7
4L - 4R 8 - 9
5L - 5R 10 - 11
6L - 6R 12 - 13
The line select keys allow entry of data into a field and access to a
data or a function identified by that field.
(2) The keyboard
(a) Alphanumeric keys

Pressing an alphanumeric key (O through 9, A through Z, . (full
point), + (plus), - (minus) and / (slash)) enters that character
into the scratchpad of the MCDU.
(b) Mode keys

Pressing a mode key causes a new MCDU page to be displayed and
allows access to certain functions.
The available mode keys are:
- AIRPORT
- F-PLN
- DIR
- PROG
- PERF
- INIT
- DATA
- RAD NAV (Radio Navigation)
- FUEL PRED (Fuel Prediction)
- SEC F-PLN (Secondary flight plan)
(FMGS mode keys)
- MCDU MENU
(multi-purpose key)
- ATC COMM
(optional Air Traffic Control mode key for datalink
communication).
(c) Function keys

The function keys are described below.
- NEXT PAGE = causes horizontal slewing to occur.
- (Slew up) = causes upward vertical slewing to occur.
- (Slew down) = causes downward vertical slewing to occur.
- CLR = allows clearing of scratchpad and data fields.
- Delta (OVFY) = enters a Delta into the scratchpad.

R

EFF :

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Page 5
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CES
(3) Front panel annunciators
There are three illuminable annunciators on the MCDU front panel:
- FAIL: This annunciator comes on (amber) when the MCDU has failed.
- MCDU MENU: This annunciator comes on (white) when a system linked
to the MCDU requests the display.
- FMGC: This annunciator comes on when the FMGC is not active and
when it has sent an important message.
(4) Brightness Knob (BRT)

The BRT knob allows brightness adjustment of the screen.
(5) Not Applicable
R **ON A/C 004-049, 054-099, 101-149, 151-199, 201-233, 236-238, 301-304,

R 401-403,
A. MCDU Front Panel
(Ref. Fig. 003A)
(1) The screen

the data line.
Reference CRT lines
1L - 1R 2 - 3
2L - 2R 4 - 5
3L - 3R 6 - 7
4L - 4R 8 - 9
5L - 5R 10 - 11
6L - 6R 12 - 13

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-233, 236-238, 301-304, 401-403,
22-82-00

Page 6
Feb 01/08

CES
MCDU Front Panel
Figure 003A

R

EFF : 004-049, 054-099, 101-149, 151-199,
201-233, 236-238, 301-304, 401-403,
22-82-00

Page 7
Feb 01/08

CES
(2) The keyboard

(b) Mode keys

- AIRPORT
- F-PLN
- DIR
- PROG
- PERF
- INIT
- DATA
(FMGS mode keys)
- MCDU MENU
(multi-purpose key)
- ATC COMM
communication).
(c) Function keys

The function keys are described below:
- NEXT PAGE = causes horizontal slewing to occur.
- two spare keys.

to the MCDU requests the display.
- FMGC: This annunciator comes on when an FM page is not displayed.
(4) Brightness Knob (BRT)

The BRT knob allows brightness adjustment of the screen.

R

EFF : 004-049, 054-099, 101-149, 151-199,
201-233, 236-238, 301-304, 401-403,
22-82-00

Page 8
Feb 01/08

CES
(5) Not Applicable
R **ON A/C 234-235, 239-249, 251-299, 305-399, 404-499, 501-509, 511-526,

R 528-599,
A. MCDU Front Panel
(Ref. Fig. 003B)
(1) The screen

the data line.
Reference Screen lines
1L - 1R 2 - 3
2L - 2R 4 - 5
3L - 3R 6 - 7
4L - 4R 8 - 9
5L - 5R 10 - 11
6L - 6R 12 - 13
(2) The keyboard

(b) Mode keys

- AIRPORT
- F-PLN
- DIR
- PROG
- PERF

R

EFF : 004-049, 054-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499, 501-509,
22-82-00

Page 9
Feb 01/10
511-526, 528-599,
CES
MCDU Front Panel
Figure 003B

R

EFF : 234-235, 239-249, 251-299, 305-399,
404-499, 501-509, 511-526, 528-599,
22-82-00

Page 10
Feb 01/10

CES
- INIT
- DATA
(FMGS mode keys)
- MCDU MENU
(multi-purpose key)
- ATC COMM
communication).
- Spare key
(c) Function keys

The function keys are described below:
- (Right arrow)= causes horizontal forward page slewing to occur
when allowed (also called Next Page).
- (Left arrow)= causes horizontal backward page slewing to occur
when allowed (also called Previous Page).
- one spare key.

to the MCDU requests the display
- FM: This annunciator comes on when an FM page is not displayed.
(4) BRT/DIM keys

The BRT/DIM keys allows brightness adjustment of the screen.
The fully decreasing of the brightness switches off the MCDU.
(5) Top panel annunciators

There are five illuminable annunciators across the top of the MCDU
front panel of which one is spare and not utilized. The spare
annunciator is unlabeled but it contains an amber light.
(a) FM1 and FM2

The FM failure annunciators at the top of the MCDU indicate when
a FM failure occurs.
The FM1 failure light on MCDU1 and/or MCDU2 comes on (amber) if
FM1 is the selected FM, the MCDU BRT knob is at ON and the FM1

R

EFF : 234-235, 239-249, 251-299, 305-399,
404-499, 501-509, 511-526, 528-599,
22-82-00

Page 11
Feb 01/10

CES
subsystem identifier word (label 172) is not received for three
seconds by the MCDU.
Likewise, the FM2 failure light on MCDU1 and /or MCDU2 comes on
(amber) if FM2 is the selected FM, the MCDU BRT knob is at ON and
the FM2 subsystem identifier word is not received for three
seconds by the MCDU.
The corresponding FM failure annunciator on MCDU3 comes on only
if MCDU3 operates as a backup to MCDU1 or MCDU2. It comes on only
in the context of the failed MCDU selected FM.
Additionally, a MCDU never has both its FM failure annunciators
on. The FM failure annunciators are off when an identifier word
is received from the appropriate FM.
(b) RDY
This annunciator comes on (green) when the MCDU passes its
long-term power up or power off reset test after its BRT knob is
turned to OFF.
(c) IND
This annunciator comes on (amber) when the selected FM detects an
independent operation (loss of dual mode) while both FMs are
healthy. If either FM is failed, the annunciator is not on,
regardless of the state of the intersystem bus.
**ON A/C 001-049, 051-099, 101-149, 151-199, 201-233, 236-238, 301-304,

401-403,
B. Internal Description
(Ref. Fig. 004, 005, 006)
The MCDU includes:
- an input/output board for the acquisition of the data originating from
the front panel, the discrete inputs and six ARINC buses (5 operational
+ 1 provision) for the transmission of an ARINC bus and a discrete
output (MCDU fail).
- a processor board (A3) which consists of a microprocessor and
associated circuits : memories and clock
- a character generation digital board (A4) which generates the shape of
each character
- a character generation analog board (A5) which stands as a
digital-to-analog converter and gives orders to the deflection system
- a video-preamplifier board (A6) which receives the color signals and
generates the brightness of each gun
- a video unit (A7) which consists of the amplifier and the CRT (Cathode
RayTube)
- a low-voltage power supply unit (A1) which generates voltages to supply
the circuits and check the video unit.

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499, 501-509,
22-82-00

Page 12
Feb 01/10
511-526, 528-599,
CES
MCDU - Functional Layout
Figure 004

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-233, 236-238, 301-304, 401-403,
22-82-00

Page 13
Feb 01/08

CES
MCDU - Functional Layout
Figure 004A

R

EFF : 234-235, 239-249, 251-299, 305-399,
404-499, 501-509, 511-526, 528-599,
22-82-00

Page 14
Feb 01/10

CES
MCDU Components
Figure 005

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-233, 236-238, 301-304, 401-403,
22-82-00

Page 15
Feb 01/08

CES
MCDU Components
Figure 005A

R

EFF : 234-235, 239-249, 251-299, 305-399,
404-499, 501-509, 511-526, 528-599,
22-82-00

Page 16
Feb 01/10

CES
MCDU - Block Diagram
Figure 006

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-233, 236-238, 301-304, 401-403,
22-82-00

Page 17/18
Feb 01/08

CES
- a high-voltage power supply unit (A8) which generates the voltages to
supply the CRT.
R **ON A/C 234-235, 239-249, 251-299, 305-399, 404-499, 501-509, 511-526,

R 528-599,
B. Internal Description
(Ref. Fig. 004A, 005A, 006A)
The MCDU includes:
- the interconnection function (A1)
- the power supply function (A2)
- the graphic processing function (A3)
- the back lighting function (A4)
- the LCD (Liquid Crystal Display) matrix and drivers function (A5)
- the keyboard and annunciators function (A6).
**ON A/C ALL
4. Operation
_________
**ON A/C 001-049, 051-099, 101-149, 151-199, 201-239, 301-312, 401-499,
A. Multifunction Usage
(1) Functioning
(Ref. Fig. 007)
The MCDU is linked to both FMGCs, CFDS, and optional systems.
At power-up or after a long term power interrupt, the MCDU
communicates with the FMGC and the A/C STATUS page is displayed.
To initiate communications with another system other than the FMGC,
the pilot presses the MCDU MENU mode key. Then a menu page is
displayed (item a) indicating which system is currently active
(green) and any system requesting service (white with (REQ) displayed
with a space immediately after each menu system identifier).
(Ref. Fig. 007)
If the operator does not press any line key after 60 seconds, the
MCDU does one of the following actions:
- if an active system exists, the MCDU allows the active system to
control the display,
- if no active system exists, the MCDU will continue to display the
MCDU MENU page.
If the operator presses the line key adjacent to the desired system,
communication is broken with the active system and established with
the selected one.

EFF :

ALL 22-82-00

Page 19
Feb 01/10

CES
MCDU - Block Diagram
Figure 006A

R

EFF : 234-235, 239-249, 251-299, 305-399,
404-499, 501-509, 511-526, 528-599,
22-82-00

Page 20
Feb 01/10

CES
Functioning
Figure 007

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-239, 301-312, 401-499,
22-82-00

Page 21
Aug 01/08

CES
If the line select key corresponds to the currently active system,
the communication continues with the system. During the time between
selecting the system and receipt of the first text from the selected
system, the display as shown in figure (item b) appears.
(Ref. Fig. 007)
If communication with the selected system is not established, the
MCDU displays the data as shown in figure (item c).
(Ref. Fig. 007)
When a system other than the currently active desires to communicate
with the MCDU, it illuminates the MCDU MENU annunciator on both MCDUs
to warn the operator.
The operator has to press the MCDU MENU mode key to have the MCDU
MENU page to know what system is requesting the MCDU.
- When a system other than the FMGC is the active one, pressing any
FMGC mode key activates the FMGC.
- At the same time both MCDUs may communicate each with a different
system.
(MCDU 1 - DATA LINK)
(MCDU 2 - FMGC)
- When the FMGC is not the active system, if it has to send an
important message, it illuminates the FMGC annunciator.
(2) Data fields
(a) 1L - FMGC : allows to activate communication with the FMGCs (A/C

status page displayed).
(b) 2L - DATA LINK : allows to activate communication with the DATA

LINK.
(c) 3L - AIDS : allows to activate communication with the AIDS.
(d) 4L - CFDS : allows to activate communication with the CFDS.
(e) 5L - ATSU : allows to activate communication with the ATSU.
(f) 6R - RETURN : allows to return to the currently active system.
(g) (REQ) may be displayed on any line (1L - 5L) with a space
immediately after the requesting system ident to indicate that
the system is requesting the MCDU.
(TIME OUT) may be displayed if the communication is not
established with the system.

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-239, 301-312, 401-499,
22-82-00

Page 22
Aug 01/08

CES
(h) Messages are displayed in the scratchpad to guide the pilot.
- When MCDU MENU mode key has been pressed, SELECT DESIRED SYSTEM
is displayed.
- When a system has been called, WAIT FOR SYSTEM RESPONSE is
displayed.
- If the called system does not answer, PRESS MCDU MENU KEY is
displayed.
(i) The currently active system is displayed in green, remaining

systems are displayed in white.
When one system is selected (line select key has been pressed)
only this line is displayed in cyan with WAIT FOR SYSTEM RESPONSE
in the scratchpad.
(j) Not Applicable
(k) Not Applicable
R **ON A/C 240-249, 251-299, 313-399, 501-509, 511-526, 528-599,
A. Multifunction Usage
(1) Functioning
(Ref. Fig. 007A)
The MCDU is linked to both FMGCs, CFDS, and optional systems.
At power-up or after a long term power interrupt, the MCDU
communicates with the FMGC and the A/C STATUS page is displayed.
To initiate communications with another system other than the FMGC,
the pilot presses the MCDU MENU mode key. Then a menu page is
displayed (item a) indicating which system is currently active
(green) and any system requesting service (white with (REQ) displayed
with a space immediately after each menu system identifier).
(Ref. Fig. 007A)
If the operator does not press any line key after 60 seconds, the
MCDU does one of the following actions:
- if an active system exists, the MCDU allows the active system to
control the display,
- if no active system exists, the MCDU will continue to display the
MCDU MENU page.
If the operator presses the line key adjacent to the desired system,
communication is broken with the active system and established with
the selected one.
If the line select key corresponds to the currently active system,
the communication continues with the system. During the time between
selecting the system and receipt of the first text from the selected
system, the display as shown in figure (item b) appears.

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499, 501-509,
22-82-00

Page 23
Feb 01/10
511-526, 528-599,
CES
Functioning
Figure 007A

R

EFF : 240-249, 251-299, 313-399, 501-509,
511-526, 528-599,
22-82-00

Page 24
Feb 01/10

CES
(Ref. Fig. 007A)
If communication with the selected system is not established, the
MCDU displays the data as shown in figure (item c).
(Ref. Fig. 007A)
When a system other than the currently active desires to communicate
with the MCDU, it illuminates the MCDU MENU annunciator on both MCDUs
to warn the operator.
The operator has to press the MCDU MENU mode key to have the MCDU
MENU page to know what system is requesting the MCDU.
- When a system other than the FMGC is the active one, pressing any
FMGC mode key activates the FMGC.
- At the same time both MCDUs may communicate each with a different
system.
(MCDU 1 - DATA LINK)
(MCDU 2 - FMGC)
- When the FMGC is not the active system, if it has to send an
important message, it illuminates the FMGC annunciator.
(2) Data fields
(a) 1L - FMGC : allows to activate communication with the FMGCs (A/C

status page displayed).
(b) 2L - DATA LINK : allows to activate communication with the DATA

LINK.
(c) 3L - AIDS : allows to activate communication with the AIDS.
(d) 4L - CFDS : allows to activate communication with the CFDS.
(e) 5L - ATSU : allows to activate communication with the ATSU.
(f) 1R - SELECT NAV B/UP : allows to indicates Standby Nav

availability. The availability is determined by the MCDU and
indicated in the label and prompt lines adjacent to 1R. Standby
Navigation is available on MCDU1 and MCDU2 only if the
SWITCHING/FM selector switch is at NORM. It is unavailable at all
other times.
Standby Nav is never available on MCDU3 at any time, even when it

operates as a backup to MCDU1 or MCDU2.
If Standby Nav is available, NAV B/UP> is displayed in large font

right justified to column 24 of the data line and the label line
contains its active/inactive status. When Standby Navigation is
inactive, SELECT is displayed in small white font beginning in
column 18 of the label line and NAV B/UP is displayed in large

R

EFF : 240-249, 251-299, 313-399, 501-509,
511-526, 528-599,
22-82-00

Page 25
Feb 01/10

CES
white font. When Standby Navigation is active, DESELECT is
displayed in small white font beginning in column 16 of the label
line and NAV B/UP is displayed in large green font. If Standby
Nav is unavailable, both of these fields shall be blank.
The Standby Nav prompt operates as an ON/OFF switch for

activation and deactivation of the Standby Nav function.
Selection of 1R when SELECT is displayed results in the
activation of Standby Navigation function and display of the
Standby Nav page. Selection of 1R when DESELECT is displayed
results in the deactivation of the Standby Navigation function;
the MCDU MENU page remains displayed in this case. Selection of
1R when the field is blank has no operational effect.
(g) 4R : no prompt displayed if no subsystem connected. In this case,

it allows the insertion of MCDUMAINT password which command the
access to MCDU internal memory. This password is not displayed on
scratchpad.
(h) 6R - RETURN : allows to return to the currently active system.
(i) (REQ) may be displayed on any line (1L - 5L) with a space
immediately after the requesting system ident to indicate that
the system is requesting the MCDU.
(TIME OUT) may be displayed if the communication is not
established with the system.
(j) Messages are displayed in the scratchpad to guide the pilot.

- When MCDU MENU mode key has been pressed, SELECT DESIRED SYSTEM
is displayed.
- When a system has been called, WAIT FOR SYSTEM RESPONSE is
displayed.
- If the called system does not answer, PRESS MCDU MENU KEY is
displayed.
(k) The currently active system is displayed in green, remaining

systems are displayed in white.
When one system is selected (line select key has been pressed)
only this line is displayed in cyan with WAIT FOR SYSTEM RESPONSE
in the scratchpad.

R

EFF : 240-249, 251-299, 313-399, 501-509,
511-526, 528-599,
22-82-00

Page 26
Feb 01/10

CES
R **ON A/C ALL
B. Switching Logic (FM only)

(Ref. Fig. 008)
Each MCDU receives the state of its own FMGC on the discrete FMGC
healthy.
When there is no failure (discrete in ground state), each MCDU talks to
its own FMGC both ways.
When one FMGC is failed discrete open, both MCDUs talk with the remaining
FMGC and the OPP FMGC IN PROCESS indication is displayed in the
scratchpad (on the MCDU which switched).
The functioning of both MCDUs remains totally independent as if both
FMGCs were valid. In particular each MCDU can talk with any system the
operator has selected on the MCDU MENU page.
As soon as the failed FMGC is no more failed, the MCDU reverts to talk
with it.

EFF :

ALL 22-82-00

Page 27
Feb 01/08

CES
MCDU Switching Logic
Figure 008

EFF :

ALL 22-82-00

Page 28
Feb 01/08

CES
_______________________________________________________________
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) (3CA1,3CA2,3CA3)
____________________
REMOVAL/INSTALLATION
TASK 22-82-12-000-001
Removal of the MCDU (3CA1,3CA2,3CA3)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-82-12-991-001 Fig. 401
3. __________
Job Set-up
Subtask 22-82-12-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 3CA1
FOR 3CA2
FOR 3CA3
C/B NOT APPLICABLE

EFF :

ALL 22-82-12

Page 401
Aug 01/04

CES
4. Procedure
_________
(Ref. Fig. 401/TASK 22-82-12-991-001)
Subtask 22-82-12-020-051
A. Removal of the MCDU
NOTE : This removal procedure is applicable to each MCDU.

____
(1) Loosen the six Dzus fasteners (1) from the MCDU (2) by a quarter
turn.
(2) Pull the MCDU (2) from its housing.
(3) Disconnect the electrical connector (4).
(4) Remove the MCDU.
(5) Put blanking caps on the disconnected electrical connectors (3) and
(4).

EFF :

ALL 22-82-12

Page 402
Feb 01/98

CES
R Multipurpose Control and Display Unit (MCDU)
Figure 401/TASK 22-82-12-991-001

EFF :

ALL 22-82-12

Page 403
Aug 01/09

CES
TASK 22-82-12-400-002
Installation of the MCDU (3CA1,3CA2,3CA3)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-70-00-710-001 Operational Test of the Multipurpose Control and

Display Unit (MCDU)
22-82-12-991-001 Fig. 401
3. __________
Job Set-up
Subtask 22-82-12-865-055
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
122VU LIGHTING/INSTL LT/MAIN INST/PNL AND/PED 4LF Y04
FOR 3CA1
FOR 3CA2
FOR 3CA3
C/B NOT APPLICABLE

EFF :

ALL 22-82-12

Page 404
May 01/00
R
CES
4. Procedure
_________
(Ref. Fig. 401/TASK 22-82-12-991-001)
**ON A/C 001-003, 051-053,
Subtask 22-82-12-420-053
A. Installation of the MCDU

This installation procedure is applicable to each MCDU.
(3) Remove the blanking caps and make sure that the electrical connectors
(3) and (4) are in the correct condition.
CAUTION : IF YOU REMOVED THE TWO MCDUS (1 AND 2), BE CAREFUL TO

_______
CONNECT EACH CONNECTOR (3CA1A AND 3CA2A) TO THE CORRECT
MCDU. THIS WILL PREVENT CROSS-CONNECTION OF THE MCDUS.
(4) Connect the electrical connector (4) to the receptacle (3).
(5) Install the MCDU (2) in its housing.
(6) Tighten the six Dzus fasteners (1) on the MCDU (2) by a quarter turn.
R **ON A/C 004-049, 054-099, 101-149, 151-199, 201-239, 301-312, 401-499,
Subtask 22-82-12-420-053-A


_______

EFF :

ALL 22-82-12

Page 405
Aug 01/09

CES
NOTE : The MCDU is equipped with two connectors.

____
Connect the electrical connector B(J1).
The electrical connector B(J2) must not be used.
R **ON A/C 240-249, 251-299, 313-399, 501-509, 511-526, 528-599,
Subtask 22-82-12-420-053-B


_______
NOTE : The MCDU is equipped with two connectors.

____
Connect the electrical connector B(J1) and the electrical
connector B(J2).

R

EFF : 004-049, 054-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499, 501-509,
22-82-12

Page 406
Feb 01/10
511-526, 528-599,
CES
**ON A/C ALL
Subtask 22-82-12-865-056
breaker(s):
4LF
FOR 3CA1
11CA1
FOR 3CA2
11CA2
CAUTION : IF YOU REMOVED THE TWO MCDUS (1 AND 2), MAKE

_______ SURE THAT:
- WHEN YOU CLOSE CIRCUIT BREAKER 11CA1, POWER IS SUPPLIED TO
MCDU 1
- WHEN YOU CLOSE CIRCUIT BREAKER 11CA2, POWER IS SUPPLIED TO
MCDU 2.
THIS IS A CHECK TO MAKE SURE THAT THERE IS NO CROSS-CONNECTION
OF THE ELECTRICAL CONNECTORS.
Subtask 22-82-12-710-053
C. Do the operational test of the system (Ref. TASK 22-70-00-710-001).
5. Close-up
________
Subtask 22-82-12-860-050
items.

EFF :

ALL 22-82-12

Page 407
Aug 01/09

CES
_______________________________________________________________
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) (3CA1,3CA2,3CA3)
_________________
CLEANING/PAINTING
TASK 22-82-12-100-001
Cleaning of the Multipurpose Control Display Unit (MCDU)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
No specific absorbent surgical cotton wadding

No specific impregnated screen pad 2000
No specific optical precision pad
No specific sterile gauze pad
B. Consumable Materials
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
Material No. 11-010 USA TT-I-735 GRADE A

ISOPROPYL ALCOHOL (Ref. 20-31-00)
Material No. 11-020
VISUAL DISPLAY UNIT ANTI-STATIC CLEANER
(Ref. 20-31-00)
3. __________
Job Set-up
Subtask 22-82-12-869-050
A. There is no special job set-up for this task.

EFF :

ALL 22-82-12

Page 701
May 01/05

CES
4. Procedure
_________
Subtask 22-82-12-100-053
A. Cleaning of the Screen of the MCDU
CAUTION : BE VERY CAREFUL WHEN YOU CLEAN THE SCREEN OF THE MCDU. IT IS
_______
NOT POSSIBLE TO REPLACE THE GLASS. IF YOU CAUSE DAMAGE TO THE
GLASS, THE DAMAGE WILL BE PERMANENT.
CAUTION : MAKE SURE THAT YOU OBEY THE INSTRUCTIONS IN THE CLEANING
_______
PROCEDURE THAT FOLLOWS. INCORRECT CLEANING CAN CAUSE DAMAGE TO
THE ANTI-REFLECTIVE COATING.
IT IS NOT PERMITTED TO USE TISSUES SUCH AS KLEENEX TISSUES.
SUCH TISSUES CAN CAUSE LOCAL REMOVAL OF THE SURFACE TREATMENT,
AND THUS HALOS OR SCRATCHES.
ALWAYS APPLY THE CLEANING AGENT TO THE PAD AND NOT TO THE
SCREEN.
R CAUTION : USE ONLY THE SPECIFIED MATERIALS AND OBEY THE INSTRUCTIONS FROM
_______
R THE MANUFACTURERS. OTHER MATERIALS CAN CAUSE DAMAGE TO THE
R SURFACE PROTECTION OF THE COMPONENTS AND THE RELATED AREA.
(1) Make an absorbent surgical cotton wadding or a sterile gauze pad or

an optical precision pad moist with CLEANING AGENTS (Material No. 11-
020) or CLEANING AGENTS (Material No. 11-010), or use an impregnated
screen pad 2000.
(2) Move the moist wad (or pad) lightly across the surface of the screen
(one time only).
(3) If you find again marks or dust on the screen, do steps (1) and (2)
again with a new piece of moist wad (or pad). Do these steps again
until the screen is fully clean.
NOTE : Use a new pad (or wad) each time to prevent scratches that can
____
be caused by a dusty pad.
(4) Dry the screen with a clean wad (or pad). To do this, move the clean
wad (or pad) lightly across the surface of the screen (one time
only).
NOTE : We recommend to frequently clean the screen to remove finger

____
marks or dust.

EFF :

ALL 22-82-12

Page 702
Aug 01/08

CES
5. Close-up
________
Subtask 22-82-12-942-053
items.

EFF :

ALL 22-82-12

Page 703
May 01/05

CES
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC) - DESCRIPTION AND OPERATION
__________________________________________________________________________
1. _______
General
The Flight Management and Guidance Computer (FMGC) is a digital computer to
8MCU in conformity with ARINC Specification 600.
**ON A/C 001-049, 051-099, 101-105, 201-210,
(Ref. Fig. 001)
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(Ref. Fig. 001A)
**ON A/C ALL
It is to be noted that some boards in the computer are equipped with a

memory module. The access to these modules is from the outside of the unit.
The computer consists of two separate parts : a command channel and a
monitoring channel.
**ON A/C 001-049, 051-099, 101-105, 201-210,
(Ref. Fig. 002)
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(Ref. Fig. 002A)
**ON A/C ALL
The command channel ensures two functions : the management of the flight and
the guidance.
The monitoring channel only ensures the guidance function.
The two channels are physically separate :
- each channel has its own power supply unit.
- the electronic boards assigned to each channel are located in different
zones in the computer unit.
- the electrical routings are separate.
- the pin connections at the output connectors are duplicated and separate.

EFF :

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R FMGC - Front Panel
R Figure 001

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CES
FMGC - Front Panel
Figure 001A

R

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301-399, 401-499, 501-509, 511-526, 528-599,
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FMGC - Internal Arrangement (Standard B and Common Standard)
Figure 002

R

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Nov 01/05

CES
FMGC - Internal Arrangement
Figure 002A

R

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301-399, 401-499, 501-509, 511-526, 528-599,
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At software level, the programming languages of the command and monitoring
channels are different.
For the GUIDANCE function, the engage logic of the AP, FD and A/THR systems
in command and monitoring channels is achieved in hard-wired circuitry.
R
2. Component
__________________
Location
(Ref. Fig. 003)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1CA1 FMGC-1 83VU 122 824 22-83-34
1CA2 FMGC-2 84VU 128 824 22-83-34
3. __________________
System Description
**ON A/C 001-049, 051-061, 101-105,
A. Command Channel
(Ref. Fig. 004)
(1) Flight management

This digital section comprises three processors, each one being
located on one board.
(a) Input/output processor (input/output board)

It ensures the functions below:
- ARINC interface with specific peripherals (MCDUs, data loader,
EFIS, FMS Intersystem bus, printer/ACARS).
- dialogue with the other two processors through a common memory
located on the same board.
(b) Data base processor (data base board)

The data bank is located on the same board in the mass memory.
This board includes a memory module.
This processor manages the data bank and certain background tasks
which are not performed by the main processor.
It dialogues with the other two processors through the common
memory and with the FG part through a shared memory located on
the board.
The common memory is supplied with 5V from a battery.
It is therefore maintained in the event of aircraft power cutoff
(Ref. para. (3)).

