A320 Notes

Index

1.

GENERAL

2.

AIR CONDITIONING

3.

AUTOFLIGHT SYSTEM

4.

COMMUNICATION

5.

AIRCRAFT ELECRICAL SYSTEMS

6.

EQUIPMENT / FURNISHING

7.

FIRE PROTECTION

8.

FLIGHT CONTROL SYSTEMS

9.

FUEL SYSTEM

10.

HYDRAULIC SYSTEM

11.

ICE AND RAIN PROTECTION

12.

AIRCRAFT INSTRUMENTS SYSTEM

13.

LANDING GEAR

14.

LIGHTS

15.

NAVIGATION SYSTEMS

16.

OXYGEN SYSTEM

17.

PNEUMATIC SYSTEM

18.

WATER AND WASTE

19.

AUXELARY POWER UNIT

20.

DOORS

(GENERAL)

• Units are in Centimetres from the reference point, is 254 cm ahead of the nose

• Engine station numbers start from STA - 297, at nose cowl

• Vertical stabiliser station numbers start from STA – 5 reference point is VTZ , Z = 0

• Horizontal stabiliser station numbers start from Y = 0 ( X axis)

• Wing station numbers start from , STA – 0 reference point 186.8cm from X axis Zones

• Total 8 major zones, identified by first digit of 3 digit number - 100 – 199 : Lower half fuselage

- 200 – 299 : Upper half fuselage

- 300 – 399 : Empenage and fuselage tail section - 400 – 499 : Pylon & Nacelle

- 500 – 599 : Left wing - 600 – 699 : Right wing - 700 – 799 : Landing gear - 800 – 899 : doors

• E ven numbers at R/H side, Odd numbers at L/H side Accesses door and panel identifications

• E.g. 550AB

Zone panel number from panel position

reference point (eg.Top or bottom B = bottom) (E.g. A = 1st panel)

T - Top surface F – Floor panel B – Bottom surface W – Side wall panel L – Right side C – Ceiling panel Z - Internal

Fin Numbers ( Functional Identification Number )

• All LRU’s has got a FIN number CB Panels and CB’s

• Green - CB’s monitored by SDAC ( System Data Acquisition Concentrator), if trips will be indicated on the ECAM E/W display and is a monitored CB.

• Red - CB used only for wing tip brakes, locked by screw if pulled M.M procedure to be actioned (Qty. 2 )

• Yellow - Must be pulled when flying on batteries only (load reduction purposes) Qty. 2, non monitored

• 49vu - Located in the flight deck OVHD CB panel

• 106vu - Located in the avionics compartment L/H side

• 105vu - Located in the avionics compartment RH side

• 120vu - Flight deck aft panel contains CB’s, Current transformers, Fuses & Contactors.

• 121vu - Located in the flight deck aft CB middle panel

• 122vu - Located in the flight deck aft CB top panel

• 123vu - Located in the flight deck aft CB 3rd panel from top

• 124vu - Located in the flight deck aft L/H side top panel

• 125vu - Located in the flight deck aft L/H edge panel

• 2000vu - Contains Maintenance bus select Sw. , CB’s , located at the flight door ceiling.

Avionics compartment

• 70vu - Annunciator Lt. test unit (access from R/H side)

• 80vu - Electronic rack contains computers ( located aft of avionics compartment, access from R/H side)

• 90vu - Electronic rack contains computers ( located aft of avionics compartment, access from R/H side)

• 103vu - Relay and contactor boxes (access from R/H side)

• 105vu - CB panel (access from R/H side)

• 106vu - Most of the Emergency and Essential power equipments located at L/H side. (access from L/H side)

• 107vu - Relay and contactor boxes (access from R/H side close to 80vu)

• 109vu - WXR rack (access from door at the nose) Cock – pit philosophy

• Forward facing and dark cockpit

• Crew do not required to touch OVHD panel with normal operation conditions

• OVHD panel

Fwd half - System panel pilot could touch Aft half - Maintenance panel

• Glarshield panel - Contains FCU = 2 EFIS + AFS control panel

• GPWS control panel – Normal when P/B Sw release out & Lts OFF

• Other Sws on OVHD panel – Normal when P/B Sw push in & Lts OFF Push Button Sws

• Pressed in - No Lts. + system activated = Normal operation - System activated

- Temporary used system activation (ON)

