A. FLOOR TOGA LK
MAN TOGA
MAN FLX xx
MAN THR
MAN MCT
AP/FD vertical zone
FMA
1st 2nd 3rd
• 1st line in Green : SRS, ALT*, ALT, ALT CRZ*, ALT CST*, ALT CST, EXP CLB, EXP DEC, G/S*, OP CLB, OP DES, CLB, DES
Common to vertical and lateral areas: LAND, FLAR, ROLL OUT, FINAL APP
• 2nd line in Green and Cyan: FPA +/- xx°, V/S +/-xxxx
• 2nd line in Cyan :ALT, CLB, G/S, DES, OP CLB, OP DES, FINAL
SPEED SEL : xxx, MACH SEL: .xx which are seen in lateral and vertical areas (xxx = preset speed, .xx= preset mach)
AP/FD lateral zone
FMA
1st 2nd 3rd
• Lateral modes
• 1st line in Green : RWY, RWY TRK, HDG, TRK, LOC*, LOC, GA TRK, APP NAV, NAV
Common to vertical and lateral areas : LAND, FLAR, ROLL OUT, FINAL APP
• 2nd line in Cyan : NAV, LOC, APP NAV Landing category zone
FMA
1st 2nd 3rd
• Landing categories
• 1st and 2nd lines in white : CAT 1 CAT 2 CAT 3 CAT 3 SINGLE DUAL
• 3rd line messages in White and numerics in Cyan (information in this zone as soon as land is armed or active)
DH xxx NO DH MDA xxxx MDH xxxx ALT
G/S
HDG
LOC
CAT 3
DUAL DH XXX
Engagement status zone
FMA 1st
2nd 3rd
• Engagement status
• 1st line in White : AP 1 + 2, AP 1, AP 2
• 2nd line in White :1 FD – (FD 1 engaged in capt’s side ), -FD 1 (FD 1 engaged in FO’s side), -FD 2 (FD 2 engaged in FO’s side) , 2 FD - (FD 2 engaged in capt’s side) 1 FD 1 (FD 2 failed, FD 1 engaged), 2 FD 2 (FD 1failed FD 2 engaged)
• 3rd line in Cyan : A/THR (Engaged and not active) in White : A/THR (engaged and active) Messages
• Advisory messages appear in White on the 3rd line in zone 2 and 3. E.g. “MORE DRAG”
• One Red message dedicated to the display area “MAN PITCH TRIM ONLY”
Flight Augmentation
• FAC
• Controlled by
• Qty. 2 FAC P/B(one for each FAC)
• Rudder Trim Control panel (during manual rudder trim)
• Qty 2, interchangeable
• Basic function
• Rudder control
• Flight envelope protection
• FAC includes facility to interface between AFS & CFDS called FIDS (Fault Isolation and Detection)
• FIDS included only in FAC 1
• AFS connected to the most of the A/C systems
• A/C attitude, Altitude from ADIRUs
• Transmission of A/P orders to ELACs
• FAC functions
• Receives orders from FMGCs or ELACs for Yaw Damper function
• Yaw damper
• Consist of 4 functions
• Dutch roll damping
• Turn coordination
• Engine failure compensation
• Yaw guidance order execution
• Rudder Trim
• Manual trim from the Rudder trim control panel
• Auto trim
• Through FMGC via FAC to rudder trim actuator with A/P engaged
• Rudder Travel Limitation
• Limits rudder travel according to the A/C speed for structure Integrity (Speed information comes from ADIRUs)
• Prevents excessive deflection which penalize the A/C performance
AP 1 + 2
1FD2 A/THR
• Flight Envelope protection
• FAC computes
• Varies characteristics speeds for A/C operation
• ADIRU (Displayed on PFD)
• LGCIU (Displayed on PFD)
• FMGC and SFCC data (Displayed on PFD)
• Low energy warnings computation sent to FWC to generates aural warnings “SPEED”
• Excessive AOA [sent to FMGC]
• Windshear detection (sent to FMGC)
• Controls
• FAC receives
• From FAC P/B
• Rudder trim selector – Deflect rudder
• Rudder trim reset P/B – Return rudder to neutral position
• Displays FAC computations
• Characteristic speed computed by FAC shown on the speed scale of PFD
• Rudder trim position will be displayed on ECAM + Rudder trim panel
• Red windshear warning on both PFD
• Rudder travel limitation position will not displayed, only max stop position shown on ECAM Yaw damper
• Qty 2 Y/D, both engaged in normal operation Y/D #1 got priority
• Function achieved by
• Qty 2 Electro hydraulic actuators with centering element, consist of
• Qty 1 LVDT – Provides feed back in the power loop for the command side
• Qty 2 Electro valves
• Qty 1 Pressure Sw.