EFF :

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Page 6
Aug 01/06

CES
FMGC - Component Location
Figure 003

R

EFF :

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Page 7
May 01/03

CES
FMGC - Architecture
Figure 004

R

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(c) The FM CPU board fulfills the flight management tasks.
The board is equipped with a memory module. It also includes the
shared memory for dialogue with the FG part.
Upon energization a test program is activated if the aircraft is
on the ground.
(2) Guidance function
(a) Digital part

This part uses two processors : the INNER LOOP processor and the
GUIDANCE COMMAND processor.
The dialogue between the two processors is performed through a
shared memory.
The correct running of the program is checked by a watchdog. The
result is directly taken into account in the system engagement
hardwired logic on the EXTENSION COM board.
Safety tests are activated at power-up when the aircraft is on
the ground.
The guidance part, command channel, is integrated on three
boards:
- a ILCPU (Inner Loop CPU)
- a CPU AFS
- an EXTENSION COM
1
_ ILCPU board
This board which includes the INNER LOOP processor is equipped
with a memory module.
It ensures the following functions:
- ARINC acquisition of the peripherals for the INNER LOOP
processor and transmission to the GUIDANCE processor.
- transmission of data to the peripherals by means of two
ARINC buses : bus A (high speed) and bus B (low speed).
These buses are looped back on the GUIDANCE MONITOR for
monitoring purposes.
- computation of the AP, FD and A/THR inner loops control laws
and vote of the AP signals between the command and
monitoring channels
- monitoring through comparison of the AP signals between the
two channels.
2
_ The GUIDANCE part is integrated in the other two boards in the
command channel.
The CPU AFS board includes a memory module.
The GUIDANCE part ensures the functions below:
- ARINC acquisition for the Flight Management (FM) and
guidance functions either directly or through the INNER LOOP
board

EFF :

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R
CES
- dialogue with the FM part
- computation of the operational logic
- computation of the AP, FD and A/THR outer loop signals and
transmission of these signals to the INNER LOOP processor
- transmission of the flight management parameters on the
ARINC bus C
- monitoring of the alpha floor detection
(b) Hardwired logic

It is integrated in the EXTENSION COM board. It ensures the
functions below:
1
_ AP engage logic
Engagement of the AP function depends on:
- the software conditions of the AP function
- the status of the GUIDANCE logic (monitoring of peripherals,
FMGC hardware, watchdog)
- the status of the long power failure from the power supply
unit
- the activation of the AP pushbutton switch on the FCU.
2
_ A/THR engage logic
The operation is similar to that of the AP engage logic.
3
_ FD engage logic
Engagement of the FD function depends on:
- the status of the GUIDANCE logic
- the activation of the FD pushbutton switch.
4
_ FCU monitoring
This monitoring consists in reading, on the FCU bus, the data
transmitted by the FMGC through the bus A. If an unhealthy
operation is detected, the FCU FAIL signal is set to FAIL and
causes the internal reconfiguration of the FCU between FCU 1
and FCU 2.

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R
CES
(3) Power supply unit
(Ref. Fig. 005)
The power supply unit delivers these voltages for the command
channel:
- +5 V BATT from a battery which keeps the FM common memory supplied
- +15 V, -15 V, +5 V, +28 V from the filtered aircraft 28 V (Ref.
22-84-00).
These voltages are monitored by the program which takes into
account their status.
A circuit monitors the level of the 28 V and detects any power
cutoff.
Three cases may arise:
- Cutoffs less than 2 ms : these cutoffs have no impact on the
operation of the FMGC.
- Short cutoffs : between 2 ms and 200 ms for the GUIDANCE part and
between 2 ms and 4 s for the MANAGEMENT part.
The detection circuits provide the safeguard of the RAM memories
and enable the microprocessors to restart at power restoration.
This transient must not cause disconnection of the AP, FD or A/THR
systems
- Long cutoffs : more than 200 ms for the GUIDANCE part or 4 s for
the MANAGEMENT part.
All these cutoffs result in disconnection of the AP, FD and A/THR
systems.
However, the microprocessors must be able to restart at power
restoration.
No flight data must be lost if the cutoff is less than 5 min.
B. Monitoring Channel (Guidance Only)

This channel includes a digital part and a hardwired logic as the
GUIDANCE COMMAND channel.
(1) Digital part

This part is integrated on two boards:
- a CPU AFS board
- an EXTENSION MON board
A memory module is located on the CPU AFS board.
It ensures these functions:
- ARINC acquisition of GUIDANCE peripherals
- computation of the AP/FD outer loop signals for the monitored modes
- computation of the inner loops control laws and vote of the AP
signals between the command and monitoring channels.
- transmission of computed data to the command channel through a
low-speed ARINC bus called INTERNAL bus
- monitoring of the AP/FD signals through comparison with the command
signals

R

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FMGC - Architecture
Figure 004A

R

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Page 12
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Power Supply Unit
Figure 005

R

EFF :

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Page 13
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- monitoring of the alpha floor detection.
(2) Hardwired logic

It is identical with the logic of the command channel although it
does not include the FCU monitoring circuits.

It is identical with the power supply unit of the command channel
although it does not include a 5 V battery.
C. Back Connector
(Ref. Fig. 006)
The back of the computer is equipped with a size 3 connector.
D. Carry on Loader
The wiring necessary to the loading of each FMGC by the carry on loader
is routed from the FMGC back connectors to two identical connectors.
These connectors 4CA1 and 4CA2 (one per computer) are located in the
cockpit on the FMS LOAD panel 52VU.
R **ON A/C 062-099, 201-210,
A. Command Channel
(Ref. Fig. 004)

This digital section comprises three processors, each one being
located on one board.
(a) Input/output processor (input/output board)

It ensures the functions below:
- ARINC interface with specific peripherals (MCDUs, data loader,
EFIS, FMS Intersystem bus, printer/ACARS).
- dialogue with the other two processors through a common memory
located on the same board.
(b) Data base processor (data base board)

The data bank is located on the same board in the mass memory.
This board includes a memory module.
This processor manages the data bank and certain background tasks
which are not performed by the main processor.
It dialogues with the other two processors through the common
memory and with the FG part through a shared memory located on
the board.
The common memory is supplied with 5V from a battery.

R

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CES
Connector FMGC
Figure 006

R

EFF :

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Page 15
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CES
It is therefore maintained in the event of aircraft power cutoff
(Ref. para. (3)).
(c) The FM CPU board fulfills the flight management tasks.

The board is equipped with a memory module. It also includes the
shared memory for dialogue with the FG part.
Upon energization a test program is activated if the aircraft is
on the ground.
(a) Digital part

shared memory.
the ground.
boards:
- a CPU AFS
- an EXTENSION COM
1
_ ILCPU board
monitoring channels
two channels.
2
command channel.

R

EFF :

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Page 16
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board
ARINC bus C
(b) Hardwired logic

functions below:
1
_ AP engage logic
unit
2
3
_ FD engage logic
4
_ FCU monitoring
and FCU 2.

R

EFF :

062-099, 201-210, 22-83-00

Page 17
Nov 01/05

CES
(Ref. Fig. 005)
channel:
22-84-00).
cutoff.
systems
systems.
restoration.

(1) Digital part

- a CPU AFS board
signals

R

EFF :

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Page 18
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CES
(2) Hardwired logic


C. Back Connector
(Ref. Fig. 006)
D. Carry on Loader
A system loading is provided (FMGC data base loading) in the cockpit
(Ref. 31-38-00).
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
A. Command Channel
(Ref. Fig. 004A)

The FM card assembly is set on only one slot of the FMGC. This FM
card assembly comprises a Processor card, a Memory card and an I/O
controller card.
(a) Processor card (CPM = Core Processing Module)

This CPM fullfills all the flight management functions.
This module exchanges data:
- with the I/O controller card through the Inter-Module Memory
(IMM)
- with the FG/FE through the FM/FG common memory.
This module contains Flash EEPROM memory to store the FMS
sotware.
(b) Memory card

this card is plugged to the CPM card and provides:
- FM/FG common memory
- Flash data memory
- Battery-backed memory.

R

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-00

Page 19
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528-599,
CES
(c) I/O controller card (IOM = Input Output Module)
This card consists of two lanes (IOC 1 and IOC 2).
Each lane is comprised of :
- one processor
- Flash Memory
- dual port RAM (called Inter Module Memory IMM)
- several I/O ports (ARINC 429, RS-485, Ethernet, RS232).
The IOC 1 ensures additional functions:
- system synchronization with the FG timing
- generation of the CPM host interrupt signal for partition
scheduling
- synchronization between IOM and CPM.
The FMS provides an RS-485 intersystem bus with a transport
capability of 625 Kbytes/s.
This bus allows the FMS to be run in dual mode.
(a) Digital part

shared memory.
the ground.
boards:
- a CPU AFS
- an EXTENSION COM
1
_ ILCPU board
monitoring channels

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
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Page 20
Feb 01/10

CES
two channels.
2
command channel.
board
ARINC bus C
(b) Hardwired logic

functions below:
1
_ AP engage logic
unit
2
3
_ FD engage logic
4
_ FCU monitoring
and FCU 2.

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-00

Page 21
Feb 01/10

CES
(Ref. Fig. 005)
channel:
22-84-00).
cutoff.
systems
systems.
restoration.

(1) Digital part

- a CPU AFS board
signals

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-00

Page 22
Feb 01/10

CES
(2) Hardwired logic


C. Back Connector
(Ref. Fig. 006)
D. Carry on Loader
A system loading is provided in the cockpit
(Ref. 31-38-00).

R

EFF : 106-149, 151-199, 211-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-00

Page 23
Feb 01/10

CES
____________________________________________________________
COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC) (1CA1,1CA2)
____________________
REMOVAL/INSTALLATION
TASK 22-83-34-000-001
Removal of the FMGC (1CA1,1CA2)
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

R External Power
R 24-41-00-862-002 De-energize the Aircraft Electrical Circuits Supplied
R from the External Power
Menu Page
22-83-34-991-001 Fig. 401

EFF :

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Page 401
Aug 01/01

CES
3. __________
Job Set-up
Subtask 22-83-34-810-050
A. Trouble Shooting Data

You can print the Trouble Shooting Data (TSD) as follows:
- get access to the SYSTEM REPORT/TEST menu page (Ref. TASK 31-32-00-860-
001),
- on this page, push the line key adjacent to the AFS indication,
- on the AFS MAIN MENU page, push the line key adjacent to the TROUBLE
SHOOTING DATA indication to get the AFS/TROUBLE SHOOTING page,
- on this page, push the line key adjacent to the BITE SELECTION (FG1 and
FG2, COM and MON, FM1 and FM2 indications to get the AFS/TROUBLE
SHOOTING page(s),
- print the AFS/TROUBLE SHOOTING page(s).
R **ON A/C 001-049, 051-099, 101-105, 201-210,
Subtask 22-83-34-860-051

(Ref. TASK 24-41-00-861-002).
(2) On the center pedestal, on the MCDU related to the faulty FMGC:
- adjust the brightness of the MCDU screen,
- push the DATA mode key to obtain the DATA INDEX page,
- push the line key adjacent to the A/C STATUS indication,
- make a note of the PERF FACTOR value (6R),
- set the brightness to off.

002).

EFF :

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Page 402
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CES
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
Subtask 22-83-34-860-051-A

(Ref. TASK 24-41-00-861-002).
(2) On the center pedestal, on the MCDU related to the faulty FMGC:
- make a note of the IDLE/PERF value (6L),

002).
**ON A/C ALL
Subtask 22-83-34-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 1CA1
FOR 1CA2
Subtask 22-83-34-010-051
D. Get Access
(1) Put the access platform in position at zone 128.
(2) Open the access door 824.

EFF :

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Page 403
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CES
4. Procedure
_________
(Ref. Fig. 401/TASK 22-83-34-991-001)
Subtask 22-83-34-020-051
A. Removal of the FMGC
NOTE : The procedure is the same for the FMGCs 1CA1 and 1CA2.
____
(1) Loosen the nuts (3) on the front of the rack (2).
(2) Lower the nuts (3).
(3) Pull the FMGC (5) on its rack (2) to disconnect the electrical
connectors (1).
(4) Remove the FMGC (5) from its rack (2).
(5) Put blanking caps on the electrical connectors (1).

EFF :

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Page 404
Nov 01/02
R
CES
Flight Management and Guidance Computer (FMGC)
Figure 401/TASK 22-83-34-991-001

EFF :

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Page 405
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CES
**ON A/C 001-049, 051-061, 101-105,
TASK 22-83-34-400-001
Installation of the FMGC (1CA1,1CA2)
1. __________________
Reason for the Job
NOTE : This installation procedure includes the usual test and an additional
____
check. The additional check is for a computer modified for the
aircraft by the replacement of the OBRM(s) in the shop. If the
computer installed was modified for the aircraft by the replacement
of the OBRM(s) in the shop, you must do the additional check.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
R 22-10-00-710-002 Operational Test of Autopilot Disengagement and

R Locking Devices of the Side Stick Controller and
R Rudder Pedals
R 22-70-00-610-008 Uploading of the FM Data
R 22-70-00-710-001 Operational Test of the Multipurpose Control and
R Display Unit (MCDU)
R 22-97-00-710-001 Operational Test of the LAND CAT III Capability
External Power
Menu Page
52-41-00-410-002 Close the Avionics Compartment Doors after Access
22-83-34-991-001 Fig. 401

EFF :

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CES
3. __________
Job Set-up
Subtask 22-83-34-860-050
824 in zone 128.
Subtask 22-83-34-865-051
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 1CA1
FOR 1CA2
4. Procedure
_________
(Ref. Fig. 401/TASK 22-83-34-991-001)
Subtask 22-83-34-420-051
A. Installation of the FMGC
(3) Remove the blanking caps from the electrical connectors (1).
(4) Make sure that the electrical connectors (1) are in the correct
condition.
(5) Install the FMGC (5) on its rack (2).
(6) Push the FMGC (5) on the rack (2) to connect the electrical
connectors (1).

R

EFF :

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CES
CAUTION : MAKE SURE THAT THE OBRM(S) IS (ARE) CORRECTLY INSTALLED. IF

_______
IT (THEY) IS(ARE) NOT INSTALLED CORRECTLY, PUSH THE OBRM(S)
Subtask 22-83-34-865-052
breaker(s):
FOR 1CA1
10CA1
FOR 1CA2
10CA2
Subtask 22-83-34-860-052

(Ref. TASK 24-41-00-861-002).
(2) On the center pedestal, on the MCDU related to the replacement FMGC:
- make sure that the PERF FACTOR value is the same as the value you
wrote during the removal. If not:
- write the PERF FACTOR value in the scratchpad,
- enter this value in line (6R),
R **ON A/C 001-049, 101-105,
R Subtask 22-83-34-710-063
R D. Do these tests:
R (1) Operational Test of the AFS (Ref. TASK 22-96-00-710-001).
R NOTE : As an alternative, you can do this operational test without

____
R the CFDS (Ref. TASK 22-10-00-710-002).

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CES
R (2) Operational Test of the MCDU (Ref. TASK 22-70-00-710-001).
R On the A/C STATUS page:
R - do a check of the active data base of the installed FMGC for
R correct dates and serial numbers shown (it is necessary to open the
R circuit breaker of the opposite FMGC).
R If not, do the loading of the correct data base (Ref. TASK 22-70-
R 00-610-008).
R
R NOTE : If the aircraft is operated in CAT 3 conditions, you must also

____
R do this test: Land CAT 3 Capability Test (Ref. TASK 22-97-00-
R 710-001).
R **ON A/C 051-061,
R Subtask 22-83-34-710-063-A

____

R 00-610-008), or do the crossloading (Ref. TASK 22-70-00-610-009).
R

____
R 710-001).

EFF :

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CES
R **ON A/C 001-049, 051-061, 101-105,
Subtask 22-83-34-710-052
R E. Additional check (CFDS available)
(1) Do the procedure to get the SYSTEM REPORT/TEST page (Ref. TASK 31-32-
00-860-001).
NOTE : The actions and results of this procedure occur the MCDU you
____
use.
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. Push the line key adjacent to the - The AFS MAIN MENU page comes into
AFS indication. view.
2. Push the line key adjacent to the - The AFS/LRU IDENTIFICATION page comes
LRU IDENT indication. into view.
Make sure that the P/N shown on the LRU IDENTIFICATION page is the
same as the computer P/N (given on the front face).
NOTE : If the P/N is not the same, you must remove the computer and
____
return it to the shop.
5. Close-up
________
Subtask 22-83-34-410-050
A. Close Access
items.
(2) Close the access door 824, (Ref. TASK 52-41-00-410-002).

R

EFF :

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CES
R **ON A/C ALL
R TASK 22-83-34-400-001-C
R Installation of the FMGC (1CA1,1CA2)
R 1. __________________
Reason for the Job
R NOTE : This installation procedure includes the usual test and an additional
____
R check. The additional check is for a computer modified for the
R aircraft by the replacement of the OBRM(s) in the shop. If the
R computer installed was modified for the aircraft by the replacement
R of the OBRM(s) in the shop, you must do the additional check.
R 2. ______________________
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------

R Rudder Pedals
R External Power
R Menu Page
R 22-83-34-991-001 Fig. 401
R 3. __________
Job Set-up
R NOTE : Removal and installation of the FMGC affects the CAT II/III status of
____
R the airplane. A CAT III qualified mechanic is required to return the
R airplane to a CAT II/III status. The applicable Land CAT III Test
R (AMM 22-97-00/501) must be performed before the airplane is returned
R to a CAT II/III status (Ref AMM 22-97-00/201).

R

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CES
R Subtask 22-83-34-865-064
R A. Make sure that this(these) circuit breaker(s) is(are) open, safetied and
R tagged
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------
R FOR 1CA1
R FOR 1CA2
R 4. Procedure
_________
R (Ref. Fig. 401/TASK 22-83-34-991-001)
R Subtask 22-83-34-420-057
R A. Installation of the FMGC
R (1) Clean the component interface and/or the adjacent area.
R (2) Do an inspection of the component interface and/or the adjacent area.
R (3) Remove the blanking caps from the electrical connectors (1).
R (4) Make sure that the electrical connectors (1) are in the correct
R condition.
R (5) Install the FMGC (5) on its rack (2).
R (6) Push the FMGC (5) on the rack (2) to connect the electrical
R connectors (1).
R (7) Engage the nuts (3) on the studs (4) and tighten.

_______
R UNTIL THE LOCKING DEVICES ARE LOCKED.

R

EFF :

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CES
R Subtask 22-83-34-865-065
R B. Remove the safety clip(s) and the tag(s) and close this(these) circuit
R breaker(s):
R FOR 1CA1
R 10CA1
R FOR 1CA2
R 10CA2
R Subtask 22-83-34-860-070
R C. Aircraft Maintenance Configuration
R (1) Energize the aircraft electrical circuits

R (Ref. TASK 24-41-00-861-002).
R (2) On the center pedestal, on the MCDU related to the replacement FMGC:
R - adjust the brightness of the MCDU screen,
R - push the DATA mode key to obtain the DATA INDEX page,
R - push the line key adjacent to the A/C STATUS indication,
R - make sure that the PERF FACTOR value is the same as the value you
R wrote during the removal. If not:
R - write the PERF FACTOR value in the scratchpad,
R - enter this value in line (6R),
R - set the brightness to off.
R **ON A/C 001-049, 101-105,
R Subtask 22-83-34-710-064

____

R 00-610-008).
R

R

EFF :

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Feb 01/10

CES
____
R 710-001).
R **ON A/C 051-099, 106-149, 151-199, 201-249, 251-299, 301-399, 401-499,

R 501-509, 511-526, 528-599,
R Subtask 22-83-34-710-064-A

____

R

____
R 710-001).
R **ON A/C ALL
R Subtask 22-83-34-710-065
R (1) Do the procedure to get the SYSTEM REPORT/TEST page (Ref. TASK 31-32-
R 00-860-001).
R NOTE : The actions and results of this procedure occur the MCDU you
____
R use.

R

EFF :

ALL 22-83-34

Page 414
Feb 01/10

CES
R -------------------------------------------------------------------------------
R ACTION RESULT
R -------------------------------------------------------------------------------
R 1. Push the line key adjacent to the - The AFS MAIN MENU page comes into
R AFS indication. view.
R 2. Push the line key adjacent to the - The AFS/LRU IDENTIFICATION page comes
R LRU IDENT indication. into view.
R Make sure that the P/N shown on the LRU IDENTIFICATION page is the
R same as the computer P/N (given on the front face).
R NOTE : If the P/N is not the same, you must remove the computer and
____
R return it to the shop.
R 5. Close-up
________
R Subtask 22-83-34-410-056
R A. Close Access
R (1) Make sure that the work area is clean and clear of tool(s) and other
R items.
R (3) Remove the access platform(s).

R

EFF :

ALL 22-83-34

Page 415
Feb 01/10

CES
R **ON A/C 062-099, 106-149, 151-199, 201-249, 251-299, 301-399, 401-499,
R 501-509, 511-526, 528-599,
R TASK 22-83-34-400-001-D
R 1. __________________
Reason for the Job
____
R 2. ______________________
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------

R Rudder Pedals
R Menu Page
R 22-83-34-991-001 Fig. 401
R 3. __________
Job Set-up
____

R

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-34

Page 416
Feb 01/10
528-599,
CES
R Subtask 22-83-34-865-066
R tagged
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------
R FOR 1CA1
R FOR 1CA2
R 4. Procedure
_________
R (Ref. Fig. 401/TASK 22-83-34-991-001)
R Subtask 22-83-34-420-058
R condition.
R connectors (1).

_______

R

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-34

Page 417
Feb 01/10
528-599,
CES
R Subtask 22-83-34-865-067
R breaker(s):
R FOR 1CA1
R 10CA1
R FOR 1CA2
R 10CA2
R Subtask 22-83-34-710-066
R C. Do these tests:

____
R (a) On the A/C STATUS page:

R do a check of the P/N reference of the installed FMGC for correct
R dates and serial numbers shown (it is necessary to open the
R circuit breaker of the opposite FMGC):
R
R NOTE : If the aircraft is operated in CAT 3 conditions, you must

____
R also do this test: Land CAT 3 Capability Test (Ref. TASK
R 22-97-00-710-001).
R Subtask 22-83-34-710-067
R D. Additional check (CFDS available)
R 00-860-001).
____
R use.

R

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-34

Page 418
Feb 01/10
528-599,
CES
R -------------------------------------------------------------------------------
R ACTION RESULT
R -------------------------------------------------------------------------------
____
R 5. Close-up
________
R Subtask 22-83-34-410-057
R A. Close Access
R items.

R

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-34

Page 419
Feb 01/10
528-599,
CES
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
TASK 22-83-34-400-001-A
1. __________________
Reason for the Job
____
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
22-10-00-710-002 Operational Test of Autopilot Disengagement and

Locking Devices of the Side Stick Controller and
Rudder Pedals
22-70-00-710-001 Operational Test of the Multipurpose Control and
Display Unit (MCDU)
External Power
Menu Page
22-83-34-991-001 Fig. 401

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-34

Page 420
Feb 01/10

CES
3. __________
Job Set-up
Subtask 22-83-34-860-055
824 in zone 128.
Subtask 22-83-34-865-055
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 1CA1
FOR 1CA2
4. Procedure
_________
(Ref. Fig. 401/TASK 22-83-34-991-001)
Subtask 22-83-34-420-053
condition.
connectors (1).

R

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-34

Page 421
Feb 01/10

CES

_______
Subtask 22-83-34-865-056
breaker(s):
FOR 1CA1
10CA1
FOR 1CA2
10CA2
R **ON A/C 106-149, 151-199, 211-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Subtask 22-83-34-860-056-A

(Ref. TASK 24-41-00-861-002).
- make sure that the IDLE/PERF value are the same as the value you
- enter ARM into brackets in the CHG CODE line (5L),
NOTE : ARM is the default code. You can customize this code by
____
entering 3 other characters in the AMI file.
- write the IDLE/PERF value in the scratchpad,

- enter this value in line (6L),

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-34

Page 422
Feb 01/10

CES
**ON A/C 201-210,
Subtask 22-83-34-860-056

(Ref. TASK 24-41-00-861-002).
**ON A/C 106-149, 151-199, 211-233, 236-238, 301-304, 401-499,
Subtask 22-83-34-710-055
D. Do these tests:
(1) Operational Test of the AFS (Ref. TASK 22-96-00-710-001).
NOTE : As an alternative, you can do this operational test without

____
the CFDS (Ref. TASK 22-10-00-710-002).
(2) Operational Test of the MCDU (Ref. TASK 22-70-00-710-001).
(a) On the A/C STATUS page:

do a check of the P/N reference of the installed FMGC for correct
dates and serial numbers shown (it is necessary to open the
circuit breaker of the opposite FMGC):
Disk (1CAMD3)

EFF : 106-149, 151-199, 201-233, 236-238,
301-304, 401-499,
22-83-34

Page 423
Feb 01/10

CES
Disk (1CAMD2)
If not, do the loading of the correct data base (Ref. TASK 22-70-
00-610-008), or do the crossloading (Ref. TASK 22-70-00-610-009).
NOTE : If the aircraft is operated in CAT 3 conditions, you must

____
also do this test: Land CAT 3 Capability Test (Ref. TASK
22-97-00-710-001).
**ON A/C 201-210,
Subtask 22-83-34-710-055-B
D. Do these tests:

____
the CFDS (Ref. TASK 22-10-00-710-002).

On the A/C STATUS page:
- do a check of the active data base of the installed FMGC for

____
do this test: Land CAT 3 Capability Test (Ref. TASK 22-97-00-
710-001).
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
Subtask 22-83-34-710-055-A
D. Do these tests:

____
the CFDS (Ref. TASK 22-10-00-710-002).

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-34

Page 424
Feb 01/10

CES
(a) On the A/C STATUS page:

do a check of the P/N reference of the installed FMGC for correct
dates and serial numbers shown (it is necessary to open the
circuit breaker of the opposite FMGC):
Disk (1CAMD3)
Disk (1CAMD2)
- The Magnetic Variation Data Base with the applicable disk
(1CAMD4)
NOTE : If the aircraft is operated in CAT 3 conditions, you must

____
also do this test: Land CAT 3 Capability Test (Ref. TASK
22-97-00-710-001).
R **ON A/C 106-149, 151-199, 201-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
Subtask 22-83-34-710-056
E. Additional check (CFDS available)
00-860-001).
____
use.

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-34

Page 425
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
____
5. Close-up
________
Subtask 22-83-34-410-052
A. Close Access
items.

EFF : 106-149, 151-199, 201-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-83-34

Page 426
Feb 01/10

CES
R **ON A/C 062-099, 106-149, 151-199, 201-249, 251-299, 301-399, 401-499,
R 501-509, 511-526, 528-599,
R TASK 22-83-34-400-001-E
R 1. __________________
Reason for the Job
____
R 2. ______________________
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------

R Rudder Pedals
R External Power
R Menu Page
R 22-83-34-991-001 Fig. 401
R 3. __________
Job Set-up
____

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-34

Page 427
Feb 01/10
528-599,
CES
R Subtask 22-83-34-865-068
R tagged
R -------------------------------------------------------------------------------
R -------------------------------------------------------------------------------
R FOR 1CA1
R FOR 1CA2
R 4. Procedure
_________
R (Ref. Fig. 401/TASK 22-83-34-991-001)
R Subtask 22-83-34-420-059
R condition.
R connectors (1).

_______

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-34

Page 428
Feb 01/10
528-599,
CES
R Subtask 22-83-34-865-069
R breaker(s):
R FOR 1CA1
R 10CA1
R FOR 1CA2
R 10CA2
R Subtask 22-83-34-860-073
R C. Aircraft Maintenance Configuration
R (1) Energize the aircraft electrical circuits

R (Ref. TASK 24-41-00-861-002).
R (2) On the center pedestal, on the MCDU related to the replacement FMGC:
R - adjust the brightness of the MCDU screen,
R - push the DATA mode key to obtain the DATA INDEX page,
R - push the line key adjacent to the A/C STATUS indication,
R - make sure that the PERF FACTOR value is the same as the value you
R wrote during the removal. If not:
R - write the PERF FACTOR value in the scratchpad,
R - enter this value in line (6R),
R - set the brightness to off.
R Subtask 22-83-34-710-068

____

R

____
R 710-001).

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-34

Page 429
Feb 01/10
528-599,
CES
R Subtask 22-83-34-710-069
R 00-860-001).
____
R use.
R -------------------------------------------------------------------------------
R ACTION RESULT
R -------------------------------------------------------------------------------
____
R 5. Close-up
________
R Subtask 22-83-34-410-058
R A. Close Access
R items.

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-83-34

Page 430
Feb 01/10
528-599,
CES
**ON A/C 062-099,
TASK 22-83-34-400-001-B
1. __________________
Reason for the Job
____
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Menu Page
22-83-34-991-001 Fig. 401

EFF :

062-099, 22-83-34

Page 431
Feb 01/10

CES
3. __________
Job Set-up
Subtask 22-83-34-860-057
824 in zone 128.
Subtask 22-83-34-865-057
tagged
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
FOR 1CA1
FOR 1CA2
4. Procedure
_________
(Ref. Fig. 401/TASK 22-83-34-991-001)
Subtask 22-83-34-420-054
condition.
connectors (1).

EFF :

062-099, 22-83-34

Page 432
Feb 01/10

CES

_______
Subtask 22-83-34-865-058
breaker(s):
FOR 1CA1
10CA1
FOR 1CA2
10CA2
Subtask 22-83-34-860-058

(Ref. TASK 24-41-00-861-002).
Subtask 22-83-34-710-058
D. Additional check (CFDS available)
00-860-001).
____
use.

EFF :

062-099, 22-83-34

Page 433
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
____
5. Close-up
________
Subtask 22-83-34-410-053
A. Close Access
items.