- System activation for maintenance purposes(ON) or override (OVRD)

• Pressed in - Fault Lt ON + system activated = Fault condition

• Released out - OFF Lt ON = System deactivated - Flushed with the panel

- System deactivated (OFF) - Manual activation system (ON) - Activation of alternate system (ALTN)

• Light colour philosophy

Red - Failure, need immediate action

Amber - Failure, awareness no immediate action

White - P/B pressed in abnormal position or maintenance operation Green - Normal operation of a back – up system

Blue - Normal operation of temp used system

• In normal operation green but blue also can be ON

FAULT OFF FAULT OFF FAULT OFF

AIR CONDITIONING (CHAPTER – 21)

• Both pack units supply air with same temperature

• Pack will be controlled by sensor in the water extractor

• Qty 2 Compressor discharge sensors available, one for ECAM indication and control other sensor monitor OVHT will provide Fault Lt. On the Pack valve P/B Sw

Mixer units

• Mixes regulated temperature air with packs and cabin air supplied by re circulated fans

• Emergency Ram air, Low pressure ground air also goes to mixer unit in several conditions

• Flapper in the mixer guide pack 1 air flow to flight deck and pack 2 to cabin by a actuator. If actuator failed, will be registered in Z/C non-volatile memory

Hot air pressure regulated valve

HOT AIR

Pressed IN – Valve opens and pneumatically regulates hot air pressure above cabin pressure

Sw. OFF – Hot air valve closes electrically + Trim air valves Fault Lt. ON –

- Flight deck duct OVHT – Any zone temp > 88 °C once or 80 °C four times in flight

- Both hot air and trim air valves close automatically - Fault Lt. OFF when temp < 70 °C

- Hot air valve position disagreement

• Hot air tapped from down stream of pack control valve and regulates down stream pressure above the cabin pressure

• Spring loaded to closes if no air pressure

• Duct temperature > 88 °C valve automatically electrically closed + Fwd & Aft trim air valves also closed Trim air valve

• Located in each zone to add hot air

• Electrically controlled by Z/C Temperature selectors

Select desired temperature selection in the zone, Zone controller commands pack temperature demand to satisfy lowest selected temperature by trim air

valves

12 o’ clock position – 24 °C Cold position – 18 ° C Hot position – 30 °C

COLD HOT

Temperature regulation

• Controlled automatically by corresponding Pack controller and Zone controller

• Each Pack and Zone controller consist of Primary and Secondary channel called computers, secondary computer acts as a back up

• Pack controller

• Provides basic temperature and flow regulation according to the demand from Zone controller by modulating bypass valve and ram air inlet flaps

• If primary control computer faulty, secondary computer takes over for reduced level of operation by remaining at previous setting

• If both fail 15 °C temp. will maintain by anti-ice valve

FAULT

• Zone controller

• Generates signals to pack controller to basic temperature and flow regulation

• Trim air valves controlled to optimize temp regulation by selected temperature

• Lowest temperature demand used for basic temperature regulation

• Primary control computer fails “ALTN” message on ECAM + with alternate mode operation, 24 °C will be maintain in the cabin, No trim valve control,

• If both fails Pack controller will controls in basic regulation, flight deck will be maintain at 20 °C & cabin will set to 10 °C, trim & hot air valve close

Pack Flow selector

PACK FLOW NORMAL

LO HI

LO – If number of passengers less than 81 - No heating or cooling can be carried out.

- Zone controller automatically provides normal flow and if required increase engine power. Flow 80% of normal flow

- If cooling is not sufficient revert back to 100% flow automatically

HI – Normal hot humid conditions, Flow 120% of normal flow Normal – 100% flow, normal selection.

