A330

TECHNICAL TRAINING MANUAL

MECHANICAL COURSE - T1 (LVL 2&3) (GE CF6)
AUTO FLIGHT
 This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

 A330 TECHNICAL TRAINING MANUAL

AUTO FLIGHT
Auto Flight System Component location (2) . . . . . . . . . . . . . . . . . . . . 2
FLIGHT ENVELOPE
Flight Envelope General Description (3) . . . . . . . . . . . . . . . . . . . . . . 10
FLIGHT GUIDANCE
Flight Guidance General Description (3) . . . . . . . . . . . . . . . . . . . . . . 16
Flight Guidance Autothrust D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 30
FLIGHT MANAGEMENT
Flight Management General Description (3) . . . . . . . . . . . . . . . . . . . 42
AUTO FLIGHT SYSTEM
Power Interruptions and Power Up Tests D/O (3) . . . . . . . . . . . . . . . 46
MAINTENANCE PRACTICE
Auto Flight System Line Maintenance (2) . . . . . . . . . . . . . . . . . . . . . 54

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AUTO FLIGHT SYSTEM COMPONENT LOCATION (2)

GENERAL
For reliability and redundancy functions, the AFS is made of two Flight
Management Guidance and Envelope Computers (FMGECs) which are
the same and interchangeable. The AFS does its primary functions through
the FMGECs. With the FMGECs, the AFS also has:
- one Flight Control Unit (FCU),
- three Multipurpose Control & Display Units (MCDUs),
- two autopilot instinctive disconnect P/B switches: one on each side
stick (these P/B switches are part of ATA27 because they are used for
the management of the side stick priority),
- two Autothrust instinctive disconnect P/B switches on each side of the
throttle levers,
- one Switching FM selector switch (2CB) on the switching panel which
is on the pedestal,
- one North Ref P/B switch (1CB) on the main panel,
- 6 reset switches (FMGEC1 and 2, FCU1 and 2, FM1 and 2).

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GENERAL

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AUTO FLIGHT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION
The FGMECs, which are the primary computers of the AFS, are on the
main avionics rack 800VU.
These switches are on the overhead panel (left hand side for system1 /
right hand side for system2). They are used to reset the FM, the FMGEC
and the related Channel of the FCU.
The Flight Control Unit is on the glareshield.

NOTE: Note: When you remove the FCU, you remove the FCU and
the two ECPs (EFIS Control Panels).
Although the Multipurpose Control and Display Units are used for ATA
45 and for the access to many systems, these components obey the IPC
part of ATA 22.
They are installed on the pedestal: MCDU1 on captain side, MCDU2 on
first officer side, and MCDU3 on the aft part of the pedestal.
The instinctive disconnect switches are on the side sticks and on the
throttles.
The North Ref P/B is on the main panel and the FM selector is on the
pedestal.

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COMPONENT LOCATION

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COMPONENT LOCATION

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COMPONENT LOCATION

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COMPONENT LOCATION

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COMPONENT LOCATION

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FLIGHT ENVELOPE GENERAL DESCRIPTION (3)

GENERAL
In addition to the acquisition of the aircraft parameters used by the Auto
Flight System (AFS), the Flight Envelope (FE) function basically consists
of the speed envelope computation and the detection of abnormal flight
conditions.

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GENERAL

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FLIGHT ENVELOPE GENERAL DESCRIPTION (3)