EFF :

062-099, 22-83-34

Page 434
Feb 01/10

CES
ELECTRICAL POWER SUPPLY (FMGS) - DESCRIPTION AND OPERATION
__________________________________________________________
1. Location
____________________________
of Circuit Breakers
The circuit breakers associated with the FMGS circuits are located on the
overhead C/B panel (49VU) and the rear C/B panel (121VU) (Ref 22-00-00 for
A/C General Power Supply).
2. __________________
System Description
A. Power Supply of FMGCs

(Ref. Fig. 001)
(1) 28VDC Power Supply

The FMGCs are supplied with 28VDC.
(2) Miscellaneous
In addition to the 28VDC power supply, the following signals are fed
to the FMGCs:
- chassis ground,
- side 1 signals (C and M) wired to the ground on the FMGC1 only
(priority).
B. Power Supply of FCU

(Ref. Fig. 002)
(1) 28VDC Power Supply

The FCU is supplied with 28VDC.
The chassis ground of the FCU is connected to the aircraft ground.
(2) Lighting
The FCU is supplied with three lighting power supplies:
(a) Lighting voltages for engaged modes.

- The 5VAC/3VAC variable voltage is controlled by means of the
INT LT/ANN LT switch located on the overhead panel (Ref.
33-14-00).
- At system or mode engagement, this voltage enables the
illumination of the green indication on the corresponding
pushbutton switch.
(b) FCU lighting voltage

- The 5VAC/3VAC variable voltage is controlled by means of a
potentiometer located under the FCU (Ref. 33-13-00).
- This voltage enables the illumination of the front panel of the
FCU.

EFF :

ALL 22-84-00

Page 1
Feb 01/98

CES
Power Supply of FMGCs
Figure 001

EFF :

ALL 22-84-00

Page 2
Feb 01/98

CES
Power Supply of FCU
Figure 002

EFF :

ALL 22-84-00

Page 3
Feb 01/98

CES
(c) Integral lighting voltage
- The 5VAC/3VAC variable voltage is controlled by means of a
potentiometer located under the FCU (Ref. 33-13-00).
Considering the dissipated power, this voltage is delivered to
the FCU in two steps
- This voltage is used for LCD and placard lighting.
(d) Lamp test

A lamp test signal can be fed to the FCU by means of the INT
LT/ANN LT switch on the overhead panel (Ref. 33-14-00).
During the test, this signal activates the lighting of the LCD
engaged mode indications and placards.
C. Side Stick and Rudder Pedals Locking Circuits

The aircraft 28VDC is delivered through relays controlled by the FMGCs
to:
- the Captain and First Officer side-stick locking solenoids,
- the artificial feel stiffening solenoids (Ref. 22-11-00, Para. 2).
**ON A/C 001-049, 051-061, 101-105,
D. Power Supply of MCDUs and Carry on Data Loader

(Ref. Fig. 003)
R **ON A/C 062-099, 106-149, 151-199, 201-249, 251-299, 301-399, 401-499,

R 501-509, 511-526, 528-599,
D. Power Supply of MCDUs

(Ref. Fig. 003A)
**ON A/C ALL
(1) 115VAC Power Supply

The MCDUs are supplied with 115VAC/400Hz. The connectors associated
with the data loader are supplied with the same 115V as the MCDUs.
(2) Lighting Voltages

Each MCDU is supplied with two types of lighting voltages.
(a) Annunciator lighting

The 5VAC/3VAC voltage is controlled by means of the INT LT/ANN LT
switch located on the overhead panel (Ref. 33-14-00).

EFF :

ALL 22-84-00

Page 4
Feb 01/10

CES
MCDUs and Data Loader - Power Supply
Figure 003

R

EFF :

001-049, 051-061, 101-105, 22-84-00

Page 5
May 01/05

CES
MCDUs - Power Supply
Figure 003A

R

EFF : 062-099, 106-149, 151-199, 201-249,
251-299, 301-399, 401-499, 501-509, 511-526,
22-84-00

Page 6
Feb 01/10
528-599,
CES
(b) Integral lighting
The 5VAC/3VAC variable voltage is controlled by means of the
potentiometer associated with the center pedestal and instrument
panel lighting (Ref. 33-13-00).
(c) Miscellaneous
1
_ Ground
In addition to the 115VAC ground, each MCDU receives a chassis
ground as well as pin program ground(s) which determine the
side.
A chassis ground is also wired to the FMS LOAD connectors.
2
_ Lamp test
The INT LT/ANN LT switch (Ref. 33-14-00) enables, through a
discrete, the annunciator light test to be performed.

EFF :

ALL 22-84-00

Page 7
Feb 01/99

CES
DISCRETES/ANALOG INTERFACES (FMGS) - DESCRIPTION AND OPERATION
______________________________________________________________
1. _______
General
There is a segregation in the aircraft electrical routing between the side 1
and the side 2. The wires for the command channel and those for the
monitoring channel are also separated in each side.
The different interconnections are defined in the schematic diagrams of the
circuit CA.
2. ________________
Discrete Signals
A. FMGC (Flight Management and Guidance Computer)
(1) Discrete inputs (pin programs are not listed)
---------------------------------------------------------------------------
NAME ELECTRICAL LEVEL FROM SIGNAL STATUS
---------------------------------------------------------------------------
FAC OPP HLTY COM GND/O.C. FAC OPP GND=HEALTHY
FAC OPP HLTY MON GND/O.C. FAC OPP GND=HEALTHY
ATH OPP ENGD COM GND/O.C. FCU OPP GND=ENGAGED
ATH OPP ENGD MON GND/O.C. FCU OPP GND=ENGAGED
ELAC OPP AP DISC COM GND/O.C. ELAC OPP O.C.=DISCONNECTION
ELAC OPP AP DISC MON GND/O.C. ELAC OPP O.C.=DISCONNECTION
AP OPP ENGD COM GND/O.C. FMGC OPP GND=ENGAGED
AP OPP ENGD MON GND/O.C. FMGC OPP GND=ENGAGED
FD OPP ENGD COM GND/O.C. FMGC OPP GND=ENGAGED
FD OPP ENGD MON GND/O.C. FMGC OPP GND=ENGAGED
BSCU OPP VALID COM GND/O.C. BSCU GND=VALID
BSCU OPP VALID MON GND/O.C. BSCU GND=VALID
FAC OWN HLTY COM GND/O.C. FAC OWN GND=HEALTHY
FAC OWN HLTY MON GND/O.C. FAC OWN GND=HEALTHY
ATH OWN ENGD COM OPP GND/O.C. FMGC OPP GND=ENGAGED
ATH OWN ENGD COM OWN GND/O.C. FCU OWN GND=ENGAGED
ATH OWN ENGD MON OPP GND/O.C. FMGC OPP GND=ENGAGED
ATH OWN ENGD MON OWN GND/O.C. FCU OWN GND=ENGAGED
ELAC OWN AP DISC COM GND/O.C. ELAC OWN O.C.=DISCONNECTION
ELAC OWN AP DISC MON GND/O.C. ELAC OWN O.C.=DISCONNECTION
AP OWN ENGD COM OWN GND/O.C. FMGC OWN GND=ENGAGED
AP OWN ENGD COM OPP GND/O.C. FMGC OWN GND=ENGAGED
AP OWN ENGD MON OWN GND/O.C. FMGC OWN GND=ENGAGED
AP OWN ENGD MON OPP GND/O.C. FMGC OWN GND=ENGAGED
BSCU OWN VALID COM GND/O.C. BSCU GND=VALID
BSCU OWN VALID MON GND/O.C. BSCU GND=VALID
FCU OWN AP SW COM GND/O.C. FCU OWN GND=PUSHED
FCU OWN AP SW MON GND/O.C. FCU OWN GND=PUSHED
AP INST DISC NC GND/O.C. RELAY O.C.=ACTION

EFF :

ALL 22-85-00

Page 1
Feb 01/98

CES
---------------------------------------------------------------------------
---------------------------------------------------------------------------
AP INST DISC NO GND/O.C. RELAY O.C.=ACTION
RIGHT WHEEL SPD GND/O.C. BSCU GND=SPD>70KT
LEFT WHEEL SPD GND/O.C. BSCU GND=SPD>70KT
FWC OWN VALID GND/O.C. FWC OWN GND=VALID
FWC OPP VALID GND/O.C. FWC OPP GND=VALID
PFD OWN VALID GND/O.C. DMC OWN GND=VALID
PFD OPP VALID GND/O.C. DMC OPP GND=VALID
PS SPLIT GND/O.C. CNTORS GND=PS SPLIT
FCU OWN ATH SW COM GND/O.C. FCU OWN GND=PUSHED
FCU OWN ATH SW MON GND/O.C. FCU OWN GND=PUSHED
ATH INST DISC NC GND/O.C. RELAYS O.C.=ACTION
ATH INST DISC NO GND/O.C. RELAYS O.C.=ACTION
ATT 3 SW GND/O.C. SWITCHES GND=ATT 3
NOSE GEAR OWN GND/O.C. LGCIU OWN GND=GEAR PRESSED
ADC 3 SW GND/O.C. SWITCHES GND=ADC 3
SIDE 1 (COM) GND/O.C. A/C GND GND=SIDE 1
(O.C.=SIDE 2)
SIDE 1 (MON) GND/O.C. A/C GND GND=SIDE 1
(O.C.=SIDE 2)
FCU OWN HLTY GND/O.C. FCU OWN GND=HEALTHY
FCU OPP HLTY GND/O.C. FCU OPP GND=HEALTHY
ENG OWN STOP GND/O.C. SW ENG GND=STOPPED
ENG OPP STOP GND/O.C. SW ENG GND=STOPPED
MCDU OPP FAIL GND/O.C. MCDU OPP O.C.=FAIL
NAV CONTROL OWN GND/O.C. RMP OWN GND=FM CTL
(O.C.=RMP CTL)
NAV CONTROL OPP GND/O.C. RMP OPP GND=FM CTL
(O.C.=RMP CTL)
MCDU OWN FAIL GND/O.C. MCDU OWN O.C.=FAIL
FMGC OPP HLTY GND/O.C. FMGC OPP GND=HEALTHY
DATA LOADER 1 GND/O.C. I DATA I GND=DATA
DATA LOADER 2 GND/O.C. I LOADER I LOADER
DATA LOADER 3 GND/O.C. I I CONNECTED

EFF :

ALL 22-85-00

Page 2
Feb 01/98

CES
(2) Discrete outputs
-------------------------------------------------------------------------
NAME ELECTRICAL LEVEL TO SIGNAL STATUS
-------------------------------------------------------------------------
ILS TEST INHIBIT GND/O.C. ILS OWN GND=INHIBITED
FCU OWN FAIL GND/O.C. FCU OWN GND=VALID
ATH OWN ENGD COM OPP GND/O.C. FCU OWN GND=ENGAGED
AP OWN ENGD COM OWN GND/O.C. FCU OWN GND=ENGAGED
FD OWN ENGD COM OPP GND/O.C. FCU OWN GND=ENGAGED
ATH OWN ENGD COM OWN GND/O.C. FMGC&FCU OWN GND=ENGAGED
AP OWN ENGD COM OPP GND/O.C. FMGC OWN&OPP GND=ENGAGED
FD OWN ENGD COM OWN GND/O.C. FCU OWN GND=ENGAGED
STICK LOCK COM 28V/O.C. RELAYS GND=LOCKED
RUDDER LOCK COM 28V/O.C. RELAY GND=LOCKED
FMGC HLTY GND/O.C. MCDU OWN GND=HEALTHY
ATH OWN ENGD MON OPP GND/O.C. FMGC OWN&OPP GND=ENGAGED
AP OWN ENGD MON OWN GND/O.C. FCU OWN GND=ENGAGED
FD OWN ENGD MON OPP GND/O.C. FMGC OPP GND=ENGAGED
ATH OWN ENGD MON OWN GND/O.C. FCU OWN GND=ENGAGED
AP OWN ENGD MON OPP GND/O.C. FMGC OWN&OPP GND=ENGAGED
FD OWN ENGD MON OWN GND/O.C. FCU OWN GND=ENGAGED
STICK LOCK MON GND/O.C. RELAYS GND=LOCKED
RUDDER LOCK MON GND/O.C. RELAY GND=LOCKED

EFF :

ALL 22-85-00

Page 3
Feb 01/98

CES
B. FCU (Flight Control Unit)
(1) Discrete inputs
-------------------------------------------------------------------------
-------------------------------------------------------------------------
FD1 ENGD MON OWN GND/O.C. FMGC1 GND=ENGAGED
FD1 ENGD COM OWN GND/O.C. FMGC1 GND=ENGAGED
LAMP TEST GND/O.C. RELAY GND=TEST
FCU1 FAIL GND/O.C. FMGC1 GND=VALID
ATH1 ENGD MON OWN GND/O.C. FMGC1 GND=ENGAGED
ATH1 ENGD COM OWN GND/O.C. FMGC1 GND=ENGAGED
ATH2 ENGD MON OWN GND/O.C. FMGC2 GND=ENGAGED
ATH2 ENGD COM OWN GND/O.C. FMGC2 GND=ENGAGED
AP1 ENGD MON OWN GND/O.C. FMGC1 GND=ENGAGED
AP1 ENGD COM OWN GND/O.C. FMGC1 GND=ENGAGED
AP2 ENGD MON OWN GND/O.C. FMGC2 GND=ENGAGED
AP2 ENGD COM OWN GND/O.C. FMGC2 GND=ENGAGED
CHASSIS GROUND GND/O.C. A/C GND PERMANENT
FCU2 FAIL GND/O.C. FMGC2 GND=VALID
-------------------------------------------------------------------------
NAME ELECTRICAL LEVEL TO SIGNAL STATUS
-------------------------------------------------------------------------
ATH1 SW COM GND/O.C. FMGC1 GND=PUSHED
ATH1 SW MON GND/O.C. FMGC1 GND=PUSHED
ATH2 SW COM GND/O.C. FMGC2 GND=PUSHED
ATH2 SW MON GND/O.C. FMGC2 GND=PUSHED
FCU1 HLTY GND/O.C. FMGC1 GND=HEALTHY
FCU2 HLTY GND/O.C. FMGC2 GND=HEALTHY
CMD1 SW COM GND/O.C. FMGC1 GND=PUSHED
CMD1 SW MON GND/O.C. FMGC1 GND=PUSHED
CMD2 SW COM GND/O.C. FMGC2 GND=PUSHED
CMD2 SW MON GND/O.C. FMGC2 GND=PUSHED

EFF :

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Page 4
Feb 01/98

CES
C. MCDU (Multipurpose Control and Display Unit)
(1) Discrete inputs
_______________________________________________________________________
| NAME ELECTRICAL LEVEL SIGNAL STATUS |
|---------------------------------------------------------------------|
| SDI1 GND/O.C. I see the |
| SDI2 GND/O.C. I note |
| LAMP TEST GND/O.C. GND=TEST |
| ACTIVE PORT PROGRAM GND/O.C. GND=HEALTHY |
| (FMGC HLTY) |
|_____________________________________________________________________|
NOTE : (A/C GND = 1)

____
SD1=1,SD2=0 for the MCDU1.
SD1=0,SD2=1 for the MCDU2.
_______________________________________________________________________
| NAME ELECTRICAL LEVEL TO SIGNAL STATUS |
|---------------------------------------------------------------------|
| MCDU FAIL DISCRETE GND/O.C. FMGC1 & 2 O.C.=FAIL |
|_____________________________________________________________________|
NOTE : If the MCDU3 is installed, the MCDU FAIL DISCRETE is not

____
wired.

EFF :

ALL 22-85-00

Page 5
Feb 01/98

CES
R BUS INTERFACES (FMGS) - DESCRIPTION AND OPERATION
_________________________________________________
1. _______
General
There is a segregation in the routing of the ARINC buses in the aircraft:
- between the side 1 and the side 2
- between the command and the monitoring channels in each side.
The detail of the wiring is shown in the schematic diagrams of the circuit
CA.
2. ______________________
ARINC Interconnections
A. FMGC (Flight Management and Guidance Computer)
(1) ARINC inputs
-------------------------------------------------------------------
NAME SPD FROM REMARK
-------------------------------------------------------------------
CLOCK LS CLOCK
FAC OPP (COM) HS FAC OPP
FAC OPP (MON) HS FAC OPP
FAC OWN (COM) HS FAC OWN
FAC OWN (MON) HS FAC OWN
ADC I ADIRS LS I ADIRU
IRS I 3 HS I 3
IRS I OPP HS I OPP
IRS I OWN HS I OWN
FADEC OPP A LS ENG OPP ECU
FADEC OPP B LS ENG OPP ECU
FADEC OWN A LS ENG OWN ECU
FADEC OWN B LS ENG OWN ECU
FCDC OPP LS FCDC OPP
FCDC OWN LS FCDC OWN
FQI LS FQIC
RA OPP LS RA OPP XCVR
RA OWN LS RA OWN XCVR
DME OPP LS DME OPP INTRG
DME OWN LS DME OWN INTRG
VOR OPP LS VOR/MKR OPP RCVR
VOR OWN LS VOR/MKR OWN RCVR
ILS OPP LS ILS OPP RCVR
ILS OWN LS ILS OWN RCVR
ACARS LS ACARS MU OPTIONAL
PRINTER LS PRINTER OPTIONAL
WBS LS WBS OPTIONAL

EFF :

ALL 22-86-00

Page 1
May 01/07

CES
-------------------------------------------------------------------
-------------------------------------------------------------------
ISB IN HS FMGC OPP
FMGC MON IN HS FMGC OWN
FMGC OPP A (MON) HS FMGC OPP
FMGC OPP A (COM) HS FMGC OPP
FMGC OWN A HS FMGC OWN
FMGC OWN B LS FMGC OWN
MCDU OPP IN LS MCDU OPP
MCDU OWN IN LS MCDU OWN
DATA LOADER IN LS CARRY ON LOADER PORTABLE
(2) ARINC outputs
-------------------------------------------------------------------
NAME SPD TO REMARK
-------------------------------------------------------------------
ISB OUT HS FMGC OPP
FMGC MON OUT HS FMGC OWN
AIDS/ACARS LS PRINTER/ACARS MU OPTIONAL
EIS HS DMC1/2/3
FMGC OWN A HS FAC1/2
FMGC OWN B LS FAC1/2
FMGC OWN CB1 LS I NAV/COM
FMGC OWN CB2 LS I LRUs
MCDU OPP OUT HS MCDU OPP
MCDU OWN OUT HS MCDU OWN
DATA LOADER OUT LS CARRY ON LOADER PORTABLE

EFF :

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Page 2
Feb 01/98

CES
(3) Labels of ARINC outputs
This table contains all the output parameters in digital form. They
are sorted as per the numerical order of their output label.
The following table gives:
- SYS LABEL SDI: (SDAC, FWC, DMC...) output label for which the
parameter is available.
- PARAMETER DEFINITION: parameter name.
- RANGE ACCURACY: measurement range. Maximum value transmitted. When
the digital value changes, the change step is equal to the
accuracy.
- UNIT: unit in which the digital value is transmitted.
- SIG BIT: indicates whether a sign bit is available.
- DATA BITS: number of bits used by the parameter in the label.
- UPD/MSEC: output transmission interval. The refresh rate is given
in milliseconds.
- CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code.
- ALPHA CODE: indicates the parameter mnemonic code.
- SOURCE ORIGIN: parameter source computer or system.
(a) FMGC OWN A
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.033.00 | ILS FREQ |W 108-111.95| MHZ| | 4 | 360| BCD| | |
| 2.033.00 | OPP | | | | | | | | |
| | | | | | | | | | |
| 1.040.00 | CITY PAIR| | | | | 360| ISO| | |
| 2.040.00 | | | | | | | | | |
| TO | | | | | | | | | |
| 1.042.00 | | | | | | | | | |
| 2.042.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.050.00 |LOC SENSIB| W +/- 8 | | 29 | 15 | 60 | BNR| | |
| 2.050.00 |ILITY CORR| | | | | | | | |

EFF :

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Page 3
Feb 01/98

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| 1.051.00 |MANEUVRING| W 512 | KT | | 15 | 60 | BNR| | |
| 2.051.00 |SPEED REF | | | | | | | | |
| | | | | | | | | | |
| 1.057.00 |DELTA Q | W +/- 32 | DEG| 29 | 15 | 60 | BNR| | |
| 2.057.00 |COM | | | | | | | | |
| |UPSTREAM | | | | | | | | |
| |VOTER | | | | | | | | |
| | | | | | | | | | |
| 1.060.00 |DELTA P | W +/- 32 | DEG| 29 | 15 | 60 | BNR| | |
| 2.060.00 |(AIL) | | | | | | | | |
| |UPSTREAM | | | | | | | | |
| |VOTER | | | | | | | | |
| | | | | | | | | | |
| 1.061.00 |DELTA P | W +/- 64 | DEG| 29 | 15 | 60 | BNR| | |
| 2.061.00 |(SPL) | | | | | | | | |
| |UPSTREAM | | | | | | | | |
| |VOTER | | | | | | | | |
| | | | | | | | | | |
| 1.062.00 |DELTA R | W +/- 32 | DEG| 29 | 15 | 60 | BNR| | |
| 2.062.00 |UPSTREAM | | | | | | | | |
| |VOTER | | | | | | | | |
| | | | | | | | | | |
| 1.063.00 |DELTA NOSE| W +/- 32 | DEG| 29 | 15 | 60 | BNR| | |
| 2.063.00 |WHEEL | | | | | | | | |
| |UPSTREAM | | | | | | | | |
| |VOTER | | | | | | | | |
| | | | | | | | | | |
| 1.073.00 |V2 SPEED | W 512 | KT | | 11 | 60 | BNR| | |
| 2.073.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.077.00 |APPROACH | W 512 | KT | | 11 | 60 | BNR| | |
| 2.077.00 |SPEED FM | | | | | | | | |
| | | | | | | | | | |
| 1.103.00 |PFD SEL | W 512 | KT | | 11 | 60 | BNR| | |
| 2.103.00 |SPEED | | | | | | | | |
| | | | | | | | | | |
| 1.105.00 |RUNWAY | W +/- 180 | DEG| 29 | 11 | 360| BNR| | |

EFF :

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Page 4
Feb 01/98

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 2.105.00 |HDG MEM | | | | | | | | |
| | | | | | | | | | |
| 1.106.00 |PRESET | W 4.096 | M | | 12 | 360| BNR| | |
| 2.106.00 |MACH FROM | | | | | | | | |
| |FCU OR | | | | | | | | |
| |MCDU | | | | | | | | |
| | | | | | | | | | |
| 1.107.00 |PRESET | W 512 | KT | | 11 | 360| BNR| | |
| 2.107.00 |SPD FROM | | | | | | | | |
| |FCU OR | | | | | | | | |
| |MCDU | | | | | | | | |
| | | | | | | | | | |
| 1.131.00 | | W 65536 | m | | 15 | 60| BNR| | |
| 2.131.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.132.00 |DVCH | W 1024 | KT | | 15 | 60| BNR| | |
| 2.132.00 | | | | | | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 301-399,

R 401-499,
| 1.133.00 |THROTTLE | W 180 | DEG| | 12 | 60 | BNR| | |

| 2.133.00 |POS (TLA) | | | | | | | | |
| | | | | | | | | | |
| 1.140.00 |ROLL FD | W +/- 180 | DEG| 29 | 12 | 60 | BNR| | |
| 2.140.00 |COM | | | | | | | | |
| | | | | | | | | | |
| 1.141.00 |PITCH | W +/- 180 | DEG| 29 | 12 | 60 | BNR| | |
| 2.141.00 |FD COM | | | | | | | | |
| | | | | | | | | | |
| 1.143.00 |YAW | W +/- 180 | DEG| 29 | 12 | 60 | BNR| | |
| 2.143.00 |FD COM | | | | | | | | |
| | | | | | | | | | |
| 1.144.00 |ACCURACY | W +/- 45 | DEG| 29 | 15 | 60 | BNR| | |
| 2.144.00 |INPUT | | | | | | | | |
-------------------------------------------------------------------------------

EFF :

ALL 22-86-00

Page 5
Nov 01/08

CES
R **ON A/C 501-509, 511-526, 528-599,
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.133.00 |THROTTLE | W 180 | DEG| | 15 | 60 | BNR| | |

| 2.133.00 |POS (TLA) | | | | | | | | |
| | | | | | | | | | |
| 1.140.00 |ROLL FD | W +/- 180 | DEG| 29 | 12 | 60 | BNR| | |
| 2.140.00 |COM | | | | | | | | |
| | | | | | | | | | |
| 1.141.00 |PITCH | W +/- 180 | DEG| 29 | 12 | 60 | BNR| | |
| 2.141.00 |FD COM | | | | | | | | |
| | | | | | | | | | |
| 1.143.00 |YAW | W +/- 180 | DEG| 29 | 12 | 60 | BNR| | |
| 2.143.00 |FD COM | | | | | | | | |
| | | | | | | | | | |
| 1.144.00 |ACCURACY | W +/- 45 | DEG| 29 | 15 | 60 | BNR| | |
| 2.144.00 |INPUT | | | | | | | | |
-------------------------------------------------------------------------------
**ON A/C ALL
| 1.145.00 |DISCRETE | | | | 13 | 60 | DIS| | |

| 2.145.00 |WORD 5 | | | | | | | | |
| | | | | | | | | | |
| |MACH SEL |Bit status 1| | 11 | | | | | |
| | | | | | | | | | |
| |V. PATH/ |Bit status 1| | 12 | | | | | |
| |SPEED | | | | | | | | |
| |SUBMODE | | | | | | | | |
| | | | | | | | | | |
| |V. PATH/ |Bit status 1| | 13 | | | | | |
| |THRUST | | | | | | | | |
| |SUBMODE | | | | | | | | |
| | | | | | | | | | |
| |V/S SEL |Bit status 1| | 14 | | | | | |
| |SUBMODE | | | | | | | | |

EFF :

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Page 6
Feb 01/10

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |FPA SEL |Bit status 1| | 15 | | | | | |
| |SUBMODE | | | | | | | | |
| | | | | | | | | | |
| |ALT SEL |Bit status 1| | 16 | | | | | |
| |SUBMODE | | | | | | | | |
| | | | | | | | | | |
| |SPD THRUST|Bit status 1| | 17 | | | | | |
| |SUBMODE | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 18 | | | | | |
| | | | | | | | | | |
| |AUTO SPD |Bit status 1| | 19 | | | | | |
| |CONTROL | | | | | | | | |
| | | | | | | | | | |
| |MANUAL SPD|Bit status 1| | 20 | | | | | |
| |CONTROL | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 21 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 22 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 23 | | | | | |
| | | | | | | | | | |
| |PITCH FD |Bit status 1| | 24 | | | | | |
| |BARS | | | | | | | | |
| |FLASHING | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 26 | | | | | |
| | | | | | | | | | |
| |SPD WINDOW|Bit status 1| | 27 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |TOP OF SPD|Bit status 1| | 28 | | | | | |
| |SYNCHRO | | | | | | | | |
| | | | | | | | | | |

EFF :

ALL 22-86-00

Page 7
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |FMS MACH |Bit status 1| | 29 | | | | | |
| |SELECTION | | | | | | | | |
-------------------------------------------------------------------------------
| 1.146.00 |DISCRETE | | | | 15 | 60 | DIS| | |
| 2.146.00 |WORD 4 | | | | | | | | |
| | | | | | | | | | |
| |AP INSTINC|Bit status 0| | 11 | | | | | |
| |TIVE DISC | | | | | | | | |
| | | | | | | | | | |
| |AP ENGAGED|Bit status 1| | 12 | | | | | |
| | | | | | | | | | |
| |FD ENGAGED|Bit status 1| | 13 | | | | | |
| | | | | | | | | | |
| |LAND TRK |Bit status 1| | 14 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 15 | | | | | |
| | | | | | | | | | |
| |LAND II |Bit status 1| | 16 | | | | | |
| |CAPABILITY| | | | | | | | |
| | | | | | | | | | |
| |LAND III |Bit status 1| | 17 | | | | | |
| |FAIL PASSI| | | | | | | | |
| |VE CAPLTY | | | | | | | | |
| | | | | | | | | | |
| |FAIL OPER | | | | | | | | |
| |CAPLTY | | | | | | | | |
| | | | | | | | | | |
| |AP INOP |Bit status 1| | 19 | | | | | |
| | | | | | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |FAIL PASSI| | | | | | | | |
| |VE INOP | | | | | | | | |
| | | | | | | | | | |

EFF :

ALL 22-86-00

Page 8
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |FAIL OPER | | | | | | | | |
| |INOP | | | | | | | | |
| | | | | | | | | | |
| |CAPACITY | | | | | | | | |
| | | | | | | | | | |
| |FAIL | | | | | | | | |
| |PASSIVE | | | | | | | | |
| |CAPACITY | | | | | | | | |
| | | | | | | | | | |
| |FAIL OPER | | | | | | | | |
| |CAPACITY | | | | | | | | |
| | | | | | | | | | |
| |RWY HDG |Bit status 1| | 26 | | | | | |
| |MEM | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------
| 1.155.00 |theta c AP| W +/- 20 | DEG| 29 | 15 | 60 | BNR| | |
| 2.155.00 |UPR MODES | | | | | | | | |
| | | | | | | | | | |
| 1.156.00 |DNZC AP | W +/- 1.2 | g | 29 | 15 | 60 | BNR| | |
| 2.156.00 |UPR MODES | | | | | | | | |
| | | | | | | | | | |
| 1.157.00 |phi c AP | W +/- 45 | DEG| 29 | 15 | 60 | BNR| | |
| 2.157.00 |UPR MODES | | | | | | | | |
| | | | | | | | | | |
| 1.160.00 |theta c FD| W +/- 180 | DEG| 29 | 15 | 60 | BNR| | |
| 2.160.00 |UPR MODE | | | | | | | | |
| | | | | | | | | | |
| 1.164.00 |FM ALT | W 65536 | FT | | 16 | 360| BNR| | |