• What ever the selection zone controller automatically provides high flow in case of bleed air taken from APU or single pack condition

Pack flow control valve

• Pneumatically regulates air flow according to the demand by controller command

• Closes pneumatically by

• Compressor OVHT

• Lack of air pressure

• Electrically close

• During Engine start, after 30 sec. open again (to avoid supplementary pack closer cycle at 2nd engine start)

• Engine Fire P/B OUT

• Ditching P/B set to ON

• Pack valve P/B manually select OFF

• Equipped with

• Solenoid – Receives flight deck Sw. commands

• Stepper motor – Controller commands to select required flow value which regulates pneumatically Pack flow control valve Push button

Pressed In – Valve pneumatically and automatically controlled Released OUT – Valve closed electrically

Fault Lt. – Pack 1 OVHT- (Valve close automatically) Compressor out temp > 260 °C or pack out temp > 230 °C four times come ON Pack fault – Pack valve disagreement

- Pack compressor outlet temp > 230 °C, four times in one flight

Pack 1 + 2 fault – One pack OFF, other fault or both failed

FAULT

Anti – ice valve

• Pack controller commands pneumatically open to prevent ice formation in the condenser

• If complete pack controller failure, POPS pneumatically control pack outlet temperature to 11 °C

• Controlled electrically and pneumatically operated

• Pack outlet pneumatic sensor (POPS) used only to modulate anti-ice valve to control pack discharge temperature at fixed valve in case of pack controller failure.

• Delta pressure relays on the anti – ice valve will control valve according to signal send by two pressure sensors (HI & LO) located at condenser to sense ice build up at the condenser.

• Solenoid energized

• Pneumatically operates as anti – ice valve

• Solenoid de energized

• Pneumatically operated as a pack outlet temperature control valve (11 °C) Air inlet/outlet flaps and bypass valve

• All are controlled simultaneously by pack controller

• Bypass valve electrically controlled and operated by stepper motor to modulate pack discharge temperature by adding hot air

• Ram air Inlet and outlet flaps provided to modulate the air flow through exchangers

• To increase cooling – Flaps open more and bypass valve closes more

• To increase heat – Flaps close more and bypass valve opens more

• During T/O and landing Ram air inlet flap fully close to prevent ingestion foreign objects

• During T/O – When T/O power is set and main L/G struts compressed

• During landing – When main L/G struts compressed and speed > 70 Kts

• Ram air flaps opens 20 sec after speed < 70 kts

• Both flaps operates by individual electrical actuators, controlled by pack controller Ram air Push button

RAM AIR

Sw. pressed IN – Emergency ramair inlet flap opens and (Ditching

not selected) Outflow valve opens half if cabin differential pressure < 1 psi during AIR mode

Sw released OUT – Flap closes

ECAM messages

• ALTN MODE (Green) – Primary zone controller fault

• PACK REG (Green) – Zone controller failure, basic regulation by packs only Interfaces

Zone controller

• Interface between primary and secondary channels via internal busses

• Zone and Pack controllers interface via RS 422 busses

• Zone controller to EIU 1 & 2

• To increase engine power to get more bleed air flow

• Send bleed and anti-ice status to thrust limit calculation

• EIU to Pack controller

• At takeoff thrust to close ram air inlet flap closer

• HP valve position to bleed demand calculation

• ADIRU 3 to Zone controller to

• Send A/C altitude to zone temp. Compensation and pack water extractor outlet temp. limitation

• Zone controller to APU to ECB

• To increase bleed air flow

• ECB to Zone controller

• APU bleed valve open signal to flow demand calculation

• Zone to Pack controllers

• Sends temp. demand, Z/C status, Pack ARINC reception status, A/C altitude, APU bleed valve position to Pack temperature control

• Flow demand sends to flow control

• Pack to Z/C

• Pack controller status, Zone ARINC reception status, bite to temp. control system monitoring

• LGCIU sends Gnd. Air status to Ram air flap control

• BSCU sends wheel speed status to both Pack controllers to pack Ram air flap closer to during T/O and Landing