aircraft gross weight and the CG position from the FCMC. If both FCMCs
ACQUISITION AND MONITORING are lost, the Flight Envelope function selects its own computations.
The Flight Envelope function ensures the acquisition and monitoring of SPEED ENVELOPE COMPUTATION
the various aircraft parameters used by the Flight Envelope, Flight
Guidance (FG) and Flight Management (FM) functions except those The Flight Envelope function computes the speed envelope consisting
specific to the Flight Management. of the characteristic speeds, these being the maneuvering speeds and
In particular, the Flight Envelope function acquires the alphafloor speed limits. These speeds are used either by the crew or by the Flight
detection signal computed from the Flight Control Primary Computers Guidance automation to safely fly the aircraft within the speed envelope.
(FCPCs) and, if valid, sends it to the Flight Guidance function for Note that most of these speeds are obtained from VS (stall speed)
alphafloor protection. delivered by the FCPCs. The speeds are displayed on the speed scale of
Dialog between the three functional parts takes place via two common the EFIS PFDs.
memories, one between the Flight Envelope and the Flight Guidance
part, another between the Flight Guidance and the Flight Management ABNORMAL FLIGHT CONDITIONS DETECTION
part.
The Flight Envelope function detects the presence of several abnormal
AIRCRAFT CONFIGURATION flight conditions.
AFT CG
The Flight Envelope function determines the aircraft configuration
specifically for the Flight Envelope and Flight Guidance functions. The two FCMCs control the aft CG by transferring fuel to and from
For that purpose, the Flight Envelope function acquires the ground/flight the trim tank to reduce drag. The Flight Envelope function monitors
conditions from the Landing Gear Control and Interface Units (LGCIUs), aft CG limit overshoot by a computation fully independent of the
the slat/flap configuration from the Slat Flap Control Computers (SFCCs) FCMCs. In case of aft CG limit overshoot, a warning is generated.
and the engine on/off data from the Full Authority Digital Engine Control This computation is active in clean configuration over 20,000 feet.
(FADEC) computers. LATERAL ASYMMETRY
WEIGHT AND CG The Flight Envelope function ensures the detection of lateral
asymmetry by comparing the left and right engine thrusts. This
The aircraft gross weight and Center of Gravity (CG) position data are condition is used for the Flight Envelope computations and Flight
computed in parallel by the Fuel Control and Monitoring Computers Guidance function.
(FCMCs) and the Flight Envelope function itself. The Flight Envelope
function ensures the selection of this data, which is then used by the Flight WINDSHEAR
Envelope, Flight Guidance, Flight Management and the flight controls. The Flight Envelope function computes a signal to provide a visual
If at least one FCMC is valid, the Flight Envelope function uses the windshear warning on the PFDs and an audio warning through the

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loudspeakers. Note that it has no authority on the autothrust and is
only active if slats and flaps are extended.

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ACQUISITION AND MONITORING ... ABNORMAL FLIGHT CONDITIONS DETECTION

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FLIGHT GUIDANCE GENERAL DESCRIPTION (3)

GENERAL
The Flight Guidance (FG) functional portion of the Flight Management
Envelope and Guidance Computers (FMGECs) performs three functions:
- Autopilot (AP),
- Flight Director (FD),
- Autothrust (A/THR).
The FG part contains the engagement logics, the operational mode logics
and the control laws associated to these functions. The control laws
provide AP guidance orders, FD orders and a thrust command to stabilize
and to guide the aircraft.
Note that, because there are no longer any autopilot actuators, there are
no power loops inside the FG.

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GENERAL

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FLIGHT GUIDANCE GENERAL DESCRIPTION (3)

- reduction of the thrust to idle during descent and during flare in final
AUTOPILOT FUNCTION approach,
- protection against excessive angle-of-attack (called alphafloor
The autopilot function computes lateral and longitudinal guidance orders
protection) by ordering a maximum thrust when an alphafloor detection
used by the Flight Control Primary Computers (FCPCs) for automatic
signal is received from the Flight Envelope (FE) functional part.
deflection of the flight control surfaces as well as for nose wheel steering
through the Braking/Steering Control Unit (BSCU). The autopilot
functions are:
- acquisition and holding of a flight path and stabilization of the aircraft
around its Center of Gravity (CG),
- acquisition and holding of a flight level,
- acquisition and holding of a speed,
- automatic landing including roll-out,
- go around.

FLIGHT DIRECTOR FUNCTION

When the autopilot is not engaged, the Flight Director (FD) function
displays guidance orders to the pilot to apply on the controls to follow
the optimum flight path which would be ordered by the autopilot if it
was engaged. The FD guidance orders are displayed on the center section
of the EFIS PFDs:
- generally pitch and roll orders,
- a yaw order during take-off and landing.
When the autopilot is engaged, the FD function displays the autopilot
orders.

AUTOTHRUST FUNCTION
The autothrust (A/THR) function sends a computed thrust command
(thrust target) to the Full Authority Digital Engine Control (FADEC) for
automatic engine control. The A/THR functions are:
- acquisition and holding of a speed or a mach number,
- acquisition and holding of a thrust,

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AUTOPILOT FUNCTION ... AUTOTHRUST FUNCTION

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FLIGHT GUIDANCE GENERAL DESCRIPTION (3)

FLIGHT DIRECTOR ENGAGEMENT
The FD is automatically engaged at FMGEC power-up and the 2 dedicated
FCU P/Bs are lit. However, the FD guidance orders will be displayed on
the PFDs from take-off only. Then, they can be displayed or not by using
the same FCU P/Bs. The FD engagement status is displayed on the FMA.
The following AP/FD common conditions must be satisfied to allow
engagement:
- the FMGEC must receive data from at least two valid Air Data and
Inertial Reference Units (ADIRU). When two ADIRUs are lost, the
Inertial Reference/Air Data Reference (IR/ADR) condition disengages
the AP/FD,
- the FCU must always be seen valid by the FMGEC except in land track
or Go Around modes,
- each FMGEC monitors the validity of the Radio Altimeter (RA). One
of the RA must be valid during the approach phase. The condition is
inhibited in roll out mode to reduce the risk of AP loss in this phase,
- each FMGEC monitors the parameters transmitted by both ILS receivers,
- the roll-out mode must be valid,
-the lateral and longitudinal flight plans must be valid as soon as the final
descent mode is armed. If final descent mode is not armed, the loss of
lateral or longitudinal flight plans leads to reversion in HDG and V/S
modes (AP remains engaged).
- the AP/FD/A/THR common condition is needed.