EFF :

ALL 22-86-00

Page 9
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 2.164.00 |CONSTRAINT| | | | | | | | |
| | | | | | | | | | |
| 1.165.00 |RADIO | W +/- 8192| FT | 29 | 16 | 60 | BNR| | |
| 2.165.00 |HEIGHT OPP| | | | | | | | |
| | | | | | | | | | |
| 1.172.00 |RUNWAY | W +/- 180 | DEG| 29 | 11 | 360| BNR| | |
| 2.172.00 |HDG OPP | | | | | | | | |
| | | | | | | | | | |
| 1.173.00 |LOCALIZER | W +/- 0.4 | DDM| 29 | 12 | 60 | BNR| | |
| 2.173.00 |DEV OPP | | | | | | | | |
| | | | | | | | | | |
| 1.174.00 |GLIDE DEV | W +/- 0.8 | DDM| 29 | 12 | 60 | BNR| | |
| 2.174.00 |OPP | | | | | | | | |
| | | | | | | | | | |
| 1.204.00 |ALTITUDE |W +/- 131072| FT | 29 | 17 | 360| BNR| | |
| 2.204.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.205.00 |MACH | W 4.096 | M | | 16 | 60 | BNR| | |
| 2.205.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.206.00 |CAS | W 1024 | KT | | 14 | 60 | BNR| | |
| 2.206.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.214.00 |FLX TO | W +/- 128 | C | 29 | 7 | 360| BNR| | |
| 2.214.00 |TEMP | | | | | | | | |
| | | | | | | | | | |
| 1.233.00 |FLIGHT | | | | 16 | 360| ISO| | |
| 2.233.00 |NUMBER | | | | | | | | |
| TO | | | | | | | | | |
| 1.236.00 | | | | | | | | | |
| 2.236.00 | | | | | | | | |
-------------------------------------------------------------------------------
| 1.270.00 |ATS | | | | 10 | 60 | DIS| | |
| 2.270.00 |DISCRETE | | | | | | | | |
| |WORD | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 11 | | | | | |
| | | | | | | | | | |

EFF :

ALL 22-86-00

Page 10
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPARE | | | 12 | | | | | |
| | | | | | | | | | |
| |A/THR |Bit status 1| | 13 | | | | | |
| |ENGAGED | | | | | | | | |
| | | | | | | | | | |
| |A/THR |Bit status 1| | 14 | | | | | |
| |ACTIVE | | | | | | | | |
| | | | | | | | | | |
| |A/THR |Bit 13 = 1 | | | | | | | |
| |ARMED |Bit 14 = 0 | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 15 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 16 | | | | | |
| | | | | | | | | | |
| |ATS |Bit status 1| | 17 | | | | | |
| |INSTINCT | | | | | | | | |
| |DISCONNECT| | | | | | | | |
| | | | | | | | | | |
| |ATS SPD |Bit status 1| | 18 | | | | | |
| |MACH MODE | | | | | | | | |
| | | | | | | | | | |
| |FCU MACH |Bit status 1| | 19 | | | | | |
| |SELECTION | | | | | | | | |
| | | | | | | | | | |
| |RETARD |Bit status 1| | 20 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |THRUST N1 |Bit status 1| | 21 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |THRUST EPR|Bit status 1| | 22 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |ATS ALPHA |Bit status 1| | 23 | | | | | |
| |FLOOR | | | | | | | | |
| | | | | | | | | | |
| |A/THR INOP|Bit status 1| | 24 | | | | | |

EFF :

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Page 11
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 26 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------
| 1.271.00 |ATS FMA DW| | | | 13 | 60 | DIS| | |
| 2.271.00 | | | | | | | | | |
| | | | | | | | | | |
| |TO/GA |Bit status 1| | 11 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |MCT |Bit status 1| | 12 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |FLX |Bit status 1| | 13 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |CLB |Bit status 1| | 14 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |THR |Bit status 1| | 15 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |IDLE |Bit status 1| | 16 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |A.FLOOR |Bit status 1| | 17 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |TO/GA LOCK|Bit status 1| | 18 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |

EFF :

ALL 22-86-00

Page 12
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPEED |Bit status 1| | 19 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |MACH |Bit status 1| | 20 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |ASYM |Bit status 1| | 21 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |CLB DEMAND|Bit status 1| | 22 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |MCT DEMAND|Bit status 1| | 23 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 24 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 26 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 301-399,

R 401-499,
| 1.272.00 |FADEC DW | | | | 4 | 60 | DIS| | |

| 2.272.00 | | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 11 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 12 | | | | | |
| | | | | | | | | | |

EFF :

ALL 22-86-00

Page 13
Nov 01/08

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPARE | | | 13 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 14 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 15 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 16 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 17 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 18 | | | | | |
| | | | | | | | | | |
| |A/THR SEL |Bit status 1| | 19 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 20 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 21 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 22 | | | | | |
| | | | | | | | | | |
| |FLEX TO |Bit status 1| | 23 | | | | | |
| |MODE SEL | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 24 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 26 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |CORE SPEED|Bit status 1| | 28 | | | | | |
| |AT OR | | | | | | | | |
| |ABOVE IDLE| | | | | | | | |
| |(N1 more | | | | | | | | |
| |than or | | | | | | | | |
| |equal to | | | | | | | | |
| |N1 IDLE) | | | | | | | | |

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499,
22-86-00

Page 14
Nov 01/08

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |N1 IDLE |Bit status 1| | 29 | | | | | |
-------------------------------------------------------------------------------
R **ON A/C 501-509, 511-526, 528-599,
| 1.272.00 |FADEC DW | | | | 4 | 60 | DIS| | |

| 2.272.00 | | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 11 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 12 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 13 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 14 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 15 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 16 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 17 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 18 | | | | | |
| | | | | | | | | | |
| |A/THR SEL |Bit status 1| | 19 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 20 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 21 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 22 | | | | | |
| | | | | | | | | | |
| |FLEX TO |Bit status 1| | 23 | | | | | |
| |MODE SEL | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 24 | | | | | |

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499, 501-509,
22-86-00

Page 15
Feb 01/10
511-526, 528-599,
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
R | | | | | | | | | | |
R | |SPARE | | | 25 | | | | | |
R | | | | | | | | | | |
R | |SPARE | | | 26 | | | | | |
R | | | | | | | | | | |
R | |SPARE | | | 27 | | | | | |
R | | | | | | | | | | |
R | |ENGINE |Bit status 1| | 28 | | | | | |
R | |AT OR | | | | | | | | |
R | |ABOVE IDLE| | | | | | | | |
R | |(EPR more | | | | | | | | |
R | |than or | | | | | | | | |
R | |equal to | | | | | | | | |
R | |EPR IDLE) | | | | | | | | |
R | | | | | | | | | | |
R | |EPR IDLE |Bit status 1| | 29 | | | | | |
R -------------------------------------------------------------------------------
R **ON A/C ALL
| 1.273.00 |DISCRETE | | | | 13 | 60 | DIS| | |

| 2.273.00 |WORD 3 | | | | | | | | |
| | | | | | | | | | |
| |HDG PRESET|Bit status 1| | 11 | | | | | |
| | | | | | | | | | |
| |ALT ACQ |Bit status 1| | 12 | | | | | |
| |ARM | | | | | | | | |
| | | | | | | | | | |
| |MODE ARM | | | | | | | | |
| |POSSIBLE | | | | | | | | |
| | | | | | | | | | |
| |NAV ARM |Bit status 1| | 14 | | | | | |
| | | | | | | | | | |
| |ALT ACQ | | | 15 | | | | | |
| |MODE ARM | | | | | | | | |
| |POSSIBLE | | | | | | | | |

EFF :

ALL 22-86-00

Page 16
Nov 01/07

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |LOC MODE |Bit status 1| | 16 | | | | | |
| |ARM | | | | | | | | |
| | | | | | | | | | |
| |FG | | | 17 | | | | | |
| |APPROACH | | | | | | | | |
| |PHSASE | | | | | | | | |
| | | | | | | | | | |
| |FMA LONGI | | | 18 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |LOC BACK | | | 19 | | | | | |
| |BEAM | | | | | | | | |
| |SELECTION | | | | | | | | |
| | | | | | | | | | |
| |LAND MODE |Bit status 1| | 20 | | | | | |
| |ARM | | | | | | | | |
| | | | | | | | | | |
| |GS CAPT | | | 21 | | | | | |
| |BEFORE LOC| | | | | | | | |
| |CAPT | | | | | | | | |
| | | | | | | | | | |
| |GLIDE ARM |Bit status 1| | 22 | | | | | |
| | | | | | | | | | |
| |FINAL |Bit status 1| | 23 | | | | | |
| |DISARM | | | | | | | | |
| | | | | | | | | | |
| |CLIMB ARM |Bit status 1| | 24 | | | | | |
| | | | | | | | | | |
| |DESCENT |Bit status 1| | 25 | | | | | |
| |ARM | | | | | | | | |
| | | | | | | | | | |
| |LONG MODE |Bit status 1| | 26 | | | | | |
| |RESET | | | | | | | | |
| | | | | | | | | | |
| |LAT MODE |Bit status 1| | 27 | | | | | |
| |RESET | | | | | | | | |
| | | | | | | | | | |

EFF :

ALL 22-86-00

Page 17
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |QFU EQUAL |Bit status 1| | 28 | | | | | |
| |COM | | | | | | | | |
| | | | | | | | | | |
| |FMA LONGI | | | 29 | | | | | |
| |BOX | | | | | | | | |
-------------------------------------------------------------------------------
| 1.274.00 |DISCRETE | | | | 17 | 60 | DIS| | |
| 2.274.00 |WORD 1 | | | | | | | | |
| | | | | | | | | | |
| |CLIMB |Bit status 1| | 11 | | | | | |
| | | | | | | | | | |
| |DESCENT |Bit status 1| | 12 | | | | | |
| | | | | | | | | | |
| |IMMEDIAT |Bit status 1| | 13 | | | | | |
| | | | | | | | | | |
| |OPEN |Bit status 1| | 14 | | | | | |
| | | | | | | | | | |
| |PITCH TAKE|Bit status 1| | 15 | | | | | |
| |OFF MODE | | | | | | | | |
| | | | | | | | | | |
| |PITCH GO |Bit status 1| | 16 | | | | | |
| |AROUND | | | | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |V/S MODE |Bit status 1| | 17 | | | | | |
| | | | | | | | | | |
| |FPA MODE |Bit status 1| | 18 | | | | | |
| | | | | | | | | | |
| |ALT MODE |Bit status 1| | 19 | | | | | |
| | | | | | | | | | |
| |TRK |Bit status 1| | 20 | | | | | |
| | | | | | | | | | |
| |CAPT |Bit status 1| | 21 | | | | | |
| | | | | | | | | | |
| |G/S |Bit status 1| | 22 | | | | | |
| | | | | | | | | | |
| |FINAL DES |Bit status 1| | 23 | | | | | |
| |MODE | | | | | | | | |

EFF :

ALL 22-86-00

Page 18
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |EXPEDITE |Bit status 1| | 24 | | | | | |
| | | | | | | | | | |
| |FLARE |Bit status 1| | 25 | | | | | |
| | | | | | | | | | |
| |FMA DASH |Bit status 1| | 26 | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |FMA SPEED/|Bit status 1| | 27 | | | | | |
| |MACH | | | | | | | | |
| |PRESET | | | | | | | | |
| |DISPLAY | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------
| 1.275.00 |DISCRETE | | | | 15 | 60 | DIS| | |
| 2.275.00 |WORD 2 | | | | | | | | |
| | | | | | | | | | |
| |RUNWAY |Bit status 1| | 11 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |NAV MODE |Bit status 1| | 12 | | | | | |
| | | | | | | | | | |
| |LOC CAPT |Bit status 1| | 13 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |LOC TRACK |Bit status 1| | 14 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |ROLL GO |Bit status 1| | 15 | | | | | |
| |AROUND | | | | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |HDG MODE |Bit status 1| | 16 | | | | | |
| | | | | | | | | | |
| |TRACK MODE|Bit status 1| | 17 | | | | | |

EFF :

ALL 22-86-00

Page 19
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |SPARE | | | 18 | | | | | |
| | | | | | | | | | |
| |SPARE | | 19 | | | | | |
| | | | | | | | | | |
| |RUNWAY LOC|Bit status 1| | 20 | | | | | |
| |SUB MODE | | | | | | | | |
| | | | | | | | | | |
| |H/PATH SUB|Bit status 1| | 21 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |HDG SUB |Bit status 1| | 22 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |TRACK/RWY |Bit status 1| | 23 | | | | | |
| |TRACK SUB | | | | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |VOR SUB |Bit status 1| | 24 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |ALIGN SUB |Bit status 1| | 25 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |ROLLOUT |Bit status 1| | 26 | | | | | |
| |SUB MODE | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |ROLL FD |Bit status 1| | 28 | | | | | |
| |BARS | | | | | | | | |
| |FLASHING | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------

EFF :

ALL 22-86-00

Page 20
Nov 01/07
R
CES
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 301-399,
R 401-499,
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.276.00 |DISCRETE | | | | 13 | 60 | DIS| | |

| 2.276.00 |WORD 6 | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 11 | | | | | |
| | | | | | | | | | |
| |FADEC OWN |Bit status 1| | 12 | | | | | |
| |SUPPLIED | | | | | | | | |
| | | | | | | | | | |
| |SPD/MACH |Bit status 1| | 13 | | | | | |
| |COND | | | | | | | | |
| | | | | | | | | | |
| |S213 | | | 14 | | | | | |
| | | | | | | | | | |
| |S39 | | | 15 | | | | | |
| | | | | | | | | | |
| |S40 | | | 16 | | | | | |
| | | | | | | | | | |
| |ADC OWN |Bit status 1| | 17 | | | | | |
| |ACQ | | | | | | | | |
| | | | | | | | | | |
| |ADC 3 ACQ |Bit status 1| | 18 | | | | | |
| | | | | | | | | | |
| |IRS OWN |Bit status 1| | 19 | | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |IRS OPP |Bit status 1| | 20 | | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |IRS 3 |Bit status 1| | 21 | | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |COMP N1 |Bit status 1| | 22 | | | | | |
| |OWN | | | | | | | | |
| | | | | | | | | | |

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499,
22-86-00

Page 21
Nov 01/08

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |S27 | | | 23 | | | | | |
| | | | | | | | | | |
| |S11 | | | 24 | | | | | |
| | | | | | | | | | |
| |ALT CTL |Bit status 1| | 25 | | | | | |
| |LAW | | | | | | | | |
| | | | | | | | | | |
| |CTL LAW | | | | | | | | |
| | | | | | | | | | |
| |V/S CTL |Bit status 1| | 27 | | | | | |
| |LAW | | | | | | | | |
| | | | | | | | | | |
| |FPA CTL |Bit status 1| | 28 | | | | | |
| |LAW | | | | | | | | |
| | | | | | | | | | |
| |HDG CTL |Bit status 1| | 29 | | | | | |
| |LAW | | | | | | | | |
-------------------------------------------------------------------------------
R **ON A/C 501-509, 511-526, 528-599,
| 1.276.00 |DISCRETE | | | | 13 | 60 | DIS| | |

| 2.276.00 |WORD 6 | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 11 | | | | | |
| | | | | | | | | | |
| |FADEC OWN |Bit status 1| | 12 | | | | | |
| |SUPPLIED | | | | | | | | |
| | | | | | | | | | |
| |COND | | | | | | | | |
| | | | | | | | | | |
| |S213 | | | 14 | | | | | |
| | | | | | | | | | |
| |S39 | | | 15 | | | | | |
| | | | | | | | | | |

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499, 501-509,
22-86-00

Page 22
Feb 01/10
511-526, 528-599,
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |S40 | | | 16 | | | | | |
| | | | | | | | | | |
| |ADC OWN |Bit status 1| | 17 | | | | | |
| |ACQ | | | | | | | | |
| | | | | | | | | | |
| |ADC 3 ACQ |Bit status 1| | 18 | | | | | |
| | | | | | | | | | |
| |IRS OWN |Bit status 1| | 19 | | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |IRS OPP |Bit status 1| | 20 | | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |IRS 3 |Bit status 1| | 21 | | | | | |
| |VALID | | | | | | | | |
| | | | | | | | | | |
| |COMP EPR |Bit status 1| | 22 | | | | | |
| |OWN | | | | | | | | |
| | | | | | | | | | |
| |S27 | | | 23 | | | | | |
| | | | | | | | | | |
| |S11 | | | 24 | | | | | |
| | | | | | | | | | |
| |ALT CTL |Bit status 1| | 25 | | | | | |
| |LAW | | | | | | | | |
| | | | | | | | | | |
| |CTL LAW | | | | | | | | |
| | | | | | | | | | |
| |V/S CTL |Bit status 1| | 27 | | | | | |
| |LAW | | | | | | | | |
| | | | | | | | | | |
| |FPA CTL |Bit status 1| | 28 | | | | | |
| |LAW | | | | | | | | |
| | | | | | | | | | |
| |HDG CTL |Bit status 1| | 29 | | | | | |
| |LAW | | | | | | | | |
-------------------------------------------------------------------------------

R

EFF :

501-509, 511-526, 528-599, 22-86-00

Page 23
Feb 01/10

CES
R **ON A/C ALL
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.304.00 |APPROACH | W 512 | KT | | 11 | 180| BNR| | |

| 2.304.00 |SPD TARGET| | | | | | | | |
| | | | | | | | | | |
| 1.305.00 |SYNCHRO | W 1024 OR | KT | | 15 | 180| BNR| | |
| 2.305.00 |SPD VALUE | W 4.096 | M | | | | | | |
| | | | | | | | | | |
| 1.306.00 |LOW TARGET| W 512 | KT | | 11 | 60 | BNR| | |
| 2.306.00 |SPD MARGIN| | | | | | | | |
| | | | | | | | | | |
| 1.307.00 |HI TARGET | W 512 | KT | | 11 | 60 | BNR| | |
| 2.307.00 |SPD MARGIN| | | | | | | | |
| | | | | | | | | | |
| 1.310.00 |DELTA P | W +/- 32 | DEG| 29 | 15 | 60 | BNR| | |
| 2.310.00 |(AIL) | | | | | | | | |
| |VOTED COM | | | | | | | | |
| | | | | | | | | | |
| 1.311.00 |DELTA P | W +/- 64 | DEG| 29 | 15 | 60 | BNR| | |
| 2.311.00 |(SPL) | | | | | | | | |
| |VOTED COM | | | | | | | | |
| | | | | | | | | | |
| 1.312.00 |DELTA R | W +/- 32 | DEG| 29 | 15 | 60 | BNR| | |
| 2.312.00 |VOTED COM | | | | | | | | |
| | | | | | | | | | |
| 1.313.00 |DELTA NOSE| W +/- 32 | DEG| 29 | 15 | 60 | BNR| | |
| 2.313.00 |WHL VOTED | | | | | | | | |
| |COM | | | | | | | | |
| | | | | | | | | | |
| 1.314.00 |DELTA Q | W +/- 32 | DEG| 29 | 15 | 60 | BNR| | |
| 2.314.00 |VOTED COM | | | | | | | | |
| | | | | | | | | | |
| 1.317.00 |TRACK | W +/- 180 | DEG| 29 | 15 | 360| BNR| | |
| 2.317.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.320.00 |HEADING | W +/- 180 | DEG| 29 | 15 | 360| BNR| | |

EFF :

ALL 22-86-00

Page 24
Nov 01/07

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 2.320.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.322.00 |FPA | W +/- 180 | DEG| 29 | 12 | 360| BNR| | |
| 2.322.00 | | | | | | | | | |
-------------------------------------------------------------------------------
**ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 301-399,

401-499,
| | | | | | | | | | |
| 1.343.00 |N1 | W 256 |%RPM| | 14 | 60 | BNR| | |
| 2.343.00 |TARGET COM| | | | | | | | |
| | | | | | | | | | |
| 1.365.00 |ALTITUDE | W +/- 32768| FT/| 29 | 15 | 360| BNR| | |
| 2.365.00 |RATE | | MN | | | | | | |
-------------------------------------------------------------------------------
R **ON A/C 501-509, 511-526, 528-599,
| 1.343.00 |EPR | W 4 | EPR| | 15 | 60 | BNR| | |

| 2.343.00 |TARGET COM| | | | | | | | |
| | | | | | | | | | |
| 1.346.00 |EPR | W 4 | EPR| | 15 | 60 | BNR| | |
| 2.346.00 |ACTUAL | | | | | | | | |
| | | | | | | | | | |
| 1.365.00 |ALTITUDE | W +/- 32768| FT/| 29 | 15 | 360| BNR| | |
| 2.365.00 |RATE | | MN | | | | | | |
-------------------------------------------------------------------------------

EFF :

ALL 22-86-00

Page 25
Feb 01/10

CES
R **ON A/C ALL
(b) FMGC OWN B
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.074.00 |WEIGHT | W 1310720 | Lbs| | 15 | 360| BNR| | |
| 2.074.00 |(FAC) | | | | | | | | |
| | | | | | | | | | |
| 1.075.00 |WEIGHT | W 1310720 | Lbs| | 15 | 360| BNR| | |
| 2.075.00 |(FM) | | | | | | | | |
| | | | | | | | | | |
| 1.076.00 |CENTER | W 163.84 | % | | 14 | 360| BNR| | |
| 2.076.00 |OF GRVTY | | | | | | | | |
| |(FAC) | | | | | | | | |
| | | | | | | | | | |
| 1.077.00 |CENTER | W 163.84 | % | | 14 | 360| BNR| | |
| 2.077.00 |OF GRVTY | | | | | | | | |
| |(FM) | | | | | | | | |
| | | | | | | | | | |
| 1.164.00 |FG RADIO | W +/- 8192 | Ft | 29 | 16 | 180| BNR| | |
| 2.164.00 |HEIGHT | | | | | | | | |
-------------------------------------------------------------------------------
| 1.146.00 |DISCRETE | See bus A | | | 15 | 60| DIS| | |
| 2.146.00 |WORD 4 | | | | | | | | |
| | | | | | | | | | |
| 1.270.00 |ATS | See bus A | | | 10 | 60| DIS| | |
| 2.270.00 |DISCRETE | | | | | | | | |
| |WORD | | | | | | | | |
| | | | | | | | | | |
| 2.273.00 |WORD 3 | | | | | | | | |
| | | | | | | | | | |
| 2.274.00 |WORD 1 | | | | | | | | |
| | | | | | | | | | |
| 2.275.00 |WORD 2 | | | | | | | | |
-------------------------------------------------------------------------------

EFF :

ALL 22-86-00

Page 26
Nov 01/07

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.304.00 |APPROACH | W 512 | KT | | 11 | 180| BNR| | |
| 2.304.00 |SPD TARGET| | | | | | | | |
| | | | | | | | | | |
| 1.310.00 |DELTA P | W +/- 32 | DEG| 29 | 15 | 60| BNR| | |
| 2.310.00 |(AIL) | | | | | | | | |
| |VOTED COM | | | | | | | | |
| | | | | | | | | | |
| 1.311.00 |DELTA P | W +/- 64 | DEG| 29 | 15 | 60| BNR| | |
| 2.311.00 |(SPL) | | | | | | | | |
| |VOTED COM | | | | | | | | |
| | | | | | | | | | |
| 1.312.00 |DELTA R | W +/- 32 | DEG| 29 | 15 | 60| BNR| | |
| 2.312.00 |VOTED COM | | | | | | | | |
| | | | | | | | | | |
| 1.313.00 |DELTA NOSE| W +/- 32 | DEG| 29 | 15 | 60| BNR| | |
| 2.313.00 |WHL VOTED | | | | | | | | |
| |COM | | | | | | | | |
| | | | | | | | | | |
| 1.314.00 |DELTA Q | W +/- 32 | DEG| 29 | 15 | 60| BNR| | |
| 2.314.00 |VOTED COM | | | | | | | | |
| | | | | | | | | | |
| 1.316.00 |RUDDER | W +/- 180 | DEG| 29 | 11 | 360| BNR| | |
| 2.316.00 |TRIM POS | | | | | | | | |
-------------------------------------------------------------------------------
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 301-399,

R 401-499,
| 1.345.00 |N1 LEFT | W 256 |%RPM| | 14 | 180| BNR| | |

| 2.345.00 |ENGINE | | | | | | | | |
| | | | | | | | | | |
| 1.346.00 |N1 RIGHT | W 256 |%RPM| | 14 | 180| BNR| | |
| 2.346.00 |ENGINE | | | | | | | | |
-------------------------------------------------------------------------------

EFF :

ALL 22-86-00

Page 27
Nov 01/08

CES
R **ON A/C 501-509, 511-526, 528-599,
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.345.00 |EPR LEFT | W 4 | EPR| | 15 | 180| BNR| | |

| 2.345.00 |ENGINE | | | | | | | | |
| | | | | | | | | | |
| 1.346.00 |EPR RIGHT | W 4 | EPR| | 15 | 180| BNR| | |
| 2.346.00 |ENGINE | | | | | | | | |
-------------------------------------------------------------------------------
**ON A/C ALL
(c) FMGC OWN C
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.001.00 |DISTANCE |W +/- 3999.9| NM | 29 | 5 | 180| BCD| | |
| 2.001.00 |TO GO | | | | | | | | |
| | | | | | | | | | |
| 1.002.00 |TIME TO | W 0.3999 | MN | | 4 | 180| BCD| | |
| 2.002.00 |GO | | | | | | | | |
| | | | | | | | | | |
| 1.012.00 |GND SPEED | W 0-2000 | KT | | 4 | 360| BCD| | |
| 2.012.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.017.00 |RUNWAY | W 0-359.9 | DEG| | 4 |167-| BCD| | |
| 2.017.00 |HEADING | | | | |333 | | | |
| | | | | | | | | | |
| 1.024.00 |SELECTED | W 0-359.9 | DEG| | 3 |167-| BCD| | |

EFF :

ALL 22-86-00

Page 28
Feb 01/10

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 2.024.00 |COURSE | | | | |333 | | | |
| | | | | | | | | | |
| 1.032.00 |ADF | W 190-1750 | KHZ| | 4 | 180| BCD| | |
| 2.032.00 |FREQUENCY | | | | | | | | |
| | | | | | | | | | |
| 1.033.00 |ILS |W 108-111.95| MHZ| | 4 |167-| BCD| | |
| 2.033.00 |FREQUENCY | | | | |333 | | | |
| | | | | | | | | | |
| 1.034.00 |VOR |W 108-135.95| MHZ| | 4 |167-| BCD| | |
| 2.034.00 |FREQUENCY | | | | |333 | | | |
| | | | | | | | | | |
| 1.035.00 |DME |W 108-135.95| MHZ| | 4 | 180| BCD| | |
| 2.035.00 |FREQUENCY | | | | | | | | |
| | | | | | | | | | |
| 1.041.00 |SET | W +/- 180 | DEG| 29 | 6 | 360| BCD| | |
| 2.041.00 |LATITUDE | | | | | | | | |
| | | | | | | | | | |
| 1.042.00 |SET | W +/- 180 | DEG| 29 | 6 | 360| BCD| | |
| 2.042.00 |LONGITUDE | | | | | | | | |
| | | | | | | | | | |
| 1.043.00 |SET MAGN | | DEG| | | | BCD| | |
| 2.043.00 |HEADING | | | | | | | | |
| | | | | | | | | | |
| 1.075.00 |GROSS | W 1310720 | Lbs| | 15 | 180| BNR| | |
| 2.075.00 |WEIGHT | | | | | | | | |
| | | | | | | | | | |
| 1.077.00 |CENTER OF | W 163.84 | % | | 14 |167-| BNR| | |
| 2.077.00 |GRAVITY | | | | |333 | | | |
| | | | | | | | | | |
| 1.100.00 |SELECTED | W +/- 180 | DEG| 29 | 12 |167-| BNR| | |
| 2.100.00 |COURSE | | | | |333 | | | |
| | | | | | | | | | |
| 1.105.00 |RUNWAY | W +/- 180 | DEG| 29 | 11 |167-| BNR| | |
| 2.105.00 |HEADING | | | | |333 | | | |
| | | | | | | | | | |
| 1.115.00 |BEARING | W +/- 180 | DEG| 29 | 12 | 60 | BNR| | |
| 2.115.00 |TO GO | | | | | | | | |
| | | | | | | | | | |

EFF :