• Qty 1 servo valve
• Qty 2 Bypass valve
• Qty 2 RVDTs - Provides feed back in the power loop for the monitoring side
• Y/D 1 & 2 operates by change over logic and does not move the Rudder pedals
• Y/D #1 & #2 powered by Green and Yellow hydraulic systems respectively
• If both Y/D fail centering spring rod moved rudder to the neutral position
• Manual mode (AP with out engagement)
• ELAC controls YD with normal law
• Provides orders to FAC to achieve
• Turn coordination
• Dutch Roll damping
• Engine failure compensation yaw orders
• If both ELAC fails
• Only Dutch roll damping (alternate law) computed by FAC using ADIRU
• AP engaged
• FAC calculates Y/D order except land mode
• During land mode yaw order computation by FMGC directly.
• Dutch roll damping law provided by FAC using ADIRS data
• FAC controlled Engine fail compensation during TO, GA, and RWY modes using ADIRS data
• TC law computed by FAC using roll order from FMGC
• Monitoring
• At power up Y/D function safety test initiated and continuity from STBY Y/D and servo valve will be tested
• ELAC, FMGC and ADIRU peripheral always monitored
• In flight hydraulic pressure monitored by FAC via pressure Sw. on the actuator
Rudder Trim
• Components are duplicated except RT selector and P/B
• Rudder pedals moves with trim orders
• Priority for FAC 1 and FAC 2 STBY, If both RT fails last deflection will be maintained
• Function achieved by
• Electromechanical actuator(consist of Qty. 2 asynchronous motors) and Qty 4 RVDTs
• Manual mode (AP not engaged)
• Controlled by Rudder trim control panel via FAC
• Reset can be done via P/B to neutral position
• Auto Mode (AP engaged)
• FAC computes using FMGC and ADIRU data
• Engine fail computation and Turn coordination used for rudder trim
• TC law computes yaw orders related to the FMGC roll orders, signals simultaneously sent to the Rudder trim actuator and YD actuator
• Engine fail computation slow law orders sent to rudder trim actuator
• At touch down auto reset function moves rudder to the neutral position
• Power loop
• During auto test, triggered by FAC power up internal actuator monitoring checks the servo loop and monitoring circuit validity
• Law computes the trim order then sends to actuator motor via electronic control
• Feed back in the power loop is provided by two RVDTs for each side (total quantity 4)
• Monitoring
• Computation and power loop will be monitored by comparators
• FMGC and ADIRU peripherals inputs always monitored Rudder travel limitation
• Computed by FAC using ADIRU CAS and sent to Rudder travel limiting unit
• All the function are duplicated
• Controlled by
• Electro- mechanical RLT unit with 2 motors
• Qty. 2 RVDTs
• Qty. 2 FACs Normal operation
• RTL law in command channel in the FAC 1 (active side) controls the RTL unit stops through motors
Return to low speed
• If both RTL function fail, when slats are extended full deflection achieved
• Priority logic
• FAC 1 and FAC 2 STBY
• RTL control law generated deflection orders respect to the CAS
• Vc < = 160 Kts, Deflection = 25°
• Vc > = 410 Kts, Deflection = 3.5°
RTL law
• Change the deflection through a motor controlled by Electrical control unit
• Feed back in the power loop provided by one RVDT for slaving and monitoring
• Returned to low speed logic connects the motor directly to 26VDC to recover full rudder deflection Monitoring
• Computation and power loop monitored by comparators between FAC command and monitor channels(RTL order and RTL unit position feed back)
• Vc monitored and one of the two is selected
Flight Envelope Protection
• Provides
• Characteristic speeds on the PFD through DMC
• Computed by FAC
• Sends to PFDs, if parameters fail automatically switched to opposite FAC by DMC
• If airdata source used by the FAC differs to the source used by the DMC for speed display, ECAM message “ADR DISAGREE” appears
• Characteristic speed computation based on the weight of the A/C
• In flight – FAC computes the weight with the ADIRS, FMGC ad SFCC parameters, then it used to computes C of G
• On Ground – FAC uses weight provided by the FMGC
• Speed limits to the FMGCs for auto flight
• Alpha floor detection to the FMGCs for A/THR engagement, if it is not engaged
• A – floor detection and windshear protection computed by ELACs or FACs then sends to FMGCs to apply full thrust
• AOA threshold is a function of flap/slat configuration, will be decreased if windshear detects.