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FLIGHT DIRECTOR ENGAGEMENT

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On top of the above, the AP/FD common conditions and the
AUTOPILOT ENGAGEMENT AP/FD/A/THR conditions must be fulfilled too. The AP engagement has
also operational limitations:
Autopilot engagement is always done manually through 2 dedicated
- aircraft speed must be within Lower Selectable Speed (VLS) and Vmax,
Flight Control Unit (FCU) P/Bs. Only one autopilot can normally be
- aircraft pitch angle does not exceed 10 degrees nose down or 22 degrees
engaged at a time. Dual autopilot engagement is possible, but in approach
nose up,
and go around phases (to maximize the autopilot availability during
- bank angle is less than 40 degrees.
automatic landing). When the autopilot is engaged:
- the associated FCU AP P/B is lit,
- the engagement status is displayed on the Flight Mode Annunciator
(FMA) of the PFDs,
- the side sticks are locked and the rudder pedals feel force threshold is
increased.
Autopilot disengagement can be done manually or automatically.
Manually, at any time on ground or in flight:
- either through the associated FCU P/B (AP engagement feedback),
- or through the side sticks by an unlocking action or by pressing the
take-over priority P/BSWs,
- or through the rudder pedals.
Automatically, in case of failure detection or protection activation (for
example, overspeed protection).
To engage or disengage the AP, the following specific conditions must
be covered:
- the AP engagement is confirmed by the feedback of four AP ENGD
discretes generated by each FMGEC,
- disengagement through the AP takeover and priority P/BSWs,
- each FMGEC command and monitoring channel receives engagement
enable discretes from the FCPC command and monitoring channels,
- condition specific to Go Around and roll out mode. On the ground, the
AP disengages when the Go Around mode is engaged or when the throttle
control levers are positioned above the Maximum Continuous Thrust
(MCT) position. At the end of the roll out mode, on ground, if both APs
are engaged, the AP2 disengages.

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AUTOPILOT ENGAGEMENT

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- three EIVMUs must be healthy on A340 aircraft,
AUTOTHRUST ENGAGEMENT - four Engine Electronic Controllers (EEC) / Electronic Control Unit
(ECU) must be healthy.
The autothrust engagement is done either automatically or manually:
- automatically when in take-off or go around phases, or when alpha floor
protection is activated,
- manually through a dedicated FCU P/B.
When autothrust is engaged:
- the FCU A/THR pushbutton is lit,
- the engagement status is displayed on the FMA.
When engaged, the autothrust can be active or not depending on the
position of the thrust levers. When engaged and not active, the thrust
control is manual. The thrust is commanded according to the position of
the thrust levers. When engaged and active, the thrust control is automatic,
and the thrust is commanded according to the autothrust computed thrust
target.
A/THR disengagement can be done manually:
- by pressing the autothrust instinctive disconnect switch on any thrust
lever,
- by setting all thrust levers to idle position,
- through the dedicated FCU pushbutton.
The A/THR is disengaged automatically in case of failure detection.
The A/THR function can be engaged according to the following the AP,
FD and A/THR common conditions and some specific conditions. The
common condition are the following:
- the power must be supplied to the FMGEC for more than 3 seconds,
- the FM part must be valid to engage the cruise modes, but is not used
for G/S TRACK below 700 ft, LAND TRACK and Go Around,
- if the two FM parts of the FMGEC 1 and 2 are lost, the AP/FD can be
engaged only by using selected modes.
The specific conditions are the following:
- at least 2 ADIRUs valid except in alpha floor condition,
- two Engine Interface and Vibration Monitoring Units (EIVMU) must
be healthy if both engine are running on A330 aircraft (one otherwise),
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AUTOTHRUST ENGAGEMENT

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FLIGHT GUIDANCE GENERAL DESCRIPTION (3)

SPEED CONTROL
In flight, the speed is a safety parameter used as a reference for the
longitudinal guidance. As a consequence, the FG functional part
continuously controls the Speed/Mach parameter either by the AP/FD
longitudinal guidance or the autothrust. The reference speed is always
limited by the FE characteristic speeds computation. It is displayed on
the speed scale of the PFDs.
The speed reference is computed by the FM functional part by pushing
the FCU knob in, this is called "managed speed". If the speed reference
comes from the FCU, by pulling the corresponding knob out, it is called
"selected speed".