ALL 22-86-00

Page 29
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.116.00 |CROSSTRACK| W +/- 128 | NM | 29 | 15 | 60 | BNR| | |
| 2.116.00 |ERROR | | | | | | | | |
| | | | | | | | | | |
| 1.124.00 |VERTICAL | W +/- 1 | | 29 | 8 | 60 | BNR| | |
| 2.124.00 |ANGULAR | | | | | | | | |
| |DEV | | | | | | | | |
| | | | | | | | | | |
| 1.125.00 |FLT PATH |W +/- 131072| FT | 29 | 17 | 60 | BNR| | |
| 2.125.00 |ALTITUDE | | | | | | | | |
| | | | | | | | | | |
| 1.126.00 |SAT DESEL1| | | | | | | | |
| 2.126.00 |DW | | | | | | | | |
| | | | | | | | | | |
| 1.127.00 |SAT DESEL2| | | | | | | | |
| 2.127.00 |DW | | | | | | | | |
| | | | | | | | | | |
| 1.131.00 |WPT LONG | +/-180 | DEG| 29 | 18 | 60 | BNR| | |
| 2.131.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.132.00 |WPT LAT | +/-180 | DEG| 29 | 18 | | BNR| | |
| 2.132.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.135.00 |WPT ETA | 0/23:59 |HR/ | | 11 | | BNR| | |
| 2.135.00 | | | MN | | | | | | |
| | | | | | | | | | |
| 1.140.00 |DEST QNH | W 745-1050 | mb | | 5 |1080| BCD| | |
| 2.140.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.143.00 |DEST LONG | +/-180 | DEG| | 18 | | BNR| | |
| 2.143.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.144.00 |DEST LAT | +/-180 | DEG| | 18 | | BNR| | |
| 2.144.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.150.00 | UTC | |HR/ | | |1080| BNR| | |
| 2.150.00 | | |MN/S| | | | | | |
| | | | | | | | | | |
| 1.152.00 |DEST ETA | |HR/ | | | | HYB| | |

EFF :

ALL 22-86-00

Page 30
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 2.152.00 | | | MN | | | | | | |
| | | | | | | | | | |
| 1.153.00 |MLS AZIMUT| | DEG| | | | HYB| | |
| 2.153.00 |ANGLE | | | | | | | | |
| | | | | | | | | | |
| 1.155.00 |MLS GLIDE | | DEG| | | | HYB| | |
| 2.155.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.175.00 |MLS | | | | | | | | |
| 2.175.00 |BACKBEAM | | DEG| | | | HYB| | |
| | | | | | | | | | |
| 1.230.00 |NAV DATA |DAY/MONTH | | | |1080| | | |
| 2.230.00 |BASE EFF | | | | | | | | |
| |END DATE | | | | | | | | |
| | | | | | | | | | |
| 1.233.00 |FLT NBR 1 | | | | | 360| ISO| | |
| 2.233.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.234.00 |FLT NBR 2 | | | | | 360| ISO| | |
| 2.234.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.235.00 |FLT NBR 3 | | | | | 360| ISO| | |
| 2.235.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.236.00 |FLT NBR 4 | | | | | 360| ISO| | |
| 2.236.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.251.00 |REMAINING | W 512 | MN | | 10 |1080| BNR| | |
| 2.251.00 |TIME PPOS | | | | | | | | |
| |TO DEST | | | | | | | | |
| | | | | | | | | | |
R | 2.252.00 |DESCEND | | | | | | | | |
R | |TIME TO | | | | | | | | |
R | |DEST | | | | | | | | |
| | | | | | | | | | |
| 2.253.00 |TIME TO | | | | | | | | |
| |T/C | | | | | | | | |
| | | | | | | | | | |
| 2.254.00 |TIME TO | | | | | | | | |
| |T/D | | | | | | | | |

EFF :

ALL 22-86-00

Page 31
Feb 01/09

CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| 1.255.00 |CRZ FL | W 512 | FL | | 9 |1080| BNR| | |
| 2.255.00 | | | | | | | | | |
| | | | | | | | | | |
| 1.256.00 |LANDING |W-2048/16384| FT | | 14 |1080| BNR| | |
| 2.256.00 |ELEVATION | | | | | | | | |
| | | | | | | | | | |
| 1.260.00 |DATE/FLT |YEAR/MONTH/ | | | |1080| BCD| | |
| 2.260.00 |LEG | DAY | | | | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.270.00 |DISCRETE | | | | 19 | 180| DIS| | |
| 2.270.00 |WORD 1 | | | | | | | | |
| | | | | | | | | | |
| |NAVIGATION| | | 11 | | | | | |
| |MODE : | | | 12 | | | | | |
| | | | | 13 | | | | | |
| |Spare |Bit status 0| | | | | | | |
| | | 0| | | | | | | |
| | | 0| | | | | | | |
| |Spare |Bit status 0| | | | | | | |
| |for GPS | 0| | | | | | | |
| | | 1| | | | | | | |
| |Inrtl only|Bit status 0| | | | | | | |
| | | 1| | | | | | | |
| | | 0| | | | | | | |
| |VOR/DME |Bit status 1| | | | | | | |
| |Inertial | 0| | | | | | | |
| | | 0| | | | | | | |
| |DME/DME |Bit status 1| | | | | | | |
| |Inertial | 1| | | | | | | |
| | | 0| | | | | | | |
| | | | | | | | | | |
| |NAVIGATION|Bit status 1| | 14 | | | | | |

EFF :

ALL 22-86-00

Page 32
Feb 01/09
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ACCURACY | | | | | | | | |
| | | | | | | | | | |
| |VOR 1 | | | 15 | | | | | |
| |TUNING M1 | | | | | | | | |
| | | | | | | | | | |
| |VOR 2 | | | 16 | | | | | |
| |TUNING M2 | | | | | | | | |
| | | | | | | | | | |
| |No tune |Bit status 0| | | | | | | |
| | | 0| | | | | | | |
| |RMP tune |Bit status 0| | | | | | | |
| | | 1| | | | | | | |
| |CDU tune |Bit status 1| | | | | | | |
| | | 0| | | | | | | |
| |AUTO tune |Bit status 1| | | | | | | |
| | | 1| | | | | | | |
| | | | | | | | | | |
| |ADF 1 | -| | | 17 | | | | | |
| |TUNING M1 | | Idem | | | | | | | |
| | | | bits | | | | | | | |
| |ADF 1 | | 15, 16 | | 18 | | | | | |
| |TUNING M2 | _| | | | | | | | |
| | | | | | | | | | |
| |ILS | -| | | 19 | | | | | |
| |TUNING M1 | | Idem | | | | | | | |
| | | | bits | | | | | | | |
| |ILS | | 15, 16 | | 20 | | | | | |
| |TUNING M2 | _| | | | | | | | |
| | | | | | | | | | |
| |LANDING |Bit status 1| | 21 | | | | | |
| |CONFIG | | | | | | | | |
| | | | | | | | | | |
| |VOR 2 | -| | | 22 | | | | | |
| |TUNING M1 | | Idem | | | | | | | |
| | | | bits | | | | | | | |
| |VOR 2 | | 15, 16 | | 23 | | | | | |
| |TUNING M2 | _| | | | | | | | |
| | | | | | | | | | |

EFF :

ALL 22-86-00

Page 33
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |ADF 2 | -| | | 24 | | | | | |
| |TUNING M1 | | Idem | | | | | | | |
| | | | bits | | | | | | | |
| |ADF 2 | | 15, 16 | | 25 | | | | | |
| |TUNING M2 | _| | | | | | | | |
| | | | | | | | | | |
| |GPS PRIMA-|Bit status 1| | 26 | | | | | |
| |RY STATUS | | | | | | | | |
| | | | | | | | | | |
| |TARGET |Bit status 1| | 27 | | | | | |
| |SPD CONSTR| | | | | | | | |
| | | | | | | | | | |
| |MDA/MDH |Bit status 1| | 28 | | | | | |
| | | | | | | | | | |
| |DECISION |Bit status 1| | 29 | | | | | |
| |HEIGHT | | | | | | | | |
-------------------------------------------------------------------------------
| 1.271.00 |DISCRETE | | | | 18 | 180| DIS| | |
| 2.271.00 |WORD 2 | | | | | | | | |
| | | | | | | | | | |
| |APPROACH | | | 11 | | | | | |
| |TYPE : | | | 12 | | | | | |
| | | | | 13 | | | | | |
| |ILS |Bit status 0| | | | | | | |
| | | 0| | | | | | | |
| | | 0| | | | | | | |
| |RNAV |Bit status 0| | | | | | | |
| | | 0| | | | | | | |
| | | 1| | | | | | | |
| |VOR |Bit status 0| | | | | | | |
| | | 1| | | | | | | |
| | | 0| | | | | | | |
| |NDB |Bit status 0| | | | | | | |
| | | 1| | | | | | | |
| | | 1| | | | | | | |
| |Not |Bit status 1| | | | | | | |
| |standard | 0| | | | | | | |
| | | 0| | | | | | | |

EFF :

ALL 22-86-00

Page 34
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |MLS Prov |Bit status 1| | | | | | | |
| | | 0| | | | | | | |
| | | 1| | | | | | | |
| |No |Bit status 1| | | | | | | |
| |Approach | 1| | | | | | | |
| | | 1| | | | | | | |
| | | | | | | | | | |
| |SET VFTO |Bit status 1| | 14 | | | | | |
| | | | | | | | | | |
| |DECELERATE|Bit status 1| | 15 | | | | | |
| | | | | | | | | | |
| |MORE DRAG |Bit status 1| | 16 | | | | | |
| | | | | | | | | | |
| |SET SPD |Bit status 1| | 17 | | | | | |
| |AUTO | | | | | | | | |
| | | | | | | | | | |
| |NAV |Bit status 1| | 18 | | | | | |
| |ACCURACY | | | | | | | | |
| |DEGRADED | | | | | | | | |
| | | | | | | | | | |
| |NAV |Bit status 1| | 19 | | | | | |
| |ACCURACY | | | | | | | | |
| |UPGRADED | | | | | | | | |
| | | | | | | | | | |
| |SPECIFIED |Bit status 1| | 20 | | | | | |
| |NAVAID | | | | | | | | |
| |NOT TUNED | | | | | | | | |
| | | | | | | | | | |
| |CHECK APPR|Bit status 1| | 21 | | | | | |
| |GUIDANCE | | | | | | | | |
| | | | | | | | | | |
| |VOR MODE |Bit status 1| | 22 | | | | | |
| |DSENGD | | | | | | | | |
| | | | | | | | | | |
| |EXTEND |Bit status 1| | 23 | | | | | |
| |NEXT CONF | | | | | | | | |
| | | | | | | | | | |
| |SET HOLD |Bit status 1| | 24 | | | | | |

EFF :

ALL 22-86-00

Page 35
Nov 01/07
R
CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |SPEED | | | | | | | | |
| | | | | | | | | | |
| |ARMED | | | | | | | | |
| | | | | | | | | | |
| |ENGAGED | | | | | | | | |
| | | | | | | | | | |
| |VERT |Bit status 1| | 27 | | | | | |
| |DISCONT | | | | | | | | |
| |AHEAD | | | | | | | | |
| | | | | | | | | | |
| |EXTEND |Bit status 1| | 28 | | | | | |
| |GEAR | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
| | | | | | | | | | |
| 1.272.00 |DISCRETE | | | | 18 | 180| DIS| | |
| 2.272.00 |WORD 4 | | | | | | | | |
| | | | | | | | | | |
| |CLIMB |Bit status 1| | 11 | | | | | |
| |LIMIT | | | | | | | | |
| | | | | | | | | | |
| |CLIMB RATE|Bit status 1| | 12 | | | | | |
| | 100 FT | | | | | | | | |
| | | | | | | | | | |
| | 200 FT | | | | | | | | |
| | | | | | | | | | |
| | 400 FT | | | | | | | | |
| | | | | | | | | | |
| | 800FT | | | | | | | | |
| | | | | | | | | | |
| |1600 FT | | | | | | | | |
| | | | | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |3200 FT | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 18 | | | | | |
| | | | | TO | | | | | |
| | | | | 27 | | | | | |
| | | | | | | | | | |
| |CLIMB LIM |Bit status 1| | 28 | | | | | |
| |AT 1500 FT| | | | | | | | |
| | | | | | | | | | |
| |CLIMB LIM |Bit status 1| | 29 | | | | | |
| | | | | | | | | | |
-------------------------------------------------------------------------------
| 1.310.00 |PRESENT | W +/- 180 | DEG| 29 | 20 | 360| BNR| | |
| 2.310.00 |POS - LAT | | | | | | | | |
| | | | | | | | | | |
| 1.311.00 |PRESENT | W +/- 180 | DEG| 29 | 20 | 360| BNR| | |
| 2.311.00 |POS - LONG| | | | | | | | |
| | | | | | | | | | |
| 1.315.00 |WIND | | KT | | | | BNR| | |
| 2.315.00 |VELOCITY | | | | | | | | |
| | | | | | | | | | |
| 1.316.00 |WIND | | DEG| | | | BNR| | |
| 2.316.00 |DIRECTION | | | | | | | | |
| | | | | | | | | | |
| 1.351.00 |DISCRETE | | | | 7 |1080| DIS| | |
| 2.351.00 |WORD 3 | | | | | | | | |
| | | | | | | | | | |
| |REMAINING |Bit status 1| | 11 | | | | | |
| |TIME TO | | | | | | | | |
| |T/C | | | | | | | | |
| | | | | | | | | | |
| |TIME TO | | | | | | | | |
| |T/D | | | | | | | | |
| | | | | | | | | | |
| |TIME TO | | | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |DEST | | | | | | | | |
| | | | | | | | | | |
| |FMGC |Bit status 1| | 14 | | | | | |
| |PRIORITY | | | | | | | | |
| | | | | | | | | | |
| |TAKE OFF |Bit status 1| | 15 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |FMS NAV |Bit status 1| | 16 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |AP ENGAGE |Bit status 1| | 17 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 18 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 19 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 20 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 21 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 22 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 23 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 24 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 26 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------

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B. FCU (Flight Control Unit)
(1) ARINC inputs
-------------------------------------------------------------------
-------------------------------------------------------------------
FMGC 1 A HS FMGC1
FMGC 2 A HS FMGC2
FCU 1A F/B LS FCU1
FCU 1B F/B LS FCU1
FCU 2A F/B LS FCU2
FCU 2B F/B LS FCU2
(2) ARINC outputs
-------------------------------------------------------------------
NAME SPD TO REMARK
-------------------------------------------------------------------
FCU 1A LS FMGC1
FCU 2A LS FMGC1
FCU 1B LS FMGC2
FCU 2B LS FMGC2
(3) Labels of ARINC outputs
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.101.00 |SELECTED | W +/- 180 |DEG | 29 | 12 | 60 | BNR| | |
| |HEADING | | | | | | | | |
| | | | | | | | | | |
| 1.102.00 |SELECTED | W 65536 | FT | | 16 | 120| BNR| | |
| |ALTITUDE | | | | | | | | |
| | | | | | | | | | |
| 1.103.00 |SELECTED | W 512 | KT | | 11 | 120| BNR| | |
| |AIRSPEED | | | | | | | | |
| | | | | | | | | | |
| 1.104.00 |SELECTED |W +/- 16384 |FT/ | 29 | 10 | 120| BNR| | |
| |VERT SPD | |MN | | | | | | |
| | | | | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| 1.106.00 |SELECTED | W 4.096 | M | | 12 | 120| BNR| | |
| |MACH | | | | | | | | |
| | | | | | | | | | |
| 1.114.00 |SELECTED | W +/- 180 | DEG| 29 | 12 | 60 | BNR| | |
| |TRACK | | | | | | | | |
| | | | | | | | | | |
| 1.115.00 |SELECTED | W +/- 180 | DEG| 29 | 12 | 120| BNR| | |
| |FPA | | | | | | | | |
| | | | | | | | | | |
| 1.214.00 |FCU FLEX | W 128 | C | | 7 | 240| BNR| | |
| |TO TEMP | | | | | | | | |
-------------------------------------------------------------------------------
| 1.270.00 |FCU ATS | | | | 9 | 60 | DIS| | |
| |DW | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 11 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 12 | | | | | |
| | | | | | | | | | |
| |A/THR |Bit status 1| | 13 | | | | | |
| |ENGAGE | | | | | | | | |
| | | | | | | | | | |
| |A/THR |Bit status 1| | 14 | | | | | |
| |ACTIVE | | | | | | | | |
| | | | | | | | | | |
| |A/THR |Bit 13 = 1 | | | | | | | |
| |ARMED |Bit 14 = 0 | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 15 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 16 | | | | | |
| | | | | | | | | | |
| |INSTINCTIV|Bit status 1| | 17 | | | | | |
| |DISC ATS | | | | | | | | |
| | | | | | | | | | |
| |ATS SPD/ |Bit status 1| | 18 | | | | | |
| |MACH MODE | | | | | | | | |
| | | | | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |MACH SEL |Bit status 1| | 19 | | | | | |
| | | | | | | | | | |
| |RETARD |Bit status 1| | 20 | | | | | |
| |MODE | | | | | | | | |
| | | | | | | | | | |
| |THRUST |Bit status 1| | 21 | | | | | |
| |N1 MODE | | | | | | | | |
| | | | | | | | | | |
| |THRUST |Bit status 1| | 22 | | | | | |
| |EPR MODE | | | | | | | | |
| | | | | | | | | | |
| |ATS ALPHA |Bit status 1| | 23 | | | | | |
| |FLOOR | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 24 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 25 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 26 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 27 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------
| 1.271.00 |EIS DW1 | | | | 8 | 120| DIS| | |
| | | | | | | | | | |
| |PA/INCHES |Bit status 1| | 11 | | | | | |
| |OF Hg. | | | | | | | | |
| | | | | | | | | | |
| |LOGIG O | | | 12 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 13 | | | | | |
| | | | | TO | | | | | |
| | | | | 23 | | | | | |
| | | | | | | | | | |
| |LOGIC O | | | 24 | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |SELECTOR |Bit status 1| | 25 | | | | | |
| |ON 10NM | | | | | | | | |
| | | | | | | | | | |
| |ON 20NM | | | | | | | | |
| | | | | | | | | | |
| |ON 40NM | | | | | | | | |
| | | | | | | | | | |
| |ON 80NM | | | | | | | | |
| | | | | | | | | | |
| |ON 160NM | | | | | | | | |
| | | | | | | | | | |
| |SELECTOR |Bits 25 to | | | | | | | |
| |ON 320NM |29 = 0 | | | | | | | |
-------------------------------------------------------------------------------
| 1.272.00 |EIS DW2 | | | | 8 | 120| DIS| | |
| | | | | | | | | | |
| |MODE PLAN |Bit status 1| | 11 | | | | | |
| | | | | | | | | | |
| |MODE ARC |Bit status 1| | 12 | | | | | |
| | | | | | | | | | |
| |MODE ROSE |Bit status 1| | 13 | | | | | |
| |NAV | | | | | | | | |
| | | | | | | | | | |
| |VOR | | | | | | | | |
| | | | | | | | | | |
| |ILS | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 16 | | | | | |
| | | | | | | | | | |
| |P/B CSTR |Bit status 1| | 17 | | | | | |
| | | | | | | | | | |

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |P/B WPT |Bit status 1| | 18 | | | | | |
| | | | | | | | | | |
| |P/B VOR D |Bit status 1| | 19 | | | | | |
| | | | | | | | | | |
| |P/B NDB |Bit status 1| | 20 | | | | | |
| | | | | | | | | | |
| |P/B ARPT |Bit status 1| | 21 | | | | | |
| | | | | | | | | | |
| |P/B ILS |Bit status 1| | 22 | | | | | |
| | | | | | | | | | |
| |P/B FD OFF|Bit status 1| | 23 | | | | | |
| | | | | | | | | | |
| |ADF1 BRG |Bit status 1| | 24 | | | | | |
| | | | | | | | | | |
| |ADF2 BRG |Bit status 1| | 25 | | | | | |
| | | | | | | | | | |
| |VOR1 BRG |Bit status 1| | 26 | | | | | |
| | | | | | | | | | |
| |VOR2 BRG |Bit status 1| | 27 | | | | | |
| | | | | | | | | | |
| |STD SEL |Bit status 1| | 28 | | | | | |
| | | | | | | | | | |
| |QNH SEL |Bit status 1| | 29 | | | | | |
-------------------------------------------------------------------------------
| 1.273.00 |FCU DW2 | | | | 16 | 60 | DIS| | |
| | | | | | | | | | |
| |PUSH LAT |Bit status 1| | 11 | | | | | |
| |KNOB | | | | | | | | |
| | | | | | | | | | |
| |PULL LAT |Bit status 1| | 12 | | | | | |
| |KNOB | | | | | | | | |
| | | | | | | | | | |
| |P/B LOC |Bit status 1| | 13 | | | | | |
| | | | | | | | | | |
| |LAT SET |Bit status 1| | 14 | | | | | |
| |CHANGE | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 15 | | | | | |

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| | | | | | | | | | |
| |FCU 1 SEL |Bit status 1| | 16 | | | | | |
| | | | | | | | | | |
| |FCU 2 SEL |Bit status 1| | 17 | | | | | |
| | | | | | | | | | |
| |FCU 1 FAIL|Bit status 1| | 18 | | | | | |
| | | | | | | | | | |
| |FCU 2 FAIL|Bit status 1| | 19 | | | | | |
| | | | | | | | | | |
| |FMGC 1 SEL|Bit status 1| | 20 | | | | | |
| | | | | | | | | | |
| |FMGC 2 SEL|Bit status 1| | 21 | | | | | |
| | | | | | | | | | |
| |DATUM ADJ |Bit status 1| | 22 | | | | | |
| |RIGHT | | | | | | | | |
| | | | | | | | | | |
| |LEFT | | | | | | | | |
| | | | | | | | | | |
| |FCU 1 HLTY|Bit status 1| | 24 | | | | | |
| | | | | | | | | | |
| |FCU 2 HLTY|Bit status 1| | 25 | | | | | |
| | | | | | | | | | |
| |FD OFF |Bit status 1| | 26 | | | | | |
| |LEFT | | | | | | | | |
| | | | | | | | | | |
| |FD OFF |Bit status 1| | 27 | | | | | |
| |RIGHT | | | | | | | | |
| | | | | | | | | | |
| |SPARE | | | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------
| 1.274.00 |FCU DW1 | | | | 18 | 60 | DIS| | |
| | | | | | | | | | |
| |PUSH SPD/ |Bit status 1| | 11 | | | | | |
| |MACH KNOB | | | | | | | | |
| | | | | | | | | | |

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CES
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |PULL SPD/ |Bit status 1| | 12 | | | | | |
| |MACH KNOB | | | | | | | | |
| | | | | | | | | | |
| |ALT SET |Bit status 1| | 13 | | | | | |
| |CHANGE | | | | | | | | |
| | | | | | | | | | |
| |V.PATH SET|Bit status 1| | 14 | | | | | |
| |CHANGE | | | | | | | | |
| | | | | | | | | | |
| |SET CHANGE| | | | | | | | |
| | | | | | | | | | |
| |PUSH VERT |Bit status 1| | 16 | | | | | |
| |PATH KNOB | | | | | | | | |
| | | | | | | | | | |
| |PUSH ALT |Bit status 1| | 17 | | | | | |
| |KNOB | | | | | | | | |
| | | | | | | | | | |
| |PULL ALT |Bit status 1| | 18 | | | | | |
| |KNOB | | | | | | | | |
| | | | | | | | | | |
| |PULL VERT |Bit status 1| | 19 | | | | | |
| |PATH KNOB | | | | | | | | |
| | | | | | | | | | |
| |(UNITS | | | | | | | | |
| | METERS) | | | | | | | | |
| | | | | | | | | | |
| |SWITCHING | | | | | | | | |
| | | | | | | | | | |
| |EXPED P/B |Bit status 1| | 22 | | | | | |
| | | | | | | | | | |
| |APPR P/B |Bit status 1| | 23 | | | | | |
| | | | | | | | | | |
| |V/S - HDG |Bit status 1| | 24 | | | | | |
| |SELECT | | | | | | | | |
| | | | | | | | | | |

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-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
| | | | | | | | | |CONV |
-------------------------------------------------------------------------------
| |TRK - FPA |Bit status 1| | 25 | | | | | |
| |SELECT | | | | | | | | |
| | | | | | | | | | |
| |(DOWN) | | | | | | | | |
| | | | | | | | | | |
| |(UP) | | | | | | | | |
| | | | | | | | | | |
| |ALT P/B |Bit status 1| | 28 | | | | | |
| | | | | | | | | | |
| |SPARE | | | 29 | | | | | |
-------------------------------------------------------------------------------
**ON A/C 001-049, 051-099, 101-149, 151-199, 201-249, 251-299, 301-399,

401-499,
| 1.343.00 |FCU N1 | W 256 |%RPM| | 14 | 60 | BNR| | |

| |TARGET COM| | | | | | | | |
-------------------------------------------------------------------------------
R **ON A/C 501-509, 511-526, 528-599,
| 1.343.00 |FCU EPR | W 4 | EPR| | 15 | 60 | BNR| | |

| |TARGET COM| | | | | | | | |
-------------------------------------------------------------------------------

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CES
R **ON A/C ALL
C. MCDU (Multipurpose Control and Display Unit)
(1) ARINC inputs
--------------------------------------------------------------------
NAME FROM REMARK
--------------------------------------------------------------------
ONSIDE FMGC RCVR FMGC OWN
OFFSIDE FMGC RCVR FMGC OPP
MAINTENANCE RCVR CFDIU BUS1 to MCDU1 and BUS2 to MCDU2
ACARS (opt.) ACARS MU BUS1 to MCDU1 and BUS2 to MCDU2
AIDS DATA IN (opt.) DMU BUS to MCDU1&2
(2) ARINC outputs
-------------------------------------------------------------------
NAME TO REMARK
-------------------------------------------------------------------
MCDU TRANSMITTER FMGC OWN & OPP/CFDIU

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CES
FAULT ISOLATION FUNCTION - PRINCIPLE - DESCRIPTION AND OPERATION
________________________________________________________________
1. General
_______
A. Line Maintenance
The line maintenance of the Automatic Flight System (AFS) is based on the
use of the Fault Isolation and Detection System (FIDS).
The system:
R - detects, isolates and stores the AFS internal and external faults,
- initiates and performs the test after replacement of an AFS LRU,
- initiates and performs the availability test of the category III
automatic landing function.
B. Characteristics of the AFS Maintenance System

A certain number of the AFS maintenance system characteristics are common
to all the aircraft systems. These characteristics are described in ATA
Ref. 31-32-00 Centralized Fault Display Interface (CFDIU) and concern:
- The built-in test equipment (BITE) operating principle:
. Transmission of fault messages in normal mode
. Transmission of maintenance data in menu mode
- The operational use of the multipurpose control and display unit (MCDU)
up to access to the AFS REPORT/TEST page.
C. Safety
Special precautions were taken at the maintenance system design stage to
ensure safety:
(1) at test level (LAND TEST, AFS TEST).

Each test request made via the MCDU is accepted only if certain
conditions concerning the components which perform the test are met:
- FIDS : The FIDS will only accept the test request if its ground
condition is met (NOSE GEAR PRESSED).
- LRUs UNDER TEST : The LRUs under test will only accept the test
request if their own ground conditions are met (NOSE GEAR PRESSED
AND ENGINES STOPPED).
R (2) The BITE and TEST software is only allowed to read the variables of
R the operational software.
R

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CES
2. Component
__________________
Location
(Ref. Fig. 001)
-------------------------------------------------------------------------------
| | | | DOOR | REF.
-------------------------------------------------------------------------------
1CA1 FMGC-1 83VU 122 824 22-83-34
1CA2 FMGC-2 84VU 128 824 22-83-34
2CA FCU 13VU 211 831 22-81-12
3CA1 MCDU-1 11VU 211 831 22-82-12
3CA2 MCDU-2 11VU 211 831 22-82-12
1CC1 FAC-1 83VU 127 824 22-66-34
1CC2 FAC-2 84VU 128 824 22-66-34
3. __________________
System Description
A. General
The system comprises:
- A FIDS card physically located in each Flight Augmentation Computer
(FAC), only the card located in the FAC1 is activated (by the SIDE 1
signal)
- The BITEs located in these various AFS computers:
. Flight Management and Guidance Computers (FMGCs 1 and 2) (COM, MON,
FM)
. FACs 1 and 2 (COM, MON)
R . Flight Control Unit (Channels 1 and 2)
. MCDUs 1 and 2.
B. Description
(Ref. Fig. 002)
(1) FIDS card:

The FIDS card includes:
- a CPU (Microprocesseur and associated circuits),
- a memory module containing the application program,
- ARINC input/output circuits,
- discrete input/output circuits.
The FIDS serves as the SYSTEM BITE (maintenance data concentrator).
The FIDS is linked in acquisition and reception to the centralized
fault-display interface-unit (CFDIU) and is connected to the BITEs of
the various AFS computers.
It receives commands from the CFDIU, interprets these commands and
transfers them, if applicable, to the various BITEs concerned.
It receives malfunction reports from the BITEs, manages these
reports, and, if applicable, consolidates the BITE diagnosis and
generates a fault message which is sent to the CFDIU.