Failures

• Zone controller failures

• Primary channel fail

• Secondary channel operates as a backup

• Flow setting function and optimize temperature regulation not available

• Hot and trim air valves close

• Zones controlled to 24 °C (backup regulation) pack 1 regulates the flight deck and pack 2 controls the Fwd and Aft cabin temperature

• “ALTN MODE” appears on the ECAM COND page

• Secondary channel failure

• No effect on temperature regulation

• Backup mode is lost

• Both primary and secondary channels fail

• Optimize and backup temperature regulation not available

• Pack delivers a fixed temperature of 20 °C for pack 1, 10 °C for pack 2

• No information on the ECAM COND page and displays “PACK REG” message

• Pack controller failures

• Primary channel fail

• Secondary channel operates as a backup

• Regulation is not optimize

• Pack flow fixed at previous setting

• Secondary channel fail

• No effect on temperature regulation

• Backup mode is lost

• ECAM signals related to the corresponding pack are lost

• Both primary and secondary channels fail

• Corresponding pack outlet temperature controlled at 15 °C by anti ice valve

• ECAM signals related to the corresponding pack are lost Pressurization

• System consist 2 identical controllers, only 1 operates at a time other STBY

• If both systems failed manual mode to be selected

• Out flow valve can be controlled by manually by control panel

• Qty. 2 Safety valves located in Aft. Bulk head (For Positive and Negative differential pressure) installed above floatation level

• Consist of four general functions

• Ground function – Outflow valves open fully on Gnd.

• Prepressurization

• During T/O, increase cabin pressure to avoid surge in cabin pressure during rotation

• Pressurization in flight

• Adjust cabin altitude and rate of change to make passenger comfort

• Depressurization

• After touch down to reduce residual cabin overpressure gradually before open outflow valves Cabin pressure controllers

• Inputs – Flight profile from FMGC, ADIRUS, CFDS and A/C configuration from EIU, LGCIU, ECS

• Out puts – Indication & monitoring by FWC, SDAC, ECS, CFDSD and AIDS Out flow valve

• Double flap 3 motor driven

• Qty 2 motors for automatic operation (One for each CPC)

• One motor for manually operation

Mode select switch

MODE SEL

Auto – Out flow valve controlled by active CPC A Man – Out flow valve controlled by manual toggle Sw. U Fault – CPC both automatic systems failed

T

O

• Auto mode

• 2 Motors for auto mode motors, One for each CPC 1 and CPC 2

• System 1 = CPC 1 + Motor 1, System 2 = CPC 2 + motor 2

• Two electronic actuators interface with controllers

• Each actuator consist of Pressure Sw. (located in electronic control box) to close valve if cabin altitude > 15000ft regardless of mode

• Auto signal exchange via electronic actuator

• Air pressure in the cabin depends on the external schedules, which are received from the FMGC

• If FMGC signal not available crew needs to set the landing field elevation and captain’s baro selection from the ADIRS

• Uses landing elevation and the QNH from the FMGC and pressure altitude from ADIRS

• Automatic CPC changeover occurs at

• 70 sec after each landing

• If one operating system fails

• Manual mode MAN V/S

UP UP – Outflow valve open DN – Outflow valve close

DN

• Motor 3 controlled by control panel toggle Sw. with manual mode selected on the mode select P/B

• Feed back No 3 signal directly sent to CPC 1 for position indication on ECAM

• CPC 2 manual part not used

• Manual backup channel of CPC 1 used for indication (FWC & SDAC) and monitoring Cabin Pressure and Altitude

• Cabin altitude limited to 8000 ft

• Differential pressure limited to 8.06 psi at 39000 ft

• If cabin altitude = 9550 ft M/W comes ON

• At altitude 11300ft passenger signals activated

• At 15000ft safety device activates to close valve Landing elevation selector

LDG ELEV AUTO

Auto – System in normal operation condition (Landing elevation from FMGC) Other positions – Selected value take to account, if selection indication on

the knob not accurate use ECAM pressure page (if QNH used)

Ditching

DITCHING ON – Out flow valve closes by CPC (if MAN selected outflow valve not close) - Emergency Ram air inlet close