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SPEED CONTROL

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FLIGHT GUIDANCE GENERAL DESCRIPTION (3)

LANDING CAPABILITY COMPUTATION
Each FMGEC computes the landing capability (CAT1 / CAT2 / CAT3
/ SINGLE/CAT3 DUAL) during the whole flight:
- when the AP and FD are disengaged for one FMGEC, the landing
capability corresponds to the category of the available FMGEC.
- when AP and FD are engaged for both FMGECs, the landing capability
corresponds to the lowest category sent by the FMGECs.
The computation depends on Auto Flight System (AFS) and peripheral
systems availability. The validity of the different systems used depends
on the AFS components, the ADIRUs (ADR and IR parts), the Flight
Warning Computers (FWC), the BSCU, the Electrical Flight Control
System (EFCS), the RA, the ILS and the PFD. Some other conditions
are also used (power supply splitting, etc). The landing capability
availability is displayed on the ECAM STATUS page and, when in
approach, on the fourth column of the FMA. Depending on the availability
of peripherals, the landing capability can be downgraded. A triple click
aural warning is generated if landing capability is downgraded.

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LANDING CAPABILITY COMPUTATION

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FLIGHT GUIDANCE AUTOTHRUST D/O (3)

- the Flight Management (FM) functional part of the FMGEC must
ENGAGEMENT be valid to engage the cruise mode. If the two FM functional part of
the FMGECs 1 and 2 are lost, the AP/FD can be engaged only by
MANUAL ENGAGEMENT
using selected modes.
The engagement of the autothrust function can be manual or automatic. The conditions specific to the A/THR system includes the following
The autothrust is engaged manually by pressing the A/THR P/B on conditions:
the Flight Control Unit (FCU). This is inhibited below 100 feet Radio - the Flight Guidance and Envelope (FGE) functional parts must
Altimeter (RA), with engines running. receive two valid Air Data/Inertial Reference Units (ADIRU),
- two Engine Interface and Vibration Monitoring Units (EIVMU)
NOTE: Note that to effectively have autothrust on engines, the must be healthy,
engagement of the autothrust is confirmed by a logic of - two EECs / ECUs must be healthy,
activation in the Engine Electronic Controller (EEC) for - the FCU must be healthy,
Pratt & Whitney and Rolls Royce Engines and in the Engine - no action on one of the A/THR instinctive disconnect P/BSW lasts
Control Unit (ECU) for General Electrics (GE) engines. more than 15 s, otherwise the A/THR engagement becomes impossible
AUTOMATIC ENGAGEMENT until the next FMGEC and EEC/ECU reset.
The autothrust is engaged automatically:
- when the Autopilot/Flight Director (AP/FD) modes are engaged at
take-off or go-around,
- in flight, when the alphafloor (protection against high angle-of-attack)
is activated; this is inhibited below 100 feet RA except during the 15
seconds following the lift-off.
A/THR CONDITIONS
The A/THR engagement is effective only when all the necessary
conditions are met and if a request for engagement (pilot action or
automatic) is present. Two conditions are required to make the
engagement possible:
- AP/FD/A/THR common conditions,
- A/THR specific conditions.
The AP/FD/A/THR common conditions are the following:
- power must be supplied to the Flight Management Guidance and
Envelope Computer (FMGEC) for more than 3 seconds,

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ENGAGEMENT - MANUAL ENGAGEMENT ... A/THR CONDITIONS

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FLIGHT GUIDANCE AUTOTHRUST D/O (3)

THRUST LEVERS
The thrust levers are manually operated and electrically connected to the
EECs/ECUs. Each lever has 4 positions, defined by detents or stops, and
3 operating segments. The EECs/ECUs compute the thrust limit, which
depends on the position of the thrust levers. The A/THR can be active
only between IDLE and CLB if all engines are operative and between
IDLE and FLX/MCT with one engine INOP.

NOTE: Note: The thrust levers never move automatically.

The thrust levers can be moved on a sector, which includes specific
positions:
- 0: corresponds to an idle thrust,
- CL: corresponds to the maximum climb thrust or derated climb thrust,
- FLX/MCT / DTO: corresponds to a Flexible Take-Off Thrust or a
Maximum Continuous Thrust or Derated Take-Off thrust,
- TO/GA: corresponds to a maximum Take-Off (Go-Around) thrust.
The Thrust Reverser (T/R) levers only allow reverse thrust to operate.)..
If a thrust lever is in a detent, the thrust limit agrees with this detent. If
a thrust lever is not in a detent, the thrust limit agrees with the next higher
detent. The FMGECs select the higher of the EEC/ECU 1 and EEC/ECU
2 thrust limits.