Beyond this limit FMGC apply full thrust as per the FAC signal
• If A/C in cleaned configuration windshear compensation not avail
• ELAC trigger A – floor (Dual ADIRS failure results total A – floor detection)
• Alpha protection condition + side stick deflection > 14°
• Pitch angle > 25° + side stick deflection > 14°
• Low energy awareness
• Provides aural warning (“Speed, Speed, Speed”) to increase thrust to recover positive flight path angle through pitch control
• Triggered before alpha floor depends on AOA, configuration deceleration rate and flight path angle
• Inhibited
• When RA > 2000ft
• Alpha floor is active
• A/C in clean configuration
• FAC computes Weight and C of G Indication
•
Over speed protection -=
(Green colour) VMO + 6Kts / MMO + 0.01• Speed trend
↑
Appears only speed > 2Kts and removed speed < 1 Kts and FAC failure Indicates speed after 10 sec if acceleration or deceleration remain constant• Target airspeed
=
(Magenta colour) Computed by FMGC(Cyan colour) manually entered on FCU for selected speed mode
• ECON speed range (Magenta colour) In descend mode with ECON mode selected speed will be replaced Upper and lower limits calculated by FMGC. (Indicates range of descend speed +20 and –20 Kts or Vmin or VLS which ever is higher) Green
dot Vmax
VFE next
↑ 1(F/S) V1(min flap/slat retractable speed) ↑
VLS
Alpha protection speed Alpha max speed
• Minimum selectable speed (VLS)
- Computed by FACs, indicated at top of amber strip (during T/O =1.13Vs, becomes 1.23Vs as soon as any flap or slat selected until landing) - Above 20000 ft corrected to mach effect to maintain 0.2G buffet margin - Inhibited from touch down up to 10 sec after lift-off
• Alpha protection speed
- Represent speed corresponding to the AOA, which AOA becomes active - Computed in pitch normal law by FACs
• Alpha max speed - Represent speed corresponding to the max AOA may be reached in pitch normal law by FACs
• Max. sped (Vmax) - Determined by FACs - Represent of the following
VMO (Max operating speed or speed corresponding to the MMO (max operating Mach)
VLE (Max L/G extended speed) VFE (Max flap extended speed)
• Stall warning speed - Defined to the top of red and black strip with flight control in alternate or direct law
- Inhibited from touch down up to 5 sec after lift off, computed by FACs
• Decision speed (V1) - Manually inserted by the crew via MCDU, indication removed after lift off
• Minimum Flap retraction speed (-F)
- Visible when Flap selector in position 3 or 2, computed by FACs
• Minimum Slat retraction speed (-S)
- Visible when Flap selector in position 1, computed by FACs
• Maximum flap extended speed (VFE) [amber dashes]
- Predicted next VFE at flap/slat position, computed by the FACs only displayed A/C altitude < 15000ft
• Engine out operating speed in clean configuration (Green dot)
- Displayed only in flight, represent speed corresponding to the best lift and drag ratio.
Engagement
• Normal configuration FAC
Sw pressed IN – Fault Lt. and OFF Lt. OFF provided internal monitoring and engagement logic present
Sw. released OUT - OFF Lt. ON and FAC disengaged
Fault Lt. ON – P/B pressed IN and FAC not engaged or not installed -Computer fail (A/C on Gnd.+ engine S/D reset automatic if fault disappeared)
-FAC disengaged
-If temp. power lost (In-flight reset possible by FAC P/B Sw.) Fault Lt. flashes – P/B pressed and during 30 sec test power up
• ECAM message (Fault Lt. OFF) and FAC remain engaged if
• One or several Yaw axis control function fail
• YD fail
• Rudder trim fail
• RTL fail Auto Thrust
Calculates signals required to engine controls to follow given mode (Acquisition and holding of speed or Mach number)
Pressed ON – A/THR engagement confirmed by green bars Lt. ON Pressed OFF – A/THR function disengaged
(On Gnd, A/THR automatically engages when T/O initiated with Thrust levers)
• To perform A/THR function Thrust target computed by FMGC and chosen by FCU
• Each FCU processor sends thrust target to EECs via EIUs FAULT
OFF
A/THR
• A/THR engagement
• Pilot moves T/L to TO/GA or FLX/MCT
• FMGC automatically engaged
• T/O mode for Yaw and longitudinal guidance [RWY and SRS(speed reference system)]
• A/THR function
• FD symbol appears on PFD (Green FD yaw bar + pitch bar)
• Manually
• By pressing A/THR P/B on FCU
• Inhibited if altitude <100 ft RA with engines running