- Avionics ventilation extract valve close - Pack flow valve close

Normal – System operates normally

FAULT

MAN

Interfaces

• EIU

• TLA position in T/O to Pre pressurization sequence

• LGCIU

• Air/Gnd. signal for Pre pressurization, pressurization, De pressurization sequence + system transfer

• ADIRU (each)

• Static pressure, boro correction and for priority selection

• FMGC (each)

• Cruise flight level and landing field elevation data

• Motors

• Auto

• Enable signal to motor in control

• Outflow valve positioning + monitoring

• Manual

• Feed back signal from motor CPC 1 Avionics Ventilation System

• AEVC controls and monitoring of Avionics ventilation system automatically provided Blower and Extract P/Bs pressed IN

Blower Push button

BLOWER

Auto – P/B released out, system in auto mode

A OVRD – Blower stops

U - System goes to close loop configuration

T - Air comes from air condition system to added to ventilation system

O Fault Lt. – Blowing pressure low - Duct OVHT

- Computer power supply failure - Smoke warning activated

• If both Blower and Extract P/B released out (OVRD)

• Blower fan stops

• Skin exchanger outlet bypass valve and Skin exchanger inlet bypass valve close (all valves close)

• Air condition inlet valve opens to supply air

• Skin air outlet valve partially opens Extract Push Button

EXTRACT

Fault Lt. – Extract pressure low

A - Computer power supply failure

U - Smoke warning activated

T

O OVRD – System goes to close loop configuration - Air comes from air condition system Open circuit configuration

• Conditions

• A/C on Gnd.

• Throttles not at T.O

• Skin temperature > On Gnd. Threshold

• Cooled by ambient air If

• A/C on Gnd. and ambient temp.> 11 °C due to Heat exchanger is already hot it can not cool air

• Skin air Inlet and outlet valves open

• Air goes through blower and extractor fans to over board

FAULT OVRD FAULT OVRD

Close Loop configuration

On Gnd. skin temp. < 4 °C, or In flight skin temp < 27 °C Conditions

• On Gnd.

• Throttles at T.O + Skin temperature < in flight threshold

• Throttles not at T.O + Skin temperature < on Gnd. Threshold

• In Flight

• Skin temperature < in flight threshold

• Inlet and Outlet skin air valves close

• Skin exchanger isolation valve open

• Skin exchanger outlet bypass valve open (to reduce noise in the avionics bay)

• Skin exchanger inlet bypass valve open if pressure > regulated value (Controlled by 3 pressure Sw. In the compartment) or close if low air flow detected

• Air goes through skin heat exchanger Intermediate close configuration In flight, skin temp > 34 °C

Conditions

• On Gnd.

• Throttle at T.O + Skin temperature > in flight threshold

• In Flight

• Skin temperature > in flight threshold

• Skin exchanger out and inlet bypass valves open

• Skin air outlet valve partially open

• Air condition valve open to get condition air to the compartment

• Air goes to overboard through skin air outlet valve and exchanger inlet bypass valve Temp < 27 °C

• System go back to close loop configuration Smoke configuration

• When smoke detected in the avionics ventilation air

• Blower and Extractor P/B fault Lt. illuminates

• Then select both P/B to OVRD

• Air will be supplied from air-condition system via air condition inlet valve and goes to OVBD through flap on the extract valve (extract valve closed)

• Blower fan stops AEVC Interfaces

• EIU 1 & 2 to AEVC

• To control ventilation system control sends T/O thrust control

• Skin temp sensor skin sends temp. signal to AEVC AEVC failure

• System as same as smoke configuration except Skin exchange isolation valve open

• Inlet and skin exchange inlet bypass valves remain in the position before the failure occurred

• Extract fan keep on running AEVC power failed

• Both blower and extractor fan P/B set to OVRD

• Blower fan stops

• Air condition inlet valve opens

• Skin air outlet valve partially opens

• Other valves stay at its last controlled position

• AEVC change system configuration depends on

• Skin temperature sensor value

• Temperature increase or decrease

• AEVC controls all valves and fans, receives system condition information by pressure and temp. sensors