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THRUST LEVERS

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FLIGHT GUIDANCE AUTOTHRUST D/O (3)

- at least, one thrust lever is above the MCT detent or, all the thrust
A/THR LOOP PRINCIPLE levers are above the CL detent or, at least one engine is in FLEX TO
mode,
To apply the autothrust function, the master FMGEC communicates with
- the alphafloor protection is not active.
the Full Authority Digital Engine Control (FADEC) via the FCU and the
When the autothrust function is engaged and not active:
EIVMUs.
- the thrust levers control the engines (as long as a thrust lever is
A/THR FUNCTION LOGIC outside the autothrust active area),
- the A/THR P/B light is ON,
The autothrust function can be engaged or disengaged. When it is - the FMA displays the autothrust engagement status (in cyan in the
engaged, it can be active or not active. right column) and the thrust setting in the left column.
A/THR FUNCTION DISENGAGED
NOTE: In case of engine failure, the A/THR activation zones
When the autothrust function is disengaged: become between the MCT and 0 stops.
- the thrust levers control the engines,
- on the FCU, the A/THR P/B light is OFF,
- the Flight Mode Annunciator (FMA) does not display the autothrust
engagement status nor the autothrust modes.
A/THR FUNCTION ENGAGED
When the autothrust engagement logic conditions are present, the
autothrust can be engaged. It is active or not active depending on the
thrust lever position.
Autothrust is active if:
- at least, one thrust lever is between CL detent (included) and 0 stop
(included) and, at the most, one thrust lever is between the MCT detent
and CL detent, and if there is no engine in FLEX TO mode,
- the alphafloor protection is active.
When the autothrust function is engaged and active:
- the autothrust system controls the engines,
- on the FCU, the A/THR P/B light is ON,
- the FMA displays the autothrust engagement status (in white in the
right column) and the autothrust mode in the left column.
A/THR is not active if:

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A/THR LOOP PRINCIPLE & A/THR FUNCTION LOGIC

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FLIGHT GUIDANCE AUTOTHRUST D/O (3)

MODES ALPHAFLOOR
The autothrust function works according to modes and their related The autothrust function protects against an excessive angle-of-attack.
reference parameters. The reference parameters can be: The alphafloor detection is ensured by each Flight Control Primary
- a SPEED or a MACH NUMBER: in this case, the source is either the Computer (FCPC). In case of excessive angle-of-attack, the FCPCs send
FCU (value chosen by the pilots) or the FMGEC itself. a detection signal to the FMGECs, which activates the alphafloor
- a THRUST; in that case, the sources are either the EECs / ECUs (which protection.
compute the thrust limit) when the thrust limit is needed, or the FMGEC The alphafloor protection automatically engages and activates the
itself. autothrust function, whatever the position of the thrust levers and the
The possible autothrust modes are SPEED, MACH, THRUST, RETARD A/THR engagement status: the engine thrust becomes equal to TO/GA
and alphafloor protection. thrust.
When the autothrust is active with the alphafloor protection active, a
MODES DESCRIPTION
green message "A.FLOOR" surrounded by a flashing amber box is
The choice of the mode is made by the FMGECs according to the displayed on the FMA.
AP/FD current longitudinal active mode: When the autothrust is active with the alphafloor protection active but
- SPEED or MACH mode, the reference of which is selected on the with the alphafloor detection no longer present in the FCPCs, a green
FCU or managed by the FMGEC, message "TOGALK" (LK for LOCK) surrounded by a flashing amber
- THRUST mode, where the reference agrees with the thrust limit box is displayed on the FMA.
computed by the EECs/ECUs (according to the thrust lever position), The "TOGALK" thrust can only be cancelled through the disengagement
idle thrust in descent or optimum thrust computed by the FMGEC, of the autothrust function, via the A/THR P/B or the autothrust instinctive
- RETARD mode: the thrust is reduced and maintained at idle during disconnect switches.
flare,
- ALPHAFLOOR PROTECTION: a TO/GA thrust is activated to
protect the A/C against excessive angle-of-attack and windshear.
DEFAULT MODE
When no longitudinal mode is active, the A/THR operates in
SPEED/MACH modes except:
- when THRUST mode engages automatically in case of alphafloor
protection activation,
- when, autothrust being in RETARD, APs and FDs disengage, the
autothrust function remains in RETARD mode.