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CES
R Component Location
Figure 001

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May 01/03

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INTENTIONALLY BLANK

22-91-00

Page 4
Feb 01/98

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R Functional Block Diagram
Figure 002

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May 01/03

CES
(2) AFS BITE
- The BITE is an electronic device (HARDWARE + SOFTWARE) located
inside each AFS computer.
R - Its main function is to detect, isolate and store the system
R failures in the non-volatile memories.
R
R - There are different AFS BITE architectures:
R * COM/MON with two level of analysis: FAC and FG
R * single computer with one level of analysis: FM
R * peripheral not linked to FIDS, monitored through corresponding
R computer: FCU (FG), MCDU (FM)
R * FIDS which is monitored by the AFS computers (FAC/FG) and CFDS.
R
C. FIDS operation
The system has two fault detection and isolation modes:
- Normal mode (flight) :
The system stores the failure data relevant to the AFS in non-volatile
memories and transmits these data to the CFDIU.
R - Menu mode (ground):
The system transmits a menu to the MCDU via the CFDIU.
R
(1) Normal mode

In normal mode, the AFS maintenance system ensures the following
functions:
- fault detection
R The fault is detected at the level of each computer BITE by
R constant monitoring of specific variables of the operational
R software.
- fault isolation
The detection of a fault triggers an analytic process. This process
identifies the LRU from which the fault originates. This analysis
is performed in two steps:
1st step: A first analysis is made at the level of the computer
which detected the fault.
This first step can itself be split into two phases at FAC and FG
level (1st and 2nd phase analysis).
2nd step: A second analysis is made at FIDS level. This analysis is
called the 3rd phase analysis.
- Storage of faults in the non-volatile memories.
R The breakdown of these functions is shown on figures:

R (Ref. Fig. 003, 004)
To perform the functions described above, the system consecutively
performs the following operations:
- Interpretation and execution of the CFDIU commands by the FIDS.

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Fault Detection - 1st and 2nd Phase Analysis
R Figure 003

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3rd Phase Analysis (Update of CD)
R Figure 004

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CES
- Interpretation and execution of the FIDS commands by the FAC, FG
and FM BITEs.
- Fault detection at the level of each AFS BITE.
- Transmission of maintenance data by the FCU BITE to the FG and by
the MCDU BITE to the FM.
- Fault isolation, creation of fault contexts and memorization of
these contexts by the FAC, FG and FM BITEs.
- Transmission of the malfunction reports of the BITEs to the FIDS.
- Management and consolidation of the malfunction reports by the
FIDS.
- Generation of a fault message from this consolidated diagnosis,
which is sent to the CFDIU.
- Memorization of faults by the FIDS.
(a) Interpretation and execution of the CFDIU commands by the FIDS
1
_ The FIDS card, connected to the CFDIU in acquisition, receives
from the CFDIU:
- A control word
- Various information:
* DATE
* UTC (Universal Time Coordinated)
* Aircraft identification
* Flight phase
R
R 2
_ Use of DATE, UTC and AIRCRAFT IDENTIFICATION and FLIGHT PHASE
R informations. These informations are received by the FIDS from
R the CFDIU.
R NOTE : If the DATE and UTC informations are not available, the
____
R FIDS will send out for these datas:
R - DATE: /3F
R - UTC: 3FHFF
R - The DATE and UTC informations are transmitted by the FIDS to

R the FAC, FG and FM BITES in order to enhance their fault
R contexts.
R - The AIRCRAFT IDENTIFICATION information is used by the FIDS
R for the LRU IDENTIFICATION option (Ref. Menu Mode)
R - The FLIGHT PHASE information is used at two levels:
R * It is transmitted to the FAC, FG and FM BITEs by means of
R the command. These BITEs use this information to manage the
R memory areas where the fault contexts are stored (ground
R area, flight area).

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R * It is used by the FIDS which, during detection of flight
R phase change, activates a consolidation process for the
R fault diagnosis sent by the BITEs (Ref. 3rd phase analysis).
R 3
_ Emergency operation in case of CFDIU failure or absence
R - The FIDS detects CFDIU failure or absence by detecting
R non-refresh of the control word.
R - In this case, it uses for operation the GROUND/FLIGHT
R information given by the wired discrete NOSE GEAR PRESD
R which it receives directly:
R * on the ground : the FIDS sends a command to the BITEs
R requesting them not to record any more internal or external
R faults.
R * in flight : the FIDS sends the command DC1 to the BITEs
R (Ref. previous table).
(b) Interpretation and execution of the FIDS commands by the FAC, FG

and FM BITEs
1
_ Each BITE
FAC 1 COM
FAC 1 MON
FAC 2 COM
FAC 2 MON
FG1 COM
FG1 MON
FG2 COM
FG2 MON
FM1
FM2
R receives from the FIDS: - a control word
R - Date, UTC.
2
_ Interpretation and execution of the commands in the ground or
flight area
R Each BITE stores a certain quantity of fault information (Ref.
R fault context) in the non-volatile memories.
These memories are split into several areas:
R - Ground area: this area is capable of storing 3 faults and
R their context. It is cleared at each ground/flight
transition.
R - Flight area: this area is capable of storing 30 faults and
R their context.
R
When the memories are full, the first-in fault is eliminated
first.
R Each BITE executes these FIDS commands:

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- No fault recording
- Fault recording in ground area
- Fault recording in flight area
R - Fault confirmation request (Ref. 3rd phase analysis)
R
- Triggering variable re-initialization request (Ref. Fault
Detection).
3
_ Use of DATE and UTC information
This information is used by the BITEs to enhance their fault
contexts.
R 4
_ Emergency operation in case of inoperative FIDS.
- The BITEs detect absence or failure of the FIDS by detecting
non-refresh of the control labels.
- In this case, each BITE operates by using the ground/flight
information given by the wired discrete NOSE GEAR PRESD
which each FAC and FMGC receives directly.
* on the ground : BITEs do not record faults.
* in flight : BITEs record faults in flight area.
(c) Fault detection at each BITE of the AFS
1
_ FAC, FG and FM BITEs
R - Event trigger
A triggering event detected by the BITE function of a
computer corresponds to a change in state of a functional
variable of the application software of this computer.
R This event triggers a fault isolation and storage process.
R In order not to report to the CFDIU too many transitory
R events which have no cockpit effect, the status change of
R each monitored variable must have a duration greater than a
R predetermined failure confirmation time.
R
R Re-initialization purpose :
R In order to allow failure storage after CFDS phase change
R when the monitoring is extended (for example when changing
R from ground scanning to flight one, the AFS external
R failures must start to be monitored), the triggering
R variable detection within each BITE is reinitialised upon
R FIDS request. This allows to detect a failure already
R present before a phase change.
R
R (Ref. Fig. 005)

- Hierarchical configuration of the triggering events (only
for FAC and FG)

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Fault Detection
R Figure 005

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In order to trigger the fault isolation process, the BITE
permanently scans a certain number of functional variables.
These variables are hierarchically configured in order to
take into account only the event with highest priority in
the application software functional sense, i.e. the event
whose appearance may cause other events.
2
_ MCDU BITE
The MCDU performs the following tests:
- Processor test,
- RAM test,
- EPROM test,
- EEPROM test,
- Video monitoring,
- Background monitoring.
R The RDY annunciator comes on (green) when the MCDU passes its
R long-term power- up or power-off reset test, after its BRT
R knob is turned to OFF.
R If a failure is found, the FAIL annunciator comes on and the
R MCDU FAIL discrete output is set from ground to open circuit.
3
_ FCU BITE
R The FCU BITE continuously computes the maintenance status of
R both FCU channels.
R Consequently, the essential information is crossed between the
R FCU channel 1 and the FCU channel 2. The results of this
R monitoring are loaded in the BITE memory.
(d) Transmission of maintenance data by the MCDU and FCU BITE
1
_ MCDU
R The MCDU continuously sends to the FG an MCDU HLTY discrete
R signal relevant to its state.
2
_ FCU
R The FCU continuously sends to the FG a maintenance label and
R an FCU HLTY discrete signal both relevants to its state.
(e) Fault isolation at FAC, FG and FM BITE level

When a fault is detected, the system consecutively performs the
following operations:
- Takes the snapshot and performs acquisition of the MCDU and FCU
maintenance data
- Analyzes
Fault isolation is performed first at the level of the FAC, FG
and FM BITEs then at FIDS level.

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R For isolation, these BITEs use the snapshots for internal
R variables and also use for the MCDU and FCU the maintenance
R words received respectively by FM and FG.
1
_ FAC, FG and FM snapshots
- The snapshot contains the state (0 or 1) of a certain number
of application software functional variables (a maximum of
76).
- Each time a trigger event is detected, a snapshot is taken.
- The snapshot is specific to the triggering event.
- The snapshot contains the data enabling the system to
analyse the fault and isolate the faulty LRU(s).
R - Snapshots are displayed within TSD (trouble shooting data)
R in menu mode (words W1 to W5).
2
_ The information transmitted by the FCU and the MCDU is
considered by the FG and FM BITEs as ordinary snapshots.
3
_ Analysis
R (Ref. Fig. 003)
4
_ Analysis (FAC, FG (COMMAND and MONITOR), and FM BITE levels)
a
_1 st phase analysis
R (Ref. Fig. 006)
R The 1st phase analysis is made by the side of the computer
R which detected the triggering event.
R The result of this analysis is named RESANAC (result of
R analysis in COM lane) or RESANAM (result of analysis in MON
R lane).
Composition is as follows:
-----------------------------------------------------------------
| | | |
| TYPE / SYMETRY CODE | ERROR CODE | EVENT |
| | | |
-----------------------------------------------------------------
R - Event: triggering event
R - Error code: calculated from the state of the variables of
R the snapshot and, if applicable, the maintenance word
transmitted by the FCU.
- Type/symetry code
R Type: Area where fault context is recorded (ground,
R flight, AFS TEST, LAND TEST).
R Symetry: coded to 1 when the failure must be symmetrical
R i.e. detected by both sides of the computer. In this
case, an additional analysis is made at the computer
command side (2nd phase analysis).

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R 1st Phase Analysis - FAC, FG and FM BITE levels
R Figure 006

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The RESANAM is transmitted to the COMMAND side if the
fault was detected on the MONITOR side (not available for
FM BITE analysis).
b
_ 2nd phase analysis (not available for FM BITE analysis)
The second phase analysis is made by the COMMAND side of
the computer following a triggering event. It is triggered
on reception of a RESANAC or a RESANAM.
The 2nd phase analysis computes:
- A RESANA (result of analysis of the second phase in lane
COM) which has the same composition as the RESANAC or the
RESANAM and is displayed within TSD in menu mode (C/M
result of analysis).
- Two codes, CLRU1 and CLRU2, which designate two LRUs
suspected as being the origin of the analyzed fault.
CLRU1 is allocated to the LRU with the higher probability
of failure.
The general computation principle is as follows:

- The 2nd phase analysis is only performed if RESANA C or
M, computed by the 1st phase analysis, comprises a bit S
coded to 1 (Ref. RESANA composition).
- If this analysis is effective, a 2 second correlation
window is opened to take into account, if applicable, the
result of the 1st phase analysis transmitted by the other
part of the computer.
If the fault is correlated, bit CD=0, the 3rd phase
analysis will not be made at FIDS level (CD = Correlation
Demand).
If not, bit CD=1 when fault isolation cannot be performed
at the level of the computer which detected the fault,
then an additional analysis is made at FIDS level (3rd
phase analysis).
- The LRU failure codes are computed from RESANA or RESANAC
and RESANAM.

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(f) Creation and save of the fault context in the BITE memories
- Composition of the fault context:
-------------------------------------------------------------------------------
| NFIDS | NLRU |
|-----------------------------------------------------------------------------|
| FLIGHT LEG |
|-----------------------------------------------------------------------------|
| UTC |
|-----------------------------------------------------------------------------|
| DATE |
|-----------------------------------------------------------------------------|
| RESANA |
|-----------------------------------------------------------------------------|
| RESANAC (not available for FM BITE) |
|-----------------------------------------------------------------------------|
| RESANAM (not available for FM BITE) |
|-----------------------------------------------------------------------------|
R | SNAPSHOT (80 variables displayed in five 16-bit words: W1, W2, W3, W4, W5) |
-------------------------------------------------------------------------------
R * NFIDS: Number generated by the FIDS to manage the fault context

R * NLRU: Fault number
* FLIGHT LEG
* UTC
* DATE
R * RESANA: filled in from COMMAND side only
R * RESANAC: filled in from COMMAND side only
R * RESANAM: filled in from MONITOR side and recopied on COMMAND
R side
* Snapshot
- Make-up of the fault context
R * All information, except for NFIDS, making up the fault
R context is stored in the context at the end of the analysis at
R BITE level.
R * As the NFIDS is generated by the FIDS, this fault context
R area is only filled in after reception, by the FIDS, of a
R malfunction report sent by the COMMAND side of the FAC or the
R FG, which detected the failure, or by the FM.
R * For the FM, RESANAC and RESANAM areas do not exist.
- Save of fault context.
This context is saved in the non-volatile memories.

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(g) Creation and transmission of the anomaly report
R * At the end of the analysis, a malfunction report is sent to the
R FIDS by the computer which detected the fault.
R * This malfunction report is composed of the RESANA (C/M result
R of analysis within TSD) and the two LRU codes (described above)
R corresponding to the suspected LRUs.
------------------------------------------------------
| |
| RESANA |
| |
|-----------------------|----------------------------|
| LRU 2 CODE | LRU 1 CODE |
------------------------------------------------------
(h) Management of the malfunction reports by the FIDS
1
_ On reception of a malfunction report, the FIDS generates and
sends, to the BITE of the computer which recorded the fault,
R either a clearing command if the failure occurs within a phase
R in which the storage of the failure is not required, or an
R NFIDS management number. This number will be used to retreive
R the fault. The FIDS then records this malfunction report in
R the non-volatile memories.
2
_ Management of identical malfunction reports:
R - 2 malfunction reports are considered as identical when the
R following three conditions are met:
. their two error code areas are identical
. they come from the same computer
. they occurred during the same flight.
In this case, only the first malfunction report received by
the FIDS is recorded and each time a new identical
malfunction report is received, an event counter, linked to
the recorded report, is incremented (from 1 to 4).
R (Ref. Fig. 004)
(i) Consolidation of the malfunction reports by the FIDS, 3rd phase

analysis
1
_ The FIDS sends to the CFDIU a message comprising:
- an initial word including the following information:
R . OF (Origin of the Failure): set to 1 when the fault is
R internal to the AFS system
R . FW (Failure Witness): set to 1 as long as fault is present
R . CFF (Current Fault Flag): set to 1 as long as the system
R is affected by at least one internal or external fault

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R . BHF (BITE History Flag): Set to 1 as soon as the BITE
R memory is loaded by the detection of an internal or external
failure on the last 63 flights.
- a text of 30 characters making up the fault message
2
_ The FIDS consolidates the malfunction reports of the various
R BITEs during the 3rd phase analysis, and generates the various
R information which make up the fault messages.
3
_ General principle of the 3rd phase analysis:
- Update of Failure Witness (FW)
R FW allows the FIDS to correlate present faults between two
R computers when one has obtained a non-coherent result of
R analysis between COM and MON (second phase of analysis).
This analysis is triggered at each flight phase change.
When the malfunction is recorded in the FIDS, FW is set to
1.
For each malfunction report recorded with FW = 1, the FIDS
R in 3rd phase analysis mode interrogates the BITE which sent
R the malfunction to know if the malfunction which initiated
the taking of the snapshot is still present.
If yes, FW remains at 1, if not FW is set to 0.
When the source of the malfunction has disappeared, the BITE
is again authorized to take a new snapshot.
Reappearance of the malfunction causes transmission of a
R malfunction report identical to the one recorded in the
R FIDS, and forces relevant FW to 1.
R This analysis permits to update the OCCURRENCE OF THE
R FAILURE information.
R When the failure is not present at last-flight phase change,
R the FIDS adds the RTOK (RETEST OK) text at the end of the
R message.
R At each area change, the FIDS sends a command of triggering
R variable re-initialization to the BITEs. In this case, the
R failure is dated (UTC
- Update of Correlation Demand (CD)
R CD is a request from dual lane BITE (FAC/FG) emitted when
R the second phase result of analysis is not coherent between
R COM and MON lanes (symetric fault not seen).
This analysis is triggered at each reception of a new fault
report with CD = 1 by the FIDS.
For a given malfunction report, CD is normally given by the
2nd phase analysis in the computer and accompanies the error
code.

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For each malfunction report (RA) received with FW = 1 and CD
= 1, the FIDS, in 3rd phase analysis mode, interrogates its
R context table in order to correlate this malfunction report:
R . with another malfunction report
R . with FW = 1, CD = 0 and indicating same faulty LRU.
If correlation is possible, CD of RAa changes to 0.
If correlation is negative, RAa is checked to see if it has
declared another LRU as faulty under second probability. If
this is the case, a correlation is made as described above.
R If correlation is possible, CD of RAa changes to 0 and the
R LRU concerned becomes the first probable cause of failure.
R If not, CD remains at 1.
R - Update of OF: set when 3rd phase analysis has diagnosed an
R internal or external LRU failure.
R - Update of CFF and BHF: these items of information are set by
R the 3rd phase analysis in accordance with the presence or
not of at least 1 failure detected by the system on the
current flight or previous flights.
- Generation of failure text:
R The 3rd phase analysis computes two error codes, CLRU1 and
R CLRU2, corresponding to the two LRUs suspected as being the
origin of the analyzed failure. The codes are planted in
decreasing failure probability order.
The final fault message is generated from the LRU code with
highest failure probability.
(j) Memorization of failures by FIDS

For a given failure, the FIDS memorizes the following
information:
- NFIDS
- Fault message
- RESANA, RESANAC and RESANAM
- DATE
- UTC
- OCCURRENCE OF THE FAILURE
- FAIL NUMBER (FAIL NO)
Part of this information is displayed on the MCDU in menu mode.
R
(2) Menu Mode
(a) General
1
_ The menu mode is relevant to a specific operation enabled only
on the ground. It is based on an interactive dialogue between
the FIDS and the MCDU.

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As the principle of this dialogue is common to all the systems
which dialogue with the MCDU, it will not be described in
R detail in this document. For further details, refer to ATA Ref
R 31-32-00 (Menu mode and pseudo-menu mode).
The functions of the system in menu mode are:
- Generation of pages:
. MAIN MENU
. LAST LEG REPORT
. PREVIOUS LEG REPORT
. TROUBLE SHOOTING DATA
. GROUND SCAN
. LRU IDENTIFICATION
. LAND TEST
. AFS TEST
. WINDSHEAR TEST (if windshear function activated).
- Execution of the various options described previously.
R 2
_ Operation: access to main menu, chaining of the various pages
R are described in para G. All the pages presented by the MCDU
are generated by the FIDS.
(b) Main menu

R (Ref. Fig. 007)
1
_ The MAIN MENU page is shown on figure. It gives the various
options available in menu mode.
(c) Description of Main Menu option operation
1
_ LAST LEG REPORT
R (Ref. Fig. 008)
- This function gives on the ground only, the internal and
external failure messages recorded during the last flight.
- Information presented:
R . FLIGHT LEG: The FLIGHT LEG number is always at blank for
R failures relevant to last flight
. DATE, UTC when failure was detected or taken into account
R . FAULT REPORT: fault message (identical to the message
R transmitted in normal mode)
R . ATA: ATA reference of LRU given as faulty
R . ISSUED BY: computer which originated the Fault message
R (e.g. : FAC1C, FAC2C/M, etc.)
R . FAIL NO: Number of presented fault. This counter is reset
R at the start of each flight phase. The first fault presented
R is the fault which occurred last during the last flight.
R . OCCURENCE: Number of times when the same failure occurs.

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AFS - MAIN MENU Page
R Figure 007

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LAST LEG and PREVIOUS LEG REPORTS/TSD Pages
R Figure 008

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- Access to the following failure is made by pushing the NEXT
PAGE key on the MCDU
- In addition, one of the main menu options:
TROUBLESHOOTING DATA is directly accessible from this
function.
2
_ PREVIOUS LEG REPORT
R (Ref. Fig. 008)
- This function presents, on the ground only, the internal and
external fault messages which appeared during the 64
previous flights. This memo is the sum of the LAST LEG
REPORT memos of several flights.
- Information presented
The information presented is identical to that presented in
the LAST LEG REPORT except that:
R FLIGHT LEG: The counter is incremented at each ground/
R flight changeover.
R
R FAIL NO: Fault number presented for a given FLIGHT LEG.
- The first fault presented corresponds to the last fault
which occurred during the previous flights.
3
_ TROUBLESHOOTING DATA
R (Ref. Fig. 008)
- This function presents, on the ground only, additional
information relevant to the faults.
This page is established from the fault context recorded in
the BITE non-volatile memories:
. DATE, UTC, Flight Leg
R . COM (RESANAC), MON (RESANAM) and C/M (RESANA)
R . Snapshot data (W1, W2, W3, W4 and W5)
- This function can be accessed from two levels:
a
_ From the main menu:
- On selection of the TROUBLE SHOOTING DATA option, the
FIDS generates a page for selecting the BITE that the
operator wishes to examine.
- When the BITE has been selected, the FIDS presents the
content of the memories of this BITE starting by the most
recent fault. The following faults are accessible by
pushing the NEXT PAGE key on the MCDU.
b
_ From the LAST LEG REPORT, PREVIOUS LEG REPORT, GROUND SCAN,
LAND TEST and AFS TEST options:
On selection of the TROUBLE SHOOTING DATA option, the FIDS
directly presents the context of the fault which is being
displayed.

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4
_ GROUND SCAN
R (Ref. Fig. 009)
- Access to the GROUND SCAN function
This function is accessible from the MCDU when the system is
R in menu mode (when the aircraft is on the ground).
R The following three functions can be accessed when the AFS
R /GROUND SCAN page is displayed:
- GROUND REPORT
- PRESENT FAILURES SCAN
R - PROGRAM (if active).
The line key adjacent to the RETURN indication enables
selection of the previous menu page.
- GROUND REPORT function
This function enables the failures recorded in the ground
area of the FIDS memory to be displayed.
R As this memory is capable of storing three contexts, the
R three most recent failures can be displayed, the oldest
contexts being eliminated.
The content of the ground area is erased during computer
power up and engine start (NULL to DC2).
The failures memorized and visible in the GROUND REPORT are
the ones which occurred after the last ground area
initialization.
Two types of content can be displayed:
* Only the internal failures that occured on ground are
normally displayed by the GROUND REPORT function.
* After selection of the PRESENT FAILURES SCAN function
(Ref. para. PRESENT FAILURES SCAN function) all internal and
external failures (considering a limit of three contexts)
found during this operation are seen in this report. As
selection of the PRESENT FAILURES SCAN function erases the
content of the ground area, it is highly recommended, prior
to this selection, to display this content using the GROUND
REPORT function.
Failures are presented with the following data:
- the flight counter (-00) which indicates that the failure
occurred on the ground
- the ATA reference and associated message
- the computer which identified the failure.
Additional information can be obtained by selecting the
TROUBLE SHOOTING DATA item (push action on the line key
adjacent to the TROUBLE SHOOTING DATA indication). The
procedure and the displayed content are similar to the LAST
LEG REPORT and PREVIOUS LEGS REPORT.
- PRESENT FAILURES SCAN function
(GROUND SCANNING)

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MCDU Pages MAIN MENU and Ground Scan Options
R Figure 009

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This function is used to isolate failures present when the
function is selected. Therefore an inhibited failure will
not be announced. Once the function is activated (push
action on the line key adjacent to the PRESENT FAILURES SCAN
indication), a wait message is displayed for 40s while the
system isolates the present failures.
After this time, the messages are displayed on the GROUND
REPORT page. A maximum of three failures, internal or
external, present at that time, can be displayed.
NOTE : As soon as the PRESENT FAILURES SCAN function is

____
selected, the ground contexts previously recorded are
erased and thus definitively lost.
Each processor (e.g.:FMGC1 COM or FAC2 MON) can
announce one failure only (the failure with the highest
priority). If two failures are present at the same
time, N.1 has to be solved first so that the concerned
processor can announce N.2 in a second PRESENT
FAILURES SCAN report.
The FIDS include a PROGRAM menu. When this menu is
activated it allows to obtain more engineering messages
(not useful at maintenance level).
5
_ LRU IDENTIFICATION
**ON A/C 001-049, 051-099, 101-105, 151-199, 201-233, 236-238,
(Ref. Fig. 010)
R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(Ref. Fig. 010A)
**ON A/C ALL
- This function presents, on the ground only, the PART NUMBER

of the FACs and the FMGCs.
- The page also gives the AIRCRAFT IDENTIFICATION.
NOTE : The LRU IDENT can be obtained after the power-up test
____
only. This data is available after energization of the
FAC and the FMGC as follows:
- for the FAC, after more than 90 seconds
- for the FMGC, after more than 120 seconds.

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LRU Identification Pages
Figure 010

R

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201-233, 236-238,
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LRU Identification Pages
Figure 010A

R

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6
_ AFS TEST, LAND TEST : these two options and their operation
are described in ATA REFs 22-96-00 and 22-97-00 respectively.
(3) Transmission of FLIGHT NUMBER and CITY PAIR Information

The FIDS acquires the following information from FMGC1 on line A:
. FLIGHT NUMBER Label 233, 234, 235, 236
. CITY PAIR Label 040, 041, 042
and transmits this information without check or modification to the
CFDIU (parity check is performed).
4. FIDS
_________________
Power Supply
- The FIDS card is located in the FAC, on the COMMAND side.
- The COMMAND side of the FAC and the FIDS have a common power supply.
- The characteristics of this electrical power supply are described in ATA
Ref. 22-67-00: Electrical and Hydraulic Power Supply (FAC).
5. ______________
FIDS Interface
A. ARINC Inputs/Outputs
* ARINC inputs
FAC OWN (HS)
FAC OPP (HS)
FMGC OWN A (HS)
FMGC OPP A (HS)
CFDIU (LS)
* ARINC outputs
FAC OWN COM and MON
CFDIU
NOTE : The ARINC outputs are looped back for test during the safety
____
tests.
B. Discrete Inputs/Outputs
* Discrete inputs
SIDE 1 : ground = side 1
ATER Q : request for automatic test
LPF : Long Power Fail delivered by the COM power supply card of the FAC
TEST REQUEST : request for safety tests
NOSE GEAR OWN PRESD : ground condition
POWER FAIL : delivered by the COM power supply card of the FAC
IT POWER DOWN : delivered by the COM power supply card of the FAC
* Discrete outputs
FIDS OWN HLTY (Ref. para Safety Tests)
ATERDY : Response to automatic test request.

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C. FIDS - BITE Interface
R (Ref. Fig. 011)
- The CFDIU sends a control word (label 227) in compliance with ABD018 on
its FIDS bus.
- The FIDS sends control words 354, 355, 352 and 353 to FAC1, FAC2, FMGC1
and FMGC2 respectively on its FAC1 bus.
Words 355, 352 and 353 are transmitted via the FAC1 general bus.
- Each FAC and FMGC transmits words 350 and 351, either spontaneously
during transmission of a malfunction report, or after a FIDS command.
- Finally, the FIDS transmits a message on word 356 to the CFDIU.
D. Interface with FMGC1

The FMGC1 transmits labels 040, 041, 042 (CITY PAIR) and 233, 234, 235
and 236 (FLIGHT NUMBER) to the FIDS. The FIDS transmits this information
to the CFDIU.