• Skin inlet valve and outlet valve, before close manually must select toggle Sw. to deactivation position and controlled electrically by AEVC

• Blower and Extract fans – When high temp detected, valve closes and indicator LT. on valve body illuminates, can be reset after detection by pressing P/B on valve body

• Pressure Switches ( Qty. 3)

• Qty. 2 to control blower circuit, fault Lt. + External horn

• Qty. 2 to control Extractor fan, fault Lt. + External horn (low flow detection)

• Duct temp sensor

• Temp sensor control blower fan and fault Lt. + External horn

• Smoke detector sense smoke and give warning

Aft Cargo compartment ventilation and heating system Ventilation controller (Located near 103vu)

• Cargo ventilation controlled via controlling isolation valves and extract fan

• Cargo ventilation controller controls and monitor isolation valves and extraction fan of the cargo ventilation system

Heating controller

• Cargo heating controlled by information received from 2 temp. sensors and control trim air valve to add hot air if required

• If failed

• Hot air valve close + E/W message Hot air PRV

• Hot air pressure regulation valve regulates bleed air going to the Trim air valve above cabin pressure

• If duct temp. > 88 °C, Heating controller closes hot air PRV

HOT AIR

OFF – Hot air PRV close

Fault Lt. ON – Aft cargo OVHT detected (PRV close by Heat controller)

Trim air valves

• Regulates hot air flow which mix with cabin air to obtain required temperature

• Closes trim air valve if

• Isolation valve close

• Hot air PRV close

• Extract fan failed

• Cargo door not closed and locked Temperature Selector

• Signals to Hot air controller to move trim air valve if hot air to be added

Temp selector – Selects temp range between 5 °C - 26 °C - 12 ‘ O clock position 16 °C

COLD HOT

AFT FAULT

Inlet isolation valve

• Permits regulated air to enter to the compartment

AFT ISOL VALVE

Pressed IN – Vent controller runs extract fan if both isolation valves open Provided no smoke detected in the aft cargo

OFF – Inlet Isolation valve close - Extract fan stops

Fault Lt.– Inlet or Outlet valve position disagreement with selection

Extract fan

• Remove air out board if both isolation valves open Outlet Isolation valve

• Allowed air to discharge out board

FAULT OFF

AUTOFLIGHT SYSTEM (CHAPTER – 22)

• Auto flight systems (AFS) calculates orders to automatically control flight controls (EFCS) and engines(FADEC)

Basic operational principles

• In normal operations

• Automatic

• A/P or A/THR

• Manual

• Pilot activates as side sticks or thrust levers

• Power up test

• FD will engaged provided power up test is done

• FD engagement

• If AP/FD mode not active no guidance symbol will be displayed

• When AFS not active

• Flight controls controlled by Side sticks

• Engines controlled by Thrust levers

• Navigation

• Calculated position of the A/C using several sensors

• Inertial system

• Radio navigation system

• Flight plan

• Stored in the memory predetermined by the operator

• Describe complete flight from T/O to landing

• Vertical information

• Intermediate way points

• Operation

• Normal way

• AFS uses flight plan automatically

• Position and desired flight plan (chosen by crew), system will computed orders then send to the surfaces and engines to follow the flight plan

• During AFS side stick and throttle levers will not move

• AFS fly by wire

• When A/P system engaged, apply force on the side stick causes A/P disengage, after normalize the force on the side stick A/C will maintain actual attitude with manual flight

• System design

• Consist of

• Flight Augmentation Computer (FAC) Qty 2

• Fail operational system, consist of command and monitor channel

• Flight Management and Guidance Computer (FMGC) Qty. 2

• Fail operational system, consist of command and monitor channel

• Multi purpose control and display units (MCDU) Qty. 1

• Flight Control Unit Qty. 1

• FMGC

• Controlled by

• FCU – For short term control

• Provides interface required to transmit of engine data from FMGC (managed guidance) to FADEC

• In flight crew can engage A/P and can modify different flight parameters to immediate change in the control of the A/C

• A/P and A/THR engagement, FD functions

• Selection of guidance modes (e.g. HDG hold..)