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MODES & ALPHAFLOOR

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FLIGHT GUIDANCE AUTOTHRUST D/O (3)

A/THR OPERATION IN FLIGHT
Let's now see the autothrust operation in flight.
TAKE-OFF
The A/C is on ground and ready for take-off, the engines are controlled
by the thrust levers and neither AP nor autothrust are engaged. To
take off, the pilot sets the thrust levers to the TO/GA stop, or to the
FLX/MCT detent provided a flexible temperature was previously
selected on the MCDU. This engages the autothrust function (but it
is not active).
THRUST REDUCTION ALTITUDE
At thrust reduction altitude, a message on the FMAs warns the pilots
to set the thrust levers in the CL detent. As soon as the thrust levers
are in the CL detent, the autothrust is active. If a thrust lever is set
into the CL - MCT area, a message on the FMAs warns the pilot to
set the thrust lever to the CL detent (LVR CLB). The autothrust
remains active. Then, the thrust levers remain in this position until
the approach phase.
AUTOMATIC LANDING
During AUTOMATIC LANDING, before touch-down, an auto
call-out, "RETARD", warns the pilot to set the thrust levers to idle.
When the pilot put both levers on idle detent, the autothrust disengages.
This allows the automatic activation of the ground spoilers if they are
in armed condition. Then, on GROUND, the pilot sets the T/R levers
to the reverse position.

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A/THR OPERATION IN FLIGHT - TAKE-OFF ... AUTOMATIC LANDING

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FLIGHT GUIDANCE AUTOTHRUST D/O (3)

DISCONNECTION
The autothrust can be disengaged in two ways.
- standard disconnection: By pressing at least one of the two red instinctive
disconnect switches on the side of thrust levers or setting all thrust levers
to IDLE detent.
- non standard disconnection: By pressing the A/THR P/B on the FCU
or failure mode affecting one of the engagement condition. When the
autothrust function is active, the actual engine thrust does not necessarily
agree with the thrust lever position.
DISCONNECTION CONSEQUENCES
It is important to know what happens after autothrust disconnection.
When the autothrust function is disengaged through the instinctive
disconnect switches, or setting the levers on IDLE, the thrust on the
engines is automatically adapted to the related thrust lever position.
When the autothrust function is disengaged through the FCU A/THR
P/B or due to a system failure:
- as long as a thrust lever remains in its detent, the thrust on the related
engine is frozen at its last value just before the disconnection,
- as soon as a thrust lever is moved from the detent, or if it was not in
a detent, the thrust on the related engine is smoothly adapted to the
thrust lever position.

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DISCONNECTION - DISCONNECTION CONSEQUENCES

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FLIGHT MANAGEMENT GENERAL DESCRIPTION (3)

GENERAL
To help the pilots, the Flight Management (FM) functional part of the
Flight Management Guidance and Envelope Computers (FMGECs) does
several functions. These functions are linked to the flight plan such as
lateral and vertical guidance, or display management. To achieve its
objectives, the FM part is mainly based on:
- a navigation database and a performance database,
- lateral functions,
- vertical functions,
- performance functions.

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GENERAL

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FLIGHT MANAGEMENT GENERAL DESCRIPTION (3)

- computation of lateral steering orders to be followed by the Flight
FLIGHT PLAN Guidance (FG) functional part.
The FM part is used by the pilots to initialize, revise and monitor a flight VERTICAL FUNCTIONS
plan through the MCDUs. In addition, the monitoring is also done through
the Electronic Flight Instrument System (EFIS) NDs and PFDs. The FM The FM part carries out vertical functions in accordance with the lateral
part ensures flight plan tracking and optimization. The flight plan is flight plan and data either retrieved from the performance database or
divided into 2 parts: a lateral part and a vertical part. The lateral part gives entered by the pilots through the MCDUs (for example cost index, Center
the direction to follow while the vertical part gives the different altitude of Gravity, weight). The vertical functions are:
steps with related speed and time constraints. The FM part carries out - vertical flight plan construction according to altitude, speed and time
the flight plan sequencing computation for both parts of the flight plan. constraints,
- ND and PFD management for guidance related data such as altitude
DATABASE constraints,
- computation of vertical steering orders and thrust demand to be followed
The database is a mass memory divided into 2 parts. The navigation
by the FG functional part.
database is used to assemble the lateral flight plan with waypoints, radio
Note that, to allow the vertical guidance, the lateral guidance must already
navigation aids and runways. The navigation database gives a worldwide
be active.
coverage. Its content is updated every 28 days by the airline using a
Multipurpose Disk Drive Unit (MDDU). A small space in the memory PERFORMANCE OPTIMIZATION
is kept for pilot entries to make new waypoints or radio navigation aids.
The performance database, with aircraft aerodynamic and engine models, The FM part optimizes the flight plan in terms of speed, thrust, optimum
enables vertical flight plan construction and optimization. The and maximum altitudes. Predictions are given along the flight plan and
performance database contains fixed data that can only be changed by used as a reference for the vertical guidance. This function minimizes
the manufacturer. the flight cost with the optimization of speed, fuel planning and time.