• Auto
• When AP/FD engaged during T/O or GA modes
• In flight, when A - floor detected ; inhibited below 100 ft RA except during 15 sec. following lift off
• A/THR engagement is conformed by logic of activation in the EECs
• Displays A/P data and information on
• MCDU – Displays data related to the management part (identification of successive way points of flight plan)
• FCU – Displays
• Lights gives mode identification
• LCD shows reference parameters (during climb with A/P engaged altitude display shows altitude to be captured)
• PFDs – Displays
• FD symbols
• Status guidance functions and modes
• Reference parameters ( Target speed values represent by symbol on the speed scale)
• NDs – Flight plan and Nav. Data (Airports, way points around A/C present position)
• ECAM E/W - Warning messages related to failure of components or functions
• Status pages – Landing capabilities
• Thrust levers
• Manually operated and electrically controlled by EECs
• Never move electrically
• Consist of 3 detents
• Rear selector – Idle reverse up to max reverse
• Center selector
• “0”- Idle thrust
• “CL” – Maximum climb thrust
• Forward selector –
• FLX/MCT – Flexible T/O or Maximum continuous thrust (after engine failure)
• TO/GA – Max take off thrust TO/GA limit
• EEC computes thrust limit as per position of thrust lever
• Both T/L in same detent – T/limit corresponds to this detent
• Both T/L not in same detent – T/limit corresponds to next higher detent
• FMGC select higher of the EEC 1 and EEC 2 T/limits for thrust target computation
• A/Thrust function logic
• Disengaged
• Thrust levers controls engines
• FCU A/THR Lt. OFF
• FMA no A/THR engagement or modes
• Engagement
• Active if
• At least one T/L between “CL” and “0” stop and at the most one T/L between “FLX/MCT” and
“CL” detent and if no engine in FLX T/O mode
• A –floor protection in active independently of T/L position
• If one engine failed, activation zone becomes FLX/MCT and “0” stop
• When A/THR function is active
• A/THR system controls the engine
• FCU A/THR LT.ON
• FMA displays A/THR engagement status (white) and A/THR mode
• Not Active if
• At least one T/L out of active area
• Both T/L above “CL” detent
• At least one engine in FLX T/O mode with A – floor protection not active
• When not active
• T/L controls the engines (as long as T/L out of active area)
• A/THR P/B Lt. ON
• FMA shows A/THR engagement status (CYAN) + MAN THR rating
• Modes
• Computes T/target according to modes and related parameters
• Reference
• Speed or Mach number
• Selection is either FCU (Chosen value) or FMGC it self
• Thrust
• Source either EECs (computes T/limits) where T/limit needed or FMGC it self
• Retard
• Can be OVRD by A – Flow detection
• Choice of the mode by automatically by FMGC according to active A/P or FD vertical mode
• Choice bases on simple law – “Priority to the speed control”
• A/P (with elevator) control A/C speed
• A/THR has to control the engine by fixed trust demand (thrust mode)
• A/P controls on the A/C parameters (E.g. Altitude)
• A/THR has to take care of the A/C speed by a variable thrust demand to the engine (Speed / Mach mode)
• Retard
• Only avail in auto land when engine thrust to be reduced to idle for flare phase altitude < 40 ft RA
• No vertical mode engaged
• A/THR operative only in speed/Mach mode except
• When thrust mode engaged automatically during A – floor
• When A/THR being in RTD, if A/P is disengaged, A/THR function remain in RTD mode, A/C being on Gnd.
AP and FD related modes with A/THR
AP/FD pitch modes A/THR modes
V/S – FPA
DES (GEOMATRIC PATH) ALT*, ALT
ALT CRZ*, ALT CRZ G/S*, G/S FONAL, FINAL APP
AP/FD OFF
SPEED/MACH MODE
CLB,DES (idle path) OPEN CLB/OPEN DES
EXP CLB/EXP DES SRS
THR (CLB, IDLE) MODE
FLARE RETARD (IDLE)
• Alpha flow protection
• Detected by each FAC
• If excessive AOA or avoidance maneuver, FAC sends orders to FMGC which activate A – floor protection
• A/THR automatically engaged or stayed active
• Engine thrust equal to T/O GA thrust by any control lever position
• Green “A.FLOOR” with Amber flashing box displayed on the FMA
• No A –Floor detection in the FACs Green message “TOGA LK” with Amber flashing box displayed on the FMA
• A – floor protection can only be cancelled by disengagement of A/THR function
• A/THR operation in flight
• A/C on Gnd.