EFF :

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Page 32
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FIDS - BITE Interface
R Figure 011

EFF :

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Feb 01/05

CES
6. Operation
_________
A. General
(1) Normal Mode

The use of the system in normal mode is described in ATA REF
31-32-00.
(2) Menu Mode

R - Access to the main menu of the FIDS: chaining of the operations
R enabling display of this menu is described in figure:
R (Ref. Fig. 012)
- Operating principle:
Chaining of the various pages of the menu mode is described in
figure
R (Ref. Fig. 007)
The following pages show an example of LAST LEG REPORT utilization.
R The utilization principle is the same for the other options of the
R menu because the displayed data are the same.
- Example of LAST LEG REPORT utilization
R (Ref. Fig. 013, 014)
These figures describe the access to the last flight failures.
- Example of LAST LEG REPORT utilization
R (Ref. Fig. 015)
This figure describes the elements associated with a given failure.
R A snapshot must not be used at the maintenance level because the
R analysis of the snapshot requires a high engineering level.
R Message: ADIRU 1
R Failure issued by: FAC 1 COM
R RESANA: * Type/symetry: 7 ; flight and symetry
R * Error code: 17 ; IRS OWN F/W
R * EVENT: 6 ; monitoring of peripherals
Snapshot utilization (vendor only):
R Word 1: bit 8 = 0 ; IRS OWN NOT VALID
R Word 2: bit 13 = 0 ; IRS OWN ACQ NOT HLTY
Failure of IRS 1 acquisition by the FAC 1

EFF :

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CES
Menu Chaining
R Figure 012

EFF :

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Page 35
Feb 01/05

CES
Example of LAST LEG REPORT Utilization (1)
R Figure 013

EFF :

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Page 36
Feb 01/05

CES
R Figure 014

EFF :

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Page 37
Feb 01/05

CES
R Figure 015

EFF :

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CES
B. List of LRUs Covered by the FIDS
All the internal and external LRUs covered by the FIDS are listed in the
table below:
(1) List of Internal AFS LRUs
-------------------------------------------------------------------------------
|ATA REF. | LRU | FIN |
|----------------------|---------------------------------|--------------------|
|22-66-34 | FAC1 | 1CC1 |
|22-66-34 | FAC2 | 1CC2 |
|22-83-34 | FMGC1 | 1CA1 |
|22-83-34 | FMGC2 | 1CA2 |
|22-81-12 | FCU | 2CA |
|22-82-12 | MCDU1 | 3CA1 |
|22-82-12 | MCDU2 | 3CA2 |
|27-26-51 | YAW ACTUATOR 1 | 3CC1 |
|27-26-51 | YAW ACTUATOR 2 | 3CC2 |
|27-22-51 | RUDDER TRIM ACTUATOR | 10CC |
|27-23-51 | RTL ACTUATOR | 4CC |
|27-26-17 | YAW DAMPER POS XDCR UNIT | 2CC |
|27-92-41 | TAKE OVER CPT | 8CE1 |
|27-92-41 | TAKE OVER FO | 8CE2 |
|76-11-17 | A/THR INSTINCTIVE DISCONNECT CPT| 7CA1 |
|76-11-17 | A/THR INSTINCTIVE DISCONNECT FO | 7CA2 |
|22-62-12/27-62-00 | RUDDER TRIM RESET SWITCH | 8CC |
|22-62-11/27-62-00 | RUDDER TRIM CONTROL SWITCH | 9CC |
|22-62-21 | RUDDER TRIM INDICATOR | 17CC |
|22-65-00 | FAC1 PUSH BUTTON SWITCH | 12CC1 |
|22-65-00 | FAC2 PUSH BUTTON SWITCH | 12CC2 |
------------------------------------------------------------------------------|

EFF :

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Page 39
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R
CES
(2) List of External AFS LRUs
-----------------------------------------------------------------------------
|ATA REF. | LRU | FIN | NOTE |
|----------------------|---------------------------|----------------|-------|
|31-21-21 | CLOCK | 2FS | |
|34-36-31 | ILS 1 | 2RT1 | |
|34-36-31 | ILS 2 | 2RT2 | |
|34-51-33 | DME 1 | 2SD1 | |
|34-51-33 | DME 2 | 2SD2 | |
|34-55-31 | VOR 1 | 3RS1 | |
|34-55-31 | VOR 2 | 3RS2 | |
|34-12-34 | ADIRU 1 | 1FP1 | |
|34-12-34 | ADIRU 2 | 1FP2 | |
|34-12-34 | ADIRU 3 | 1FP3 | |
|73-21-60/73-22-34 | ECU 1/EEC 1 | 4000 KS (Eng 1)| |
|73-21-60/73-22-34 | ECU 2/EEC 2 | 4000 KS (Eng 2)| |
|34-42-33 | R/A 1 | 2SA1 | |
|34-42-33 | R/A 2 | 2SA2 | |
|23-24-34 | ACARS (FP) | 1RB | |
|32-31-71 | LGCIU 1 | 5GA1 | |
|32-31-71 | LGCIU 2 | 5GA2 | |
|28-42-34 | FQIC | 3QT | |
|27-93-34 | ELAC 1 | 2CE1 | |
|27-93-34 | ELAC 2 | 2CE2 | |
|27-51-34 | SFCC1 | 21CV | |
|27-51-34 | SFCC2 | 22CV | |
|31-44-34 | WEIGHT & BALANCE (FP) | 1GT1, 1GT2 | |
|31-35-22 | PRINTER (FP) | 4TW | |
|34-48-34 | GPWC | 1WZ | |
|31-32-34 | CFDIU | 1TW | |
|31-63-34 | DMC1 (PFD OWN VALID) | 1WT1 | * |
|31-63-34 | DMC2 (PFD OPP VALID) | 1WT2 | * |
|31-53-34 | FWC1 (FWC OWN VALID) | 1WW1 | * |
|31-53-34 | FWC2 (FWC OPP VALID) | 1WW2 | * |
|32-42-34 | BSCUA (BSCUA HLTY) | 10GG | * |
|32-42-34 | BSCUB (BSCUB HLTY) | 10GG | * |
|24-22-55 | 28V DC PWR SUPPLY SPLIT | 11XU1, 11XU2 | |
|29-32-12 | HYD PRESS SWITCH (YELLOW) | 3151GN | |
|29-32-12 | HYD PRESS SWITCH (GREEN) | 1151GN | |
|34-11-00 | AIR DATA SWITCH | 15FP | |
|34-11-00 | ATTITUDE SWITCH | 13FP | |
-----------------------------------------------------------------------------
* Discrete signal from a computer
FP : FULL PROVISION SP : SPACE PROVISION

EFF :

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Page 40
Feb 01/05
R
CES
7. Safety
____________
Tests
- The following tests are performed automatically in the FIDS card on the
ground after prolonged power supply cutoff (>4s).
. Memory module checksum test
. CPU RAM test
. ARINC RAM test
. ARINC EEPROM test
. ARINC OUTPUT test by looping:
R * For FIDS to CFDIU, the test is performed on label 356
R * For FIDS to FAC, the test is performed on label 354.
- In addition, the CPU card performs a SLOT test after each reset (card
identifier)
- Total duration of these tests is approximately 15 seconds.
- Test results:
R * If all the tests are correct, the FIDS sets its FIDS HEALTHY discrete
R output to 1 and performs its SYSTEM BITE function (for FAC1 only)
R * If one of the tests is incorrect, the FIDS sets FIDS HEALTHY to 0 and
R repeats the tests.
- For all the other energization cases, FIDS HEALTHY is set to 1.
R - Specific case of FAC2: The CPU card permanently performs the power rise
R tests and sets its FIDS HEALTHY discrete output to 1. If this card is
R faulty, a malfunction report delivered by the FAC2 declares the fault.

EFF :

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CES
FAULT ISOLATION FUNCTION - PRINCIPLE - ADJUSTMENT/TEST
______________________________________________________
TASK 22-91-00-710-001
Ground Scanning of the AFS
_______
1. __________________
Reason for the Job
Self Explanatory
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
R Power Supply
Pump
Menu Page
34-10-00-860-005 ADIRS Stop Procedure

EFF :

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Page 501
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CES
3. __________
Job Set-up
Subtask 22-91-00-860-050

(Ref. TASK 24-41-00-861-002).
R (2) Align the three ADIRS

R (Ref. TASK 34-10-00-860-004).
R (3) Pressurize the aircraft hydraulic systems

R (Ref. TASK 29-23-00-863-001) (Ref. TASK 29-10-00-863-003).
R (4) On one MCDU:
(a) Get the SYSTEM REPORT/TEST page

(Ref. TASK 31-32-00-860-001).
(b) Push the line key adjacent to the AFS indication.
Subtask 22-91-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

EFF :

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CES
4. Procedure
_________
Subtask 22-91-00-710-050
A. Do this test:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU, get the AFS MAIN On the MCDU :

MENU page: - The AFS/GROUND SCAN page comes into
- Push the line key adjacent to view.
the GROUND SCAN indication.
- Push the line key adjacent to - On the AFS/GROUND SCAN page,

the PRESENT FAILURES SCAN SCAN IS RUNNING and WAIT 40 SECONDS
indication. indications come into view.
- After approximately 40 seconds, the
AFS/GROUND REPORT page comes into
view.
- Read the result of the test.
2. If the LRU is correct. - The END indication comes into view.
3. If the LRU is not correct: - The AFS/GROUND REPORT TROUBLE

- Push the line key adjacent to SHOOTING DATA page comes into view.
the ISSUED BY XXX indication. This shows the result of the analysis
and the snapshot that gives the
status of variables when the failure
occurred.
R - Use the results you get. NOTE : In case of no response from one
____
R computer during the test, it is
R recommended to disregard the
R message inviting to remove the
R computer in case of second
R failure and perform at least
R another trial before removing
R the unit.
NOTE : Disregard the AFS: ELAC1 (issued

____
by FAC1) and AFS: ELAC2 (issued
by FAC2) messages due to
hydraulic pressure off.

EFF :

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Page 503
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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
4. Push the line key adjacent to the An AFS/GROUND REPORT page comes into
RETURN indication. view.
- If the result is not correct,

do the step 3 again.
- If the END indication comes The AFS/GROUND SCAN page comes into
into view, push the line key view.
adjacent to the RETURN
indication.
5. Close-up
________
Subtask 22-91-00-860-051

(Ref. TASK 29-23-00-864-001) (Ref. TASK 29-10-00-864-003).
(3) Do the ADIRS stop procedure

(Ref. TASK 34-10-00-860-005).

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

EFF :

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Page 504
Nov 01/02
R
CES
AFS FAULT ISOLATION - DESCRIPTION AND OPERATION
_______________________________________________
1. _______
General
Refer to 22-91-00 for general information.
Only the list of error codes is given in the following tables.
Such a kind of information permits to have an idea of the encountered
failure.
A. List of FAC Error Codes
--------------------------------
----------------- | EVENT | EVENT |
| NO | | RESANA | NUMBER |DESIGNATION|
|SYMETRY|SYMETRY| RESANAC |------------------|-----------|
----------|-------|-------| RESANAM |1 AFS TEST | |
|LRU TEST | 0 | 1 | --------- |2 FAC MONITORING | |
|LAND TEST| 2 | 3 |<---|.|.|.|.|--->|3 YAW DAMPER MON. | |
| GROUND | 4 | 5 | |-|-|-|-| |4 RUD TRIM MON. | |
| FLIGHT | 6 | 7 | | | |5 RUD TRA LIM MON.| |
|---------|-------|-------| (ERROR CODE) |6 PERIPHER. MON. | |
|------------------|-----------|
--------------------------------------------------
| ERROR CODE | DESIGNATION |
|-------------|----------------------------------|
| 01 | FAC OWN F/W - INTERNAL |
| 02 | FAC OWN F/W - POWER SUPPLY |
| 03 | FAC OWN F/W - YD LOGIC |
| 04 | FAC OWN F/W - RT LOGIC |
| 05 | FAC OWN F/W - RTL LOGIC |
| 06 | FAC OWN F/W - ARINC FEEDBACK |
| 07 | FAC OWN F/W - FIDS |
| 08 | FAC OWN F/W - SYNCHRO |
| 09 to 0B | NONE |
| 0C | FAC OWN F/W - EEPROM BITE |
| 0D | NONE |
| 0E | ADIRU 1/2/3 DISAGREE |
| 0F | SFCC OWN F/W |
|-------------|----------------------------------|
| 10 | LGCIU OWN F/W |
| 11 | FAC OPP F/W |
| 12 | FAC OWN / YD POS XDCR UNIT 2CC |
| 13 | SPEED MONITORING |
| 14 | ADC OWN F/W |
| 15 | ADC OPP F/W |
| 16 | ADC 3 F/W |

EFF :

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Page 1
Feb 01/98

CES
--------------------------------------------------
|-------------|----------------------------------|
| 17 | IRS OWN F/W |
| 18 | IRS OPP F/W |
| 19 | IRS 3 F/W |
| 1A | ELAC OWN F/W |
| 1B | ELAC OPP F/W |
| 1C | FMGC OWN F/W |
| 1D | FMGC OPP F/W |
| 1E | ADC MONITORING |
| 1F | IRS MONITORING |
|-------------|----------------------------------|
| 20 | 26V/400HZ MONITORING |
| 21 | HYDRAULIC CIRCUIT |
| 22 | YD BYPASS |
| 23 | YAW C1 COMPARISON |
| 24 | YD ACTUATOR OWN F/W |
| 25 | TRIM RESET FAIL |
| 26 | RUDDER TRIM C1 COMPARISON |
| 27 | RT ACTUATOR OWN F/W |
| 28 | NONE |
| 29 | RTL C1 COMPARISON |
| 2A | RTL ACTUATOR F/W |
| 2B | NONE |
| 2C | FAC OWN / ELAC 1/2 WIRING |
| 2D | YD C2 COMPARISON |
| 2E | YD C3 COMPARISON |
| 2F | RUDDER TRIM C2 COMPARISON |
|-------------|----------------------------------|
| 30 | RTL C2 COMPARISON |
| 31 | FAC OWN P/B SW F/W |
| 32 | RT RST SW F/W |
| 33 | RT CTRL SW F/W |
| 34 | SFCC OWN CIRCUIT F/W |
| 35 | LGCIU OWN CIRCUIT F/W |
| 36 | YD C3 COMPARISON |
| 37 | NONE |
| 38 | FAC OWN / ELAC OWN BUS WIRING |
| 39 | FAC OWN / FMGC OWN BUS B WIRING|
| 3A | FAC OWN / ELAC OPP BUS WIRING |
| 3B | FAC OWN / FMGC OPP BUS B WIRING|
| 3C to 3D | NONE |
| 3E | FAC OWN F/W - DISCRETE INPUT |
| 3F | FAC OWN F/W - ARINC INPUT |
|------------------------------------------------|
| 40 | FAC OWN / AP OWN ENGD WIRING |

EFF :

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Page 2
Feb 01/98

CES
--------------------------------------------------
|-------------|----------------------------------|
| 41 | FAC OWN / AP OPP ENGD WIRING |
| 42 | FAC OWN / YD ENGD CHG OVER |
| 43 | FAC OWN / RT ENGD CHG OVER |
| 44 | FAC OWN / RTL ENGD CHG OVER |
| 45 | FAC OWN / PARITY PIN PROGRAM |
| 46 | ELAC OWN / BUS WIRING / FAC OWN|
| 47 | ELAC OPP / BUS WIRING / FAC OWN|
| 48 to 4F | NONE |
|-------------|----------------------------------|
| 50 to 5F | NONE |
|-------------|----------------------------------|
| 60 to 6F | NONE |
|-------------|----------------------------------|
| 70 | AFS TEST OK (PROCESSOR) |
| 71 to 74 | NONE |
| 75 | AFS TEST OK (COMPUTER) |
| 76 to 79 | NONE |
| 7A | NORMAL |
| 7B to 7F | NONE |
|-------------|----------------------------------|
| F3 | CHECK FAC OWN |
|-------------|----------------------------------|

EFF :

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Page 3
Feb 01/98

CES
B. List of FMGC/FG Error Codes
-------------------------------
----------------- | EVENT | EVENT |
| NO | | RESANA | NUMBER |DESIGNATION|
|SYMETRY|SYMETRY| RESANAC |-----------------|-----------|
------------------|-------| RESANAM |1 AFS TEST | |
|LRU TEST | 0 | 1 | --------- |2 FMGC MONITORING| |
|LAND TEST| 2 | 3 |<---|.|.|.|.|--->|3 FCU MONITORING | |
| GROUND | 4 | 5 | |-|-|-|-| |4 AP ENGAG. MON. | |
| FLIGHT | 6 | 7 | | | |5 ATH ENGAG. MON.| |
|---------|-------|-------| (ERROR CODE) |6 FD ENGAG. MON. | |
|7 LAND CAPA. MON.| |
|8 INOP FUNC. MON.| |
|9 PERIPHER. MON. | |
|-----------------|-----------|
---------------------------------------------------------
|-------------|-----------------------------------------|
| 01 | FMGC OWN F/W - INTERNAL |
| 02 | FMGC OWN F/W - POWER SUPPLY |
| 03 | AP OWN NOT DISENGAGED |
| 04 | AP OPP NOT DISENGAGED |
| 05 | ATH OWN NOT DISENGAGED |
| 06 | FMGC OWN F/W - ARINC FEEDBACK |
| 07 | ATH OPP NOT DISENGAGED |
| 08 | FMGC OWN F/W - SYNCHRO |
| 09 | FAC 2 YD - CHECK GND SCAN |
| 0A | ELAC 1 |
| 0B | ELAC 2 |
| 0C | FMGC OWN F/W - EEPROM BITE |
| 0D | ELAC OPP |
| 0E | CHECK FWS |
R | 0F | FMGC OWN F/W - FM/FG COMPATIBILITY |
|-------------|-----------------------------------------|
| 10 | FD OPP NOT ENGAGED |
| 11 | APPR NOT ENGAGED |
| 12 | ATH INOP |
| 13 | NONE |
| 14 | ADC OWN F/W |
| 15 | ADC OPP F/W |
| 16 | ADC 3 F/W |
| 17 | IRS OWN F/W |
| 18 | IRS OPP F/W |
| 19 | IRS 3 F/W |

EFF :

ALL 22-92-00

Page 4
May 01/05

CES
---------------------------------------------------------
|-------------|-----------------------------------------|
| 1A | YD OPP NOT ENGAGED |
| 1B | RUD TR OPP NOT ENGAGED |
| 1C | AP OPP NOT ENGAGED |
| 1D | NONE |
| 1E | ADC MONITORING |
| 1F | IRS MONITORING |
|-------------|-----------------------------------------|
| 20 | AP DISENGAGED |
| 21 | FWC INVALID |
| 22 | ATH DISENGAGED |
| 23 | FD DISENGAGED |
| 24 | POWER SUPPLY SPLIT F/W |
| 25 | ELAC AP DISCONNECT |
| 26 | YD DISENGAGED |
| 27 | RT DISENGAGED |
| 28 | APP OPP INOP |
| 29 | CDU OWN F/W |
| 2A | CDU OPP F/W |
| 2B | ADIRU 1/2/3 DISAGREE |
| 2C | SHORT SECURITY TEST (SST) |
| | FAILURE (FCU) |
| 2D | CHANGE OVER TEST (COT) |
| | FAILURE (FCU) |
| 2E | SYNCHRONISATION FAILURE (FCU) |
| 2F | FCU OPP HLTY FAILURE |
|-------------|-----------------------------------------|
| 30 | FCU OWN F/W |
| 31 | FCU OPP F/W |
| 32 | AUTOTHRUST NOT ACTIVE |
R | 33 | AUTOTHRUST NOT ACTIVE / COMP N1 |
| 34 | PFD OWN (CHECK DMC OWN - FMGC OWN CKT)|
| 35 | PFD OPP (CHECK DMC OPP - FMGC OWN CKT)|
| 36 | FWC OWN (CHECK FWC OWN - FMGC OWN CKT)|
| 37 | FWC OPP (CHECK FWC OPP - FMGC OWN CKT)|
| 38 | FMGC OWN / AP ENG FEEDBACK |
| 39 | FMGC OWN / ATH ENG FEEDBACK |
| 3A | FMGC OWN / AP OPP ENG WIRING |
| 3B | FMGC OWN / ATH OPP ENG WIRING |
| 3C | FMGC OWN / FAC OWN HLTY CKT |
| 3D | FMGC OWN / FAC OPP HLTY CKT |
| 3E | FMGC OWN F/W - DISCRETE INPUT |
| 3F | FMGC OWN F/W - ARINC INPUT |
|-------------|-----------------------------------------|
| 40 | FMGC OWN F/W - INNER LOOP |

EFF :

ALL 22-92-00

Page 5
May 01/05

CES
---------------------------------------------------------
|-------------|-----------------------------------------|
| 41 | BSCU OWN F/W |
| 42 | BSCU OPP F/W |
| 43 | R/A OWN F/W |
| 44 | R/A OPP F/W |
| 45 | FAC OWN F/W |
| 46 | FAC OPP F/W |
| 47 | FADEC OWN F/W |
| 48 | FADEC OPP F/W |
| 49 | FADEC OWN A F/W |
| 4A | FADEC OWN B F/W |
| 4B | FADEC OPP A F/W |
| 4C | FADEC OPP B F/W |
| 4D | FADEC OPP F/W |
| 4E | ILS OWN F/W |
| 4F | ILS OPP F/W |
|-------------|-----------------------------------------|
R | 50 | FCU FAIL |
| 51 | FM OWN F/W |
| 52 | BOTH LGCIU FAILED |
| 53 | ROLLOUT F/W |
| 54 | NO ILS CONDITION |
| 55 | NO FM VALIDITY |
| 56 | ALPHA FLOOR MONITORING |
| 57 | FAC PROCESSING FAIL |
| 58 | NONE |
| 59 | AP/FD ORDERS MONITORING |
| 5A | SPEED CONTROL LOST |
R | 5B | FMGC OWN - FMGC OPP 5FD CKT |
| 5C | AP/FD LOST |
| 5D | AP INST DISC F/W |
| 5E | ATH INST DISC F/W |
| 5F | ADIRU LOST BY FAC |
|-------------|-----------------------------------------|
| 60 | FCU OPP F/W |
| 61 | NONE |
| 62 | PARITY PIN PROGRAM |
| 63 | FMGC OWN / FCU - AP OWN SW |
| 64 | FMGC OWN / FCU - ARH OWN SW |
| 65 | NONE |
| 66 | FMGC OWN / FAC OWN BUS WIRING |
| 67 | FMGC OWN / FMGC OPP BUS WIRING |
| 68 | FMGC OWN / FAC OPP BUS WIRING |
| 69 | FMGC OWN / CHECK GND SCAN |
R | 6A | FAC OWN / FMGC OWN ARINC 1K |

EFF :

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Page 6
May 01/05

CES
---------------------------------------------------------
|-------------|-----------------------------------------|
R | 6B | FAC OPP / FMGC OWN ARINC 1K |
| 6C TO 6F | NONE |
|-------------|-----------------------------------------|
| 70 | AFS TEST OK (PROCESSOR) |
| 71 to 74 | NONE |
| 75 | AFS TEST OK (COMPUTER) |
| 76 to 79 | NONE |
| 7A | NORMAL |
| 7B to 7F | NONE |
|-------------|-----------------------------------------|
| F3 | CHECK FMGC OWN |
|-------------|-----------------------------------------|

EFF :

ALL 22-92-00

Page 7
May 01/05

CES
R **ON A/C 001-049, 051-099, 101-149, 151-199, 201-233, 236-238, 301-304,
R 401-499,
C. List of FMGC/FM Error Codes
---------------------------------
------------------ | EVENT | EVENT |
| NO | | RESANA | NUMBER | DESIGNATION |
|SYMETRY| SYMETRY| RESANAC |--------|----------------------|
----------|-------|--------| RESANAM |1 |LRU TEST |
| | | | --------- |2 |185 HARDWARE FAIL |
| | | |<---|.|.|.|.|--->|3 |IOP HARDWARE FAIL |
| | | | |-|-|-|-| |4 |SOFTWARE FAIL |
| | | | | | |5 |LRU FAIL |
|---------|-------|--------| (ERROR CODE) |6 |FM POWER UP |
|7 |DUAL FAIL |
|--------|----------------------|
---------------------------------------------------------
|-------------|-----------------------------------------|
| 01 to 0F | NONE |
|-------------|-----------------------------------------|
| 10 to 11 | NONE |
| 12 | ADC OPP FAIL |
| 13 | ADC 3 FAIL |
| 14 TO 1D | NONE |
| 1E | ADC OWN FAIL |
| 1F | IRS OWN FAIL |
|-------------|-----------------------------------------|
| 20 to 2B | NONE |
| 2C | DME OPP FAIL |
| 2D | VOR OPP FAIL |
| 2E | ILS OPP FAIL |
| 2F | IRS OPP FAIL |
|-------------|-----------------------------------------|
| 30 | NONE |
| 31 | FAC OPP FAIL |
| 32 | FADEC OPP FAIL |
| 33 | MCDU OPP FAIL |
| 34 TO 37 | NONE |
| 38 | FM/FG POWER UP FAIL |
| 39 | MEMORY MODULE MISMATCH |
| 3A | MEMORY MODULE REMOVED |
| 3B | NAV DATA BASE MISMATCH |
| 3C | PROGRAM PIN MISMATCH |
| 3D | RESYNCH HAS OCCURED |

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-233, 236-238, 301-304, 401-499,
22-92-00

Page 8
Feb 01/08

CES
---------------------------------------------------------
|-------------|-----------------------------------------|
| 3E | NONE |
| 3F | IRS 3 FAIL |
|-------------|-----------------------------------------|
| 40 to 4C | NONE |
| 4D | FMGC OPP FAIL |
| 4E to 4F | NONE |
|-------------|-----------------------------------------|
| 50 | FCU FAIL |
| 51 TO 5F | NONE |
|-------------|-----------------------------------------|
| 60 | ACARS OPP FAIL |
| 61 | RESYNCH HAS FAILED |
| 62 | 185 HARDWARE FAIL |
| 63 | IOP HARWARE FAIL |
| 64 | SOFTWARE FAIL |
| 65 | DME OWN FAIL |
| 66 | VOR OWN FAIL |
| 67 | ILS OWN FAIL |
| 68 | CLOCK FAIL |
| 69 | FAC OWN FAIL |
| 6A | FADEC OWN FAIL |
| 6B | FQI FAIL |
| 6C | MCDU OWN FAIL |
| 6D | ACARS OWN FAIL |
| 6E | PRINTER FAIL |
| 6F | DATA LOADER FAIL |
|-------------|-----------------------------------------|
| 70 to 74 | NONE |
| 75 | LRU TEST PASS |
| 76 | LRU TEST FAIL |
| 77 to 7F | NONE |
|-------------|-----------------------------------------|
| F3 | NONE |
|-------------|-----------------------------------------|

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-233, 236-238, 301-304, 401-499,
22-92-00

Page 9
Feb 01/08

CES
R **ON A/C 234-235, 239-249, 251-299, 305-399, 501-509, 511-526, 528-599,
C. List of FMGC/FM Error Codes
---------------------------------
------------------ | EVENT | EVENT |
| NO | | RESANA | NUMBER | DESIGNATION |
|SYMETRY| SYMETRY| RESANAC |--------|----------------------|
----------|-------|--------| RESANAM |1 |SYSTEM TEST |
| | | | --------- |2 |MCDU 1 MON. FAILURE |
| | | |<---|.|.|.|.|--->|3 |MCDU 2 MON. FAILURE |
| | | | |-|-|-|-| |4 |MCDU 3 MON. FAILURE |
| | | | | | |5 |EXT. LRU MON. PART 1 |
|---------|-------|--------| (ERROR CODE) |6 |EXT. LRU MON. PART 2 |
|7 |LRU FAIL |
|8 |POWER UP & DUAL FAIL. |
|9 |SOFTWARE FAILURE |
|--------|----------------------|
---------------------------------------------------------
|-------------|-----------------------------------------|
| 01 to 0F | NONE |
|-------------|-----------------------------------------|
| 10 to 11 | NONE |
| 12 | ADC OPP FAIL |
| 13 | ADC 3 FAIL |
| 14 | GPS OWN FAIL |
| 15 TO 1D | NONE |
| 1E | ADC OWN FAIL |
| 1F | IRS OWN FAIL |
|-------------|-----------------------------------------|
| 20 to 2B | NONE |
| 2C | DME OPP FAIL |
| 2D | VOR OPP FAIL |
| 2E | ILS OPP FAIL |
| 2F | IRS OPP FAIL |
|-------------|-----------------------------------------|
| 30 TO 31 | NONE |
| 32 | FADEC OPP FAIL |
| 33 | MCDU OPP FAIL |
| 34 | GPS OPP FAIL |
| 35 TO 37 | NONE |
| 38 | HARDWARE FAILURE GIVING A RESET |
| 39 | FM HEALTHY FAILED |
| 3A | IDP HEALTHY FAILED |

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-92-00

Page 10
Feb 01/10

CES
---------------------------------------------------------
|-------------|-----------------------------------------|
| 3B | FMP HEALTHY FAILED |
| 3C | PROGRAM PIN DISCREPENCY |
| 3D TO 3E | NONE |
| 3F | IRS 3 FAIL |
|-------------|-----------------------------------------|
| 40 TO 42 | NONE |
| 43 | GPS OWN + OPP FAIL |
| 44 TO 4C | NONE |
| 4D | FMGC OPP FAIL |
| 4E | FMGC OWN FAIL |
| 4F | NONE |
|-------------|-----------------------------------------|
| 50 | FCU FAIL |
| 51 TO 5E | NONE |
| 5F | FG HEALTHY FAIL |
|-------------|-----------------------------------------|
| 60 | ACARS OPP FAIL |
| 61 | DUAL FAIL |
| 62 | FMP HARDWARE FAIL |
| 63 | IDP HARDWARE FAIL |
| 64 | SOFTWARE FAILURE GIVING A FM RESET |
| 65 | DME OWN FAIL |
| 66 | VOR OWN FAIL |
| 67 | ILS OWN FAIL |
| 68 | CLOCK FAIL |
| 69 | NONE |
| 6A | FADEC OWN FAIL |
| 6B | FQI FAIL |
| 6C | MCDU OWN FAIL |
| 6D | ACARS OWN FAIL |
| 6E | PRINTER FAIL |
| 6F | NONE |
|-------------|-----------------------------------------|
| 70 to 74 | NONE |
| 75 | LRU TEST PASS |
| 76 | LRU TEST FAIL |
| 77 to 7F | NONE |
|-------------|-----------------------------------------|
| F3 | NONE |
|-------------|-----------------------------------------|

R

EFF : 234-235, 239-249, 251-299, 305-399,
501-509, 511-526, 528-599,
22-92-00

Page 11
Feb 01/10

CES
AFS TEST (AFTER AFS LRU REMOVAL) - DESCRIPTION AND OPERATION
____________________________________________________________
1. _______
General
The purpose of the AFS TEST is to check the integrity of the AFS after
replacement of an LRU (line replaceable unit).
The AFS TEST completes the AFS computer monitoring and safety tests.
This test, which is performed in the FACs and the FMGCs (FM and FG sections)
consists in:
- using the computer safety test results (FAC, FG, FM, FCU and MCDU)
- the test of symmetrical discrete inputs : FAC COM and FAC MON, FG COM and
MON
- the test of the symmetrical ARINC inputs
- the plausibility test of the information delivered by:
- the RUD TRIM/RESET pushbutton switch
- the rudder trim control switch
- Capt A/THR instinctive disconnect pushbutton switch
- F/O A/THR instinctive disconnect pushbutton switch
- Capt takeover and priority pushbutton switch
- F/O takeover and priority pushbutton switch
- FAC engagement pushbutton switch.
2. Triggering
__________________________
of the AFS TEST
On the ground in menu mode by selecting the AFS TEST option.