LATERAL FUNCTIONS
The FM part, in relation with the navigation database and the MCDUs,
carries out lateral functions. The lateral functions are:
- lateral flight plan selection and revision,
- initialization of the Inertial Reference System (IRS) and use of its data
for the aircraft position computation (FM position),
- radio navigation aid selection and tuning (for VOR, DME, ADF, ILS),
- ND management for flight plan navigation related data including the
aircraft position and its lateral deviation from the flight plan,
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FLIGHT PLAN ... PERFORMANCE OPTIMIZATION

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POWER INTERRUPTIONS AND POWER UP TESTS D/O (3)

battery, the FM retrieves the flight plan data for display on the
INTERRUPTION < 10 MS MCDU whatever the interruption time.
For the Flight Management Guidance and Envelope Computer (FMGEC), POWER-UP TEST
Flight Control Unit (FCU) or MCDU, the transparency time may be
around 10 ms and these interruptions do not affect the system. The only Power-up tests are performed when the A/C is on the ground, following
effect is on the MCDU Cathode Ray Tube (CRT) which will momentarily a power cut longer than 5 seconds. The duration of the tests does not
flash. exceed 40 seconds in normal cases. The power-up tests carry out an
interface test and an analysis (sent to the Central Maintenance System
10 MS < INTERRUPTION < 200 MS (CMS)).
If interruption is between 10 ms and 200 ms, the cut-off is a short power
fail. The FMGEC/FCU/MCDU are recovered after the power interruption.
In particular the data displayed on the MCDU and the FCU and the output
bus data for all the equipment are recovered after a short power fail
without pilot action.

200 MS < INTERRUPTION < 5 Sec

When the interruption is between 200 ms and 5 sec, the cut-off is a long
power fail. A complete initialization of the system is performed, indicating
that a long power fail occurred. The protection of data stored in the RAMs
cannot be longer than 500 ms, except for the FM RAM which is supplied
by a 5 V back-up battery (for the FM part, the system status prior to the
interruption is stored).

INTERRUPTION > 5 Sec

When interruption is longer than 5 seconds the type of cut-off is a very
long power fail. This leads to an automatic reset where, as long as the
reset command is held, the computer behaves as not powered or not
active. This also leads to safety tests on ground.

NOTE: Note that the FCU retrieves any selected data after an
interruption of 5 minutes or less and due to the 5 V back-up

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INTERRUPTION < 10 MS ... POWER-UP TEST

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POWER INTERRUPTIONS AND POWER UP TESTS D/O (3)

FM POWER-UP TEST
Following a reset or a transient reset greater than the transparency time
of 10 ms, the FM part executes specific internal tests called power-up
test. It verifies minimum FM hardware integrity and proper initialization.
The total execution time of this test is less than 2 seconds.

FCU POWER-UP TEST

The FCU power-up test has to be performed to confirm system availability
and is initiated automatically on the channels concerned (B/power supply
1, C/power supply 2) when the following conditions are met:
- Aircraft On Ground,
- restoration of electrical power after a power cut-off longer than 5
seconds.
The duration of this test is approximately 90 s.

NOTE: Note that at this moment, the Flight Director (FD) P/B lights
come on but the FD function is not yet available.
On initialization, the FCU returns to a neutral configuration. The flashing
of AP1, AP2 and A/THR P/Bs proves the success of the internal tests.
The FD is finally engaged and the FD red flag removed from the PFDs
when the Inertial Reference (IR) system providing the position has been
correctly initialized with a delay of 10 minutes and when the present
position is entered.
FD status is indicated on the Flight Mode Annunciator (FMA). The
altitude, by default 100 feet, is displayed on the FCU. The altitude mode
is automatically armed and displayed on the FMA.

NOTE: If FCU fails, FMA data on PFDs are lost and on the Enhanced
GPWS panel FAULT light comes on on the SYStem P/B, due
to the loss of the QNH barometric reference.

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FM POWER-UP TEST & FCU POWER-UP TEST

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POWER INTERRUPTIONS AND POWER UP TESTS D/O (3)

MCDU POWER-UP TEST
After a long-term interruption or the movement of the brightness knob
from the ON to OFF position, the MCDU extinguishes all annunciators
and performs its power-up self test.