• No A/P, A/THR engaged, engine controlled by T/Levers
• Pilot moves T/L to TOGA or FLEX/MCT (if Flex temp selected on MCDU)
• A/THR function engaged not activated
• FMA “MAN TOGA”
• At reduction altitude FMA shows THR Lever to indicate pilot to move T/L to “CL” detent
• As soon as T/L at “CL” detent A/THR active if T/L “CL - MCT” or “0 – CL” area message on FMA warns pilot to set T/L to “CL” detent
• (White “LVR CLB” message if thrust lever set in “CL – MCT” area, Amber “Lever ASYM”
message if in “0 – CL” area)
• A/THR remain active
• T/L remain in this position until the approach phase
• During auto landing before touch down
• Auto call out “Retard” – Pilot has to move T/L to zero stop
• A/THR disengages
• Gnd. spoiler activate automatically if they were in armed condition
• Roll out
• On Gnd.
• Pilot move T/L to Rev sector
• Disconnection
• By pilot action ( press one of the 2 Red P/B on the T/L or by pressing A/THR P/B on FCU)
• System failure (A/THR disengagement can also due to an external sensor failure)
• When A/THR function active
• Actual engine thrust not required to correspond T/L position
• When A/THR disconnection
• Made by P/B on T/L
• Thrust immediately adjust the T/L position
• FCU P/B disconnection or failure
• If lever was in detent
• Engine thrust will be frozen at its last value just before disconnection (memo mode)
• If lever was not in or moved out the detent
• Thrust of the corresponding engine smoothly adapted to the lever position A/THR selection priority
Engagement of AP Engagement of FD
1 2 1 2 Selected A/THR
ON * * * A/THR 1
OFF ON * * A/THR 2
OFF OFF ON * A/THR 1
OFF OFF OFF ON A/THR 2
OFF OFF OFF OFF A/THR 1 OR 2 if
A/THR 1 fail
* - Indicates ON or OFF
• A/THR consist of 2 systems can be engaged at the same time but only one can be selected at a time
• Selected A/THR function will be active upon the T/lever position will be controlled by FMGC via FCU
• In auto control same FMGC controls engines ad flight controls FMA display
THR MCT – Single engine thrust climb, live engine is at maximum continuous thrust (T/L at MCT detent) THR CLB – Climb thrust two-engine configuration
THR LVR – Undetermined thrust THR IDLE – Minimum thrust
Maintenance Systems
• AFS Type system
• Use of FIDS active only in FAC 1
• Access to the system via CFDS FIDS
• Used as a system Bite to concentrate maintenance information and compare with all information from other AFS computers to filter unwanted gives most accurate faults to CFDS
• Receives commands from CFDS and sent to other AFS system Bites and receives malfunction report from Bites if applicable reports to CFDS
• If FIDS fails Bites continues to work and the result can be read in the shop or after FAC 1 change
• BITES
• Each AFS computers consist of Bites to Detect, Isolate, Memorize faults
• FCU and MCDU Bites memorize only detection task
• FCU Bites
• Computes Bites and sent to each FMGC command port
• MCDU
• Fail detection on own Bites
• Fail output discrete sent to FG 1 & 2 commands ports
• Fail Lt. ON
• AFS test
• AFS LRU items to test before and after replacement to get fault data
• Land test
• Checks availability and integrity of Land mode
• Equipment required to obtain Land - 3
• Ground test
• Simulates air mode to get access to internal and external failures
• Safety test
• Starts after long time power interruption
• Permitted only on Gnd. except FCU, which can be performs air and Gnd.
• During test no action to performed on the system
• If unit fails the test detects as faulty and ECAM failure message will be on the Status page
• Conditions
• A/C on Gnd.
• Both engines shut down
• Hydraulic pressure required to FACs only
• Pull the CB’s for tested computer (FCU both channels CB’s to be pulled)
• Wait 7 min. for FCU and 15 sec for other computers
• Reset CB’s (If for FCU not wait 7 min. display indicates previous memorized readings, after correct time period displays 100 and 0 alternatively )
• 7 min time to discharge internal battery of FCU
• Wait 1 min to execute safety test Trouble shooting action after pilot report
• Interrogate CFDS system test for AFS page
• Interrogate CFDS system test for AFS page