EFF :

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Feb 01/98

CES
3. Execution
_____________________________________
of the AFS TEST in the FIDS
The test request is sent by the FIDS (fault isolation and detection system)
to the various FAC, FG and FM BITEs.
In order to prevent unwanted triggering of the test in flight, these BITEs
only accept the request if their ground condition is met (NOSE GEAR PRSD).
A. Test Execution
(Ref. Fig. 001, 002)
- On selection of AFS TEST option, the FIDS generates the first page.
- This page is displayed during 40 seconds and indicates that the test is
under execution (AFS TEST IS RUNNING).
- The WAIT indication is given opposite the name of each LRU under.
- After the 40 seconds, the 2nd page of the AFS TEST is displayed with
the AFS TEST COMPLETED indication.
The following indications are given opposite the name of each LRU
* PASS : If all test results are positive.
* PRESS LINE KEY : If at least one test result is negative or if the
LRU is not connected or if the LRU is not in ground condition.
Pressing the corresponding key enables access to the malfunction report
issued by the BITE of the LRU concerned.
It is identical to the report issued by the GROUND REPORT option
described in ATA REF 22-91-00 Para. 3-C(3) (d).
The fault message indicates the origin of the failure detected during
test execution.
NOTE : The TROUBLE SHOOTING DATA option is accessible from the AFS TEST.
____
When this option is selected the system presents the context of
the fault associated with the malfunction report.

EFF :

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Feb 01/98

CES
R Example of AFS TEST Utilization (1)
Figure 001

EFF :

ALL 22-96-00

Page 3
May 01/03

CES
Example of AFS TEST Utilization (2)
Figure 002

EFF :

ALL 22-96-00

Page 4
Feb 01/98

CES
4. Execution
____________________________________
of the LRU TEST in the FAC
- Reply to the AFS TEST command from the FIDS : following reception of an
AFS TEST command and in relation to the FAC ground condition (NOSE GEAR
PRESSED), the FAC BITE sends either ACCEPTED or REFUSED on the FAC OWN
line.
If the BITE replies by ACCEPTED, taking of snapshot is triggered by
simulation, at BITE level, of a specific triggering event, called LRU TEST
(Ref. triggering event : ATA REF 22-91-00 para 3-B-(3)(a).
- On taking of snapshot, a 1st and 2nd phase analysis is triggered at FAC
level: - 1st phase analysis:
computation of RESANAC or RESANAM from the results of the FAC safety tests
and the plausibility tests of the information delivered by the RUD
TRIM/RESET pushbutton switch, the rudder trim control switch and the
engagement pushbutton switch.
- 2nd phase analysis, there are two cases:
if the result of the COM or MON tests by the 1st phase analysis is
incorrect, the 2nd phase analysis is as per the principle described in ATA
REF 22-91-00 para 3-B (5)(c).
if the result COM and MON tests by the 1st phase analysis is correct, a
specific AFS TEST 2nd phase analysis is performed. This analysis consists
in a bit-by-bit comparison of the discrete inputs COM-MON (in LRU TEST COM
and MON snapshots) and a bit-by-bit comparison of the validity signals
(SSM monitoring, non-refresh and parity) of the COM-MON symmetrical ARINC
inputs. If one of the two comparisons is incorrect, the FAC AFS TEST
result is PRESS LINE KEY. Pressing the corresponding key enables access to
the malfunction report issued by the BITE of the LRU concerned. If the two
comparisons are correct, the FAC AFS TEST result is PASS:
- Transmission of malfunction reports : the malfunction reports are sent to
the FIDS on the FAC OWN line in a manner similar to that described in ATA
REF 22-91-00 (para 3.B.(7)).

EFF :

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Page 5
Feb 01/98

CES
5. Execution
_____________________________________
of the LRU TEST in the FMGC
- Reply to the AFS TEST command from the FIDS : following reception of an
AFS TEST command and in relation to the FMGC ground condition (NOSE GEAR
PRESSED), the FG BITE sends either ACCEPTED or REFUSED on the FMGC line.
If the BITE replies by ACCEPTED, taking of snapshot is triggered by
simulation, at BITE level, of a triggering event (ref. triggering event :
ATA REF 22-91-00 para 3-B-(3)(a).
- On taking of snapshot, a 1st and 2nd phase analysis is triggered at FG and
FM levels:
A. FG Level
- 1st phase analysis:
* computation of RESANAC or RESANAM from the results of the FG, FCU and
MCDU safety tests and the plausibility tests of the information
delivered by the takeover and priority pushbutton switches and the
A/THR instinctive disconnect pushbutton switches.
- 2nd phase analysis, there are two cases:
The 2nd phase analysis is as per the principle described in ATA REF
22-91-00 para 3-B (5)(c).
A specific AFS TEST 2nd phase analysis is performed which consist in a
bit-by-bit comparison of the discrete inputs COM-MON (in LRU TEST COM
and MON snapshots) and a bit-by-bit comparison of the validity signals
(SSM monitoring, non-refresh and parity) of the COM-MON symmetrical
ARINC inputs.
B. FM Level
Computation of RESANA from the results of the FM and MCDU safety tests.
- Transmission of malfunction reports : The malfunction reports are sent
to the FIDS on the FMGC OWN line in a manner similar to that described
in ATA REF 22-91-00 (para 3.B.(7)).
C. Overall Result Indication

The FIDS memorizes the FG and FM AFS TEST result.
(1) Correct FG and FM result

In this case the indication is PASS.
(2) Incorrect FG and/or FM result

The indication is PRESS LINE KEY.
(a) FG incorrect
The computer concerned is the FMGC.
(b) FM incorrect
The computer concerned is the FMGC, but FM section is specified.

EFF :

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Page 6
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CES
6. _________
Operation
The following figures show an example of AFS TEST utilization from the
selection of the AFS TEST option on the AFS MAIN MENU to the primary data of
the analysis performed during the test.
Utilization:
- Message : FMGC1; FMGC1 internal fault
- RESANAM : * type : AFS TEST, ground area
* S : 0 ; fault not symmetrical
* CD : 0 ; no 3rd phase analysis in the FIDS
* error code : O1H ; FMGC OWN F/W
* event : 1 ; AFS TEST
- Snapshot utilization.
Word 5 : bit 3 = 0 ; A/THR TEST FAILED
Safety test of the A/THR function incorrect on the MONITOR side.
(Ref. Fig. 001, 002)
R

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CES
AFS TEST - ADJUSTMENT/TEST
__________________________
TASK 22-96-00-710-001
Operational Test of the AFS
_______
1. __________________
Reason for the Job
To do a check of the integrity of the AFS.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Menu Page
3. __________
Job Set-up
Subtask 22-96-00-860-050

(Ref. TASK 24-41-00-861-002).
(2) On one MCDU:
(a) Get the SYSTEM REPORT/TEST page (Ref. TASK 31-32-00-860-001).

EFF :

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Page 501
Feb 01/98

CES
Subtask 22-96-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
Subtask 22-96-00-710-050
A. Do this test:
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU, on the AFS MAIN MENU On the MCDU:

page: - The AFS/TEST REPORT page comes into
- Push the line key adjacent to view.
the AFS TEST indication. - The AFS TEST IS RUNNING indication
comes into view.
On the MCDU, after approximately 40

seconds, at the end of the test:
- A second page comes into view.
- The AFS TEST COMPLETED indication
comes into view.
2. Read the result of the test for

each LRU:
- If the LRU is correct. - The PASS indication comes into view.

EFF :

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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- If the LRU is not correct. - The PRESS LINE KEY indication comes
into view.
3. If the LRU is not correct: On the MCDU :

- Push the line key adjacent to - The AFS/TEST REPORT page comes into
the (LRU): PRESS LINE KEY view and shows the failure indication
indication. and the computer which found the
failure.
- Push the line key adjacent to - The AFS/TEST REPORT TROUBLE SHOOTING
the ISSUED BY XX indication. DATA page comes into view. This shows
the result of the analysis and the
snapshot that gives the status of
variables when the failure occurred.
- Use the results you get.
4. On the MCDU, push the line key

adjacent to the RETURN indication
until the CFDS menu page comes
into view.
5. Close-up
________
Subtask 22-96-00-862-050

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

EFF :

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Page 503
Feb 01/98

CES
LAND CAT III CAPABILITY TEST - DESCRIPTION AND OPERATION
________________________________________________________
1. _______
General
The purpose of the test is to verify the capability of the involved systems
R to perform a CAT 3 DUAL fail-operational automatic landing. It also verifies
R the takeover and priority pushbutton switches, the A/THR instinctive
disconnect pushbutton switches and the warnings associated to the automatic
landing.
The LAND TEST function is mainly performed in the FIDS and utilizes FG
failure detection (snapshot, analysis and reporting).
Consequently, the LAND TEST efficiency is identical to the FG BITE
efficiency.
2. System
__________________
Description
All along the test, the operator is provided with:
- instructions to be applied (guided test) and visual indications on the
MCDU pages
- audio indications.
The principle is to trigger a BITE analysis if the operator has pushed
YES line key at the first question, or NO for one of the others and
then to build a report and display it.
No specific tool is required to perform this test.
The initial conditions are: aircraft on ground and power supply on.
A. Test Acceptation
LAND TEST selection on the MCDU causes transmission by the FIDS of a
request (LAND TEST REQUEST), confirmed by the ground condition
(hard-wired discrete), to four FMGC BITEs (FG1 COM, MON, FG2 COM, MON).
Each BITE sends the request signal to the operational software which
generates the answer (LAND TEST ACCEPTATION). This answer is then sent
back to the FIDS to authorize LAND TEST initiation.
The four acceptations from the four BITEs are required by the FIDS to
authorize the test. In absence of acceptation, the LAND TEST REFUSED
message is displayed on the first AFS/LAND TEST-1 page.
If the text execution request is authorized, the FIDS generates the
different pages to be displayed on the MCDU and dialogues with the four
BITEs to perform the test.
B. Test Principle
This test consists in checking the correct operation of the systems
inside and outside the AFS and involved in CAT 3 automatic landing
(correct operation of BITEs, correct system reception, self-test results,
interconnections validity).

EFF :

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Page 1
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CES
**ON A/C 001-049, 051-099, 101-105, 151-199, 201-233, 236-238,
C. Test Running
(Ref. Fig. 001, 002)
If a failure occurs prior to the acceptation phase, the test is refused
as mentioned above.
If a failure occurs after the acceptation phase, the FMGCs remain in LAND
TEST condition since the aircraft is on ground with engines shut down.
From AFS/LAND TEST-4 page, the operator must answer questions by YES or
NO via the MCDU.
NOTE: Please answer by YES if agree with sentence, NO if disagree.
If the answer is YES, the test continues until the last page is displayed
(AFS/LAND TEST-9) with TEST OK final message.
If the answer is NO :
- an analysis is made at the level of the AFS BITEs in order to detect
and isolate the failure, and
- a failure message is displayed on the AFS/LAND TEST REPORT page
requesting to check the system concerned by the analysis.
NOTE: Each AFS/LAND TEST page displays an END OF TEST indication.
Pressing the line key adjacent to this indication results in the
transmission of an END OF TEST FIDS command to the four FG BITEs.
Reception of this command causes loss of the LAND TEST ACCEPTATION
condition for each BITE.
R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
C. Test Running
**ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499,
(Ref. Fig. 001A)
R **ON A/C 501-509, 511-526, 528-599,
(Ref. Fig. 001B)
R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,

R 511-526, 528-599,
(Ref. Fig. 002A)

If a failure occurs prior to the acceptation phase, the test is refused
as mentioned above.

R

EFF : 001-049, 051-099, 101-149, 151-199,
201-249, 251-299, 301-399, 401-499, 501-509,
22-97-00

Page 2
Feb 01/10
511-526, 528-599,
CES
Land Test (Accepted)
Figure 001

R

EFF : 001-049, 051-099, 101-105, 151-199,
201-233, 236-238,
22-97-00

Page 3/4
Feb 01/08

CES
R Land Test (Accepted)
R Figure 001A

R

EFF : 106-149, 234-235, 239-249, 251-299,
301-399, 401-499,
22-97-00

Page 5/6
Nov 01/09

CES
INTENTIONALLY BLANK

R

22-97-00

Page 7
Nov 01/09

CES
Figure 001B (SHEET 1)

R

EFF :

501-509, 511-526, 528-599, 22-97-00

Page 8
Feb 01/10

CES

R

EFF :

501-509, 511-526, 528-599, 22-97-00

Page 9
Feb 01/10

CES

R

EFF :

501-509, 511-526, 528-599, 22-97-00

Page 10
Feb 01/10

CES

R

EFF :

501-509, 511-526, 528-599, 22-97-00

Page 11
Feb 01/10

CES
Land Test (Refused)
Figure 002

R

EFF : 001-049, 051-099, 101-105, 151-199,
201-233, 236-238,
22-97-00

Page 12
Nov 01/09

CES
Land Test (Refused)
Figure 002A

R

EFF : 106-149, 234-235, 239-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-97-00

Page 13
Feb 01/10

CES
If a failure occurs after the acceptation phase, the FMGCs remain in LAND
TEST condition since the aircraft is on ground with engines shut down.
From AFS/LAND TEST-4 page, the operator must answer questions by YES or
NO via the MCDU.
NOTE: Please answer by YES if agree with sentence, NO if disagree.
If the answer is YES, the test continues until the last page is displayed
(AFS/LAND TEST-9) with XXX LAND TEST OK final message.
If the answer is NO :
- an analysis is made at the level of the AFS BITEs in order to detect
and isolate the failure, and
- a failure message is displayed on the AFS/LAND TEST REPORT page
requesting to check the system concerned by the analysis.
NOTE: Each AFS/LAND TEST page displays an END OF TEST indication.
Pressing the line key adjacent to this indication results in the
transmission of an END OF TEST FIDS command to the four FG BITEs.
Reception of this command causes loss of the LAND TEST ACCEPTATION
condition for each BITE.
The LAND TEST introduces the capability to test MLS and GLS (provision)
landing systems in addition to ILS system (AFS/LAND TEST-0 page).
NOTE : AFS/LAND TEST-0 page will be displayed only if another landing

____
system than ILS is installed.
In addition, a test Close-Up page is added in order to replace the A/C

systems in their initial states.

R

EFF : 106-149, 234-235, 239-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-97-00

Page 14
Feb 01/10

CES
LAND CAT III CAPABILITY TEST - ADJUSTMENT/TEST
______________________________________________
TASK 22-97-00-710-001
Operational Test of the LAND CAT III Capability
_______
_______
1. __________________
Reason for the Job
To make sure that the APPR mode operates correctly and to put the aircraft
back to CAT III capability.
R NOTE : The purpose of the Land CAT III test is to check the aircraft
____
R capability to perform a CAT III DUAL automatic landing.
2. ______________________
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

External Power
Power Supply
Pump
Menu Page
34-10-00-860-005 ADIRS Stop Procedure

EFF :

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Page 501
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CES
3. __________
Job Set-up
Subtask 22-97-00-860-051

(Ref. TASK 24-41-00-861-002).

(Ref. TASK 31-60-00-860-001).
(3) Align the three ADIRS

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

(Ref. TASK 29-23-00-863-001)
(Ref. TASK 29-10-00-863-003).
NOTE : You must pressurize the three hydraulic systems:

____
- to make sure that, when the test is completed, the system
R has 98% operational capability.
(5) On the maintenance panel 50VU, make sure that the ENG/FADEC GND PWR 1
and 2 pushbutton switches are off.
(6) On the panel 402VU, make sure that the A/SKID & NOSE WHEEL switch is
at ON.
(7) On one MCDU:
(a) Get the SYSTEM REPORT/TEST page

(Ref. TASK 31-32-00-860-001).

EFF :

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Page 502
Feb 01/99

CES
Subtask 22-97-00-865-050
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
4. Procedure
_________
**ON A/C 001-049, 051-099, 101-105, 151-199, 201-233, 236-238,
Subtask 22-97-00-710-051
A. Do this test:
NOTE : The automatic landing capability can be deduced from these ECAM
____
STATUS pages:
R -------------------------------------------------
|INOP indication | Automatic Landing Capability |
R -------------------------------------------------
| CAT III DUAL | CAT III SINGLE |
R -------------------------------------------------
| CAT III | CAT II |
R -------------------------------------------------
| CAT II | CAT I |
-------------------------------------------------
NOTE : You can stop the LAND TEST when it is necessary. To stop the test,
____
push the line key adjacent to the END OF TEST indication, (the AFS
MAIN MENU page comes into view).

EFF :

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Page 503
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CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU, on the AFS MAIN MENU On the MCDU, the AFS/LAND TEST-1 page
page: comes into view.
the LAND TEST indication (line
5R).
2. Make sure that the aircraft On the MCDU, the AFS/LAND TEST-2 page
configuration is the same as comes into view.
given on the AFS/LAND TEST-1 If it does not come into view, and the
page. Then push the NEXT PAGE LAND TEST REFUSED indication comes into
function key. view, push the line key adjacent to the
END OF TEST indication and do the test
again.
3. Make sure that the aircraft The AFS/LAND TEST-3 page comes into
configuration is the same as view.
given on the AFS/LAND TEST-2
page. Then push the NEXT PAGE
function key.
4. Do the ILS FREQ/CRS selection as The AFS/LAND TEST-4 page comes into
given on the AFS/LAND TEST-3 view.
page. Then push the NEXT PAGE
function key.
NOTE : If local airport is

____
equipped with an ILS
having a frequency of
109.9, enter another
frequency which should be
also different from the
other local ILS
frequencies (if any others
are existing).
5. As indicated on the AFS/LAND

TEST-4 page:
- Make sure that these INOP AUTO
FLT indications (CAT2, CAT3,
CAT3 DUAL) do not come into
view on the right part of ECAM
STATUS page.

R

EFF : 001-049, 051-099, 101-105, 151-199,
201-233, 236-238,
22-97-00

Page 504
Feb 01/08

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
NOTE : If the list of indications is full, an arrow comes into view at the
____
bottom on the line (between the left and the right parts of the
display unit).
On the ECAM control panel, push the CLR key to get the remaining
indications.
6. If there are no INOP AUTO FLT The AFS/LAND TEST-5 page comes into
indications in view, push the view.
line key adjacent to the YES
indication.
7. For each of the AFS/LAND

TEST-5,6,7 and 8 procedure pages:
- Obey the instructions given on
the MCDU:
- To reply YES: Push the line key The AFS/LAND TEST-6,7 and 8 pages come
adjacent to YES if the result into view.
of the visual and the aural The TEST OK indication comes into view
checks is correct. on the AFS/LAND TEST-9 page.
- To reply NO: Push the line key One AFS/LAND TEST REPORT page comes
adjacent to NO. into view.
This page shows a failure indication.
To continue the test after the repair,
push the line key adjacent to the
RETURN indication (the procedure in
progress comes into view).
NOTE : If the result of the visual and aural checks is incorrect and the
____
result of the test is correct:
- The procedure in progress comes into view.
8. On the MCDU, push the line key On the MCDU:

adjacent to the RETURN indication - The CFDS MENU page comes into view.
until the CFDS menu page comes
into view.

R

EFF : 001-049, 051-099, 101-105, 151-199,
201-233, 236-238,
22-97-00

Page 505
Feb 01/08

CES
R **ON A/C 106-149, 234-235, 239-249, 251-299, 301-399, 401-499, 501-509,
R 511-526, 528-599,
Subtask 22-97-00-710-051-A
A. Do this test:
NOTE : The automatic landing capability can be deduced from these ECAM
____
STATUS pages:
-------------------------------------------------
|INOP indication | Automatic Landing Capability |
-------------------------------------------------
| CAT III DUAL | CAT III SINGLE |
-------------------------------------------------
| CAT III | CAT II |
-------------------------------------------------
| CAT II | CAT I |
-------------------------------------------------
NOTE : You can stop the LAND TEST when it is necessary. To stop the test,
____
push the line key adjacent to the END OF TEST indication, (the AFS
MAIN MENU page comes into view).
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
1. On the MCDU, on the AFS MAIN MENU On the MCDU, the AFS/LAND TEST-1 page
page: comes into view.
the LAND TEST indication (line
5R)
- Select the landing mode.
2. Make sure that the aircraft On the MCDU, the AFS/LAND TEST-2 page
configuration is the same as comes into view.
given on the AFS/LAND TEST-1 If it does not come into view, and the
page. Then push the next page LAND TEST REFUSED indication comes into
function key. view, push the line key adjacent to the
END OF TEST indication and do the test
again.
3. Make sure that the aircraft The AFS/LAND TEST-3 page comes into
configuration is the same as view.
given on the AFS/LAND TEST-2

R

EFF : 106-149, 234-235, 239-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-97-00

Page 506
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
page. Then push the next page
function key.
4. Do the ILS FREQ/CRS or MLS The AFS/LAND TEST-4 page comes into
CHAN/CRS (if MLS fitted) view.
selection as given on the
AFS/LAND TEST-3 page. Then push
the next page function key.
NOTE : If local airport is

____
equipped with an ILS
having a frequency of
109.9, enter another
frequency which should be
also different from the
other local ILS
frequencies (if any others
are existing).
5. As indicated on the AFS/LAND

TEST-4 page:
- Make sure that these INOP AUTO
FLT indications (CAT2, CAT3,
CAT3 DUAL) do not come into
view on the right part of ECAM
STATUS page.
NOTE : If the list of indications is full, an arrow comes into view at the
____
bottom on the line (between the left and the right parts of the
display unit).
On the ECAM control panel, push the CLR key to get the remaining
indications.
6. If there are no INOP AUTO FLT The AFS/LAND TEST-5 page comes into
indications in view, push the view.
line key adjacent to the YES
indication.
7. For each of the AFS/LAND

TEST-5,6,7 and 8 procedure pages:
- Obey the instructions given on
the MCDU:
- To reply YES: Push the line key The AFS/LAND TEST-6,7 and 8 pages come
adjacent to YES if the result into view.
of the visual and the aural
checks is correct.

R

EFF : 106-149, 234-235, 239-249, 251-299,
301-399, 401-499, 501-509, 511-526, 528-599,
22-97-00

Page 507
Feb 01/10

CES
-------------------------------------------------------------------------------
ACTION RESULT
-------------------------------------------------------------------------------
- To reply NO: Push the line key One AFS/LAND TEST REPORT page comes
adjacent to NO. into view.
This page shows a failure indication.
To continue the test after the repair,
push the line key adjacent to the
RETURN indication (the procedure in
progress comes into view).
NOTE : If the result of the visual and aural checks is incorrect and the
____
result of the test is correct:
- The procedure in progress comes into view.
8. If the test is correct: The AFS/LAND TEST CLOSE-UP page comes

The ILS (or MLS) LAND TEST OK into view.
indication comes into view on the
AFS/LAND TEST-9 page.
- select the END OF TEST
indication.
9. Do the operations as given on the

AFS/LAND TEST CLOSE-UP page.
- Select OTHER LAND TEST
indication to do an another
test (ILS or MLS if fitted) or
RETURN indication.
10. On the MCDU, push the line key On the MCDU:

adjacent to the RETURN - The CFDS MENU page comes into view.
indication until the CFDS menu
page comes into view.
**ON A/C ALL
5. Close-up
________
Subtask 22-97-00-860-050

(Ref. TASK 29-23-00-864-001)
(Ref. TASK 29-10-00-864-003).

R

EFF :

ALL 22-97-00

Page 508
Aug 01/05

CES
(2) On the center pedestal 115VU, move back the throttle control levers
to the IDLE STOP position.
(3) On the maintenance panel 50VU, push the ENG/FADEC GND PWR 1 and 2
pushbutton switches (the ON legends go off).
(4) On the MCDU used for radio navigation mode:

- push the RAD NAV mode key and clear the ILS frequency and course.
(5) On the FCU:

- push the APPR pusbutton switch to off (ILS frequency and course are
no more displayed on the PFDs/NDs if ROSE (I)LS mode selected)
- push the FD and (I)LS (1 & 2) pushbutton switches to off.
(6) On the FLT CTL panel 23VU, push the FAC1 pushbutton switch (the OFF
legend goes off).
(7) On the FLT CTL panel 24VU, push the ELAC2 pushbutton switch (the OFF
legend goes off).
(8) Do the ADIRS stop procedure

(Ref. TASK 34-10-00-860-005)
(9) Do the EIS stop procedure

(Ref. TASK 31-60-00-860-002).

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

EFF :

ALL 22-97-00

Page 509
Aug 01/05
R
CES

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__________

REVISION NO. 48 Feb 01/10

L.E.P. 1-11 REVISED TO REFLECT THIS REVISION INDICATING

22-10-00 EFFECTIVITY UPDATED

22-11-00 EFFECTIVITY UPDATED

22-30-00 EFFECTIVITY UPDATED

22-30-00 EFFECTIVITY UPDATED

22-60-00 EFFECTIVITY UPDATED

6- 8 201-249, 251-299, 301-399,

22-61-00 EFFECTIVITY UPDATED

22-62-00 EFFECTIVITY UPDATED

22-63-00 EFFECTIVITY UPDATED (THROUGHOUT THE TEXT) 001-049, 051-099, 101-149,

22-64-00 EFFECTIVITY UPDATED

22-70-00 02 EFFECTIVITY UPDATED

22-70-00 EFFECTIVITY UPDATED

358, 363- 401-499, 501-509, 511-526,

22-70-00 EFFECTIVITY UPDATED

22-71-00 02 EFFECTIVITY UPDATED

22-72-00 02 EFFECTIVITY UPDATED

22-73-00 02 EFFECTIVITY UPDATED

22-74-00 02 EFFECTIVITY UPDATED

22-75-00 02 EFFECTIVITY UPDATED

22-76-00 02 EFFECTIVITY UPDATED

22-82-00 EFFECTIVITY UPDATED

22-82-12 EFFECTIVITY UPDATED

501-509, 511-526, 528-599,

22-83-00 EFFECTIVITY UPDATED

22-83-34 EFFECTIVITY UPDATED

22-84-00 EFFECTIVITY UPDATED

22-86-00 EFFECTIVITY UPDATED

22-91-00 EFFECTIVITY UPDATED

22-92-00 EFFECTIVITY UPDATED

22-97-00 EFFECTIVITY UPDATED

22-97-00 EFFECTIVITY UPDATED

LIST OF EFFECTIVE PAGES

CH/SE/SU C PAGE DATE CH/SE/SU C PAGE DATE CH/SE/SU C PAGE DATE

RECORD 22-00-00 16 Feb01/99 22-10-00 22 Aug01/05

22-10-00 522 Nov01/07 22-11-00 38 May01/04 22-12-00 41 Feb01/98

22-12-00 92 Feb01/98 22-30-00 1 Feb01/98 22-31-00 9 Feb01/98

22-60-00 518 Nov01/07 22-62-00 501 Nov01/02 22-64-00 7 May01/04

22-66-00 3 Feb01/98 22-70-00 01 3 Nov01/05 22-70-00 02 R 32 Feb01/10

22-70-00 02 R 83 Feb01/10 22-70-00 02 A 34 Feb01/09 22-70-00 R 333 Feb01/10

22-70-00 R 515 Feb01/10 22-71-00 01 46 Nov01/05 22-71-00 01 97 Nov01/05

22-72-00 01 35 Nov01/05 22-73-00 01 17 Nov01/05 22-73-00 01 68 Nov01/05

22-74-00 01 20 Nov01/05 22-75-00 01 24 Nov01/05 22-81-00 5 May01/01

22-82-12 404 May01/00 22-83-34 R 421 Feb01/10 22-86-00 R 23 Feb01/10

22-91-00 26 Feb01/05 22-97-00 R 8 Feb01/10

AP/FD ENGAGEMENT 22-11-00

CRUISE MODES 22-12-00

COMMON MODES 22-13-00

AUTOTHRUST ENGAGEMENT 22-31-00

AUTOTHRUST MODES 22-32-00

ARTIFICIAL FEEL AND RUDDER TRAVEL 22-61-00

ARTIFICIAL FEEL AND RUDDER TRAVEL 22-61-00

RUDDER TRIM COMPUTATION 22-62-00

RUDDER TRIM COMPUTATION 22-62-00

YAW DAMPER COMPUTATION 22-63-00

YAW DAMPER COMPUTATION 22-63-00

CONFIGURATION AND OPERATIONAL SPEED 22-64-00

ENGAGEMENT AND INTERNAL MONITORING 22-65-00

FLIGHT AUGMENTATION COMPUTER (FAC) 22-66-00

FLIGHT AUGMENTATION COMPUTER (FAC) 22-66-00

ELECTRICAL AND HYDRAULIC POWER SUPPLY 22-67-00