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MCDU POWER-UP TEST

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MANUAL RESETS
The reset function is available in the cockpit on the overhead panel. The
FM reset SW resets only the FM part. The FMGEC reset SW resets all
the FG, FE and FM parts.
Safety test will be run if the aircraft is on ground with engines stopped.
In flight, the FM or FMGEC reset SW reset leads to the disconnection
of the ownside autopilot (if it was engaged) with the resynchronization
of both FMs. The MCDUs are reset by the brightness knob (ON/OFF).
A complete FCU reset is performed by pulling the FCU reset SW longer
than 5 min.
The RESET is activated by sending a ground signal to the computer or
the function. When the RESET state is confirmed and as long as the
RESET command is held, the computer behaves as not powered or not
active. The operational functioning of the computer is active when the
control signal is back to the NO RESET state.

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MANUAL RESETS

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AUTO FLIGHT SYSTEM LINE MAINTENANCE (2)

GENERAL
This module describes the operational use of the Automatic Flight System
(AFS) and the Flight Management Guidance and Envelope Computers
(FMGECs) in a normal operation with total availability of the concerned
functions. The short-term pilot orders are normally entered through the
Flight Control Unit (FCU) while the long-term pilot orders are entered
through the MCDUs. Four key words for the control principle and both
types of guidance have to be kept in mind in order to avoid handling
errors.
Aircraft control is:
- either automatic, that means AutoPilot (AP) or AutoTHRust (A/THR),
- or manual, that means pilot action on side sticks or thrust levers.
Aircraft guidance is:
- either managed, that means targets are provided by the Flight
Management (FM) functional part,
- or selected, that means targets are selected by the pilots through the
FCU.

POWER-UP TEST FD ENGAGEMENT

As soon as electrical power is available, the Flight Director (FD) is
automatically engaged provided that the power-up test is successful. No
FD guidance symbols are displayed on the EFIS PFDs until take- off.

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GENERAL & POWER-UP TEST FD ENGAGEMENT

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AUTO FLIGHT SYSTEM LINE MAINTENANCE (2)

MCDU INITIALIZATION
The pilots use the MCDU for flight preparation, which includes:
- choice of the data base,
- flight plan initialization,
- radio navigation entries and checks,
- performance data entry such as V1 (decision speed), VR (rotation speed),
V2 (take-off reference speed) and FLEX TEMP (flexible temperature)
and weights.
Entry of the flight plan (lateral and vertical) and V2 into the MCDU is
taken into account by the FM part and confirmed by the lighting of the
related lights on the FCU to indicate that the system is in managed mode.
An altitude also has to be selected through the FCU.

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MCDU INITIALIZATION

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AUTO FLIGHT SYSTEM LINE MAINTENANCE (2)

A/THR ENGAGEMENT
A/THR engagement depends on the position of the thrust levers for
take-off. For take-off, the thrust levers are set to either the
Take-Off/Go-Around (TO/GA) gate or the FLEXible-Maximum
Continuous Thrust (FLEX-MCT) gate if a flexible temperature has been
entered on the MCDU. When the pilot moves the thrust levers to the
TO/GA gate, the FMGECs automatically engage the take-off operational
modes for yaw and longitudinal guidance. The A/THR function is engaged
(but it is not active) and the FD guidance symbols appear on the PFDs.
At the thrust reduction altitude, the FM part warns the pilot to set the
thrust levers to the CLimB gate.

NOTE: Note: The thrust levers will not normally leave this position
until a RETARD audio message tells the pilots to set the thrust
levers to the IDLE gate before touch-down.

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A/THR ENGAGEMENT

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AUTO FLIGHT SYSTEM LINE MAINTENANCE (2)

AP ENGAGEMENT
Either AP can only be engaged 5 seconds after lift-off. Only one AP can
be engaged at a time, the last in being the last engaged. After the normal
climb, cruise and descent phases, the selection of automatic landing
through the APProach FCU P/B lets the second AP be engaged. After
touch-down, during roll-out, APs remain engaged to control the aircraft
on the runway centerline. The pilots disengage APs at low speed or when
the A/C is stopped.

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AP ENGAGEMENT

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AUTO FLIGHT SYSTEM LINE MAINTENANCE (2)

DATA BASE LOADING
The navigation and performance data base must be loaded and updated
to keep the system operational. Only the navigation data base is
periodically updated (every 28 days). This module gives information
related to the uploading and crossloading of the elements of the FM part
of the FMGECs. The uploading is done using the Multipurpose Disk
Drive Unit (MDDU).
The FM part of each FMGEC operates thanks to:
- the Flight Management System (FMS) operational software,
- the PERFormance and NAVigation data bases aid,
- the OPerational control Configuration (OPC),
- and the Airline Modifiable Information (AMI) configuration files which
are mandatory loadable elements.

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DATA BASE LOADING

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