• Selection of flight parameters (e.g. HDG values…)

• System Consist of

• AFS control panel

• Allows + display engagement of A/P + A/THR and selection of guidance modes flight parameters

Speed/ Mach control knob

• Pull – FMGC uses selected speed on the FCU, Managed dot Lt. OFF If display dashed before value appears last managed speed If not no change in the window

• Turned – Speed display changes, Previous displayed value change If display dashed before 1st click changes to managed reference speed.

Turn more valve changes and knob not pulled with in 45 sec. display goes to dashes

• Push – If dashes displayed no change

If speed displayed before Managed speed and dot Lt. displayed (During T/O GA and EXPED, FMGC automatically uses memorized

speed such as V2, VAPP and Green dot. Dashes displayed and the Lt. ON)

Speed/Mach P/B

• All cases, Speed/Mach switching is automatic, Pilot can only select switching Using P/B when reference is selected then relevant indication (SPD or MACH)

will be displayed

SPD MACH

Heading/track lateral control knob

• Window displays value when HDG or TRK mode active or when HDG/TRK preset performed. Otherwise it is dashes. Dot Lt. ON when managed lateral mode is armed (E.g. NAV, RWY, LAND…)

• Pulled – HDG or TRK mode engages as per the selection on the FCU If lateral window dashed before present heading or track value displayed. If not no change on the display

• Turned – Changes heading or track

HDG or TRK previously displayed reading will be modified If dashes 1st click changes to present A/C heading or track Turn more value changes and if not pulled with in 45 sec. display goes to dashes again.

• Pushed - Navigation mode is armed, During the arming phase HDG or TRK displayed until the interception of the flight plan then dashes will be replaced the heading or track

During arming and active phases, Lt. is ON Altitude select knob

• Knob has got two selections,

• Outer knob got 100ft and 1000ft selections

• Inner knob sets the altitude in the FCU altitude window

• Inner knob

• Pulled – Open climb or Open descent mode engages if displayed altitude different from present A/C altitude, Level change Lt. OFF

A/C immediately climbs (or descent) towards the selected altitude

• Turned – Display altitude changes

• Pushed – Climb or descend mode engages if A/C altitude differs from displayed altitude

Level change is managed and Dot Lt. ON

Altitude window always displayed a target valve selected by the crew. Window never goes to dashes

SPD MACH 300 SPD --- MACH .78 HDG LAT 252 ALT LVL/CH

27000

30000

Metric altitude P/B

• P/B press select ECAM lower display altitude value chances to metric units FCU altitude reading never change to metric only in feet

METRIC ALT

Vertical speed /flight path angle control knob

Pulled – If window dashed before, present A/C vertical speed or FPA displayed

Range = -9.9° and +9.9° for FPA

Turned – Changes the V/S or FPA display

Window dashed before 1st click changes to present A/C V/S or FPA.

Turned more value changes if knob not pulled with in 45 sec display goes to dashes

Push – Immediate level off with display goes to zero target FMA will turn to ALT green when level off

Heading V/S / Track – FPA P/B

HDG V/S

TRK FPA If any of the modes active, pressing the P/B changes the modes in to corresponding one (HDG TRK and V/S FPA)

Expedite P/B

• Pressed ON – Engagement confirmed by green bars Lt. ON

Allows max. climb or descent profile with in the performance envelope of the A/C.

Disengagement only possible by engagement of another longitudinal mode

Approach engagement P/B

• Pressed ON – G/S and LOC modes armed for capture and tracking if ILS not avail

• Pressed OFF – Altitude > 400 ft. Land or APP NAV mode is disarmed or disengaged

(Altitude < 400 ft, Land mode can only be disengaged by activating GA mode)

LOC engagement P/B

• Pressed ON – Used when G/S not available

• Pressed OFF – Before capture, LOC mode disarmed

After capture, LOC mode disengaged (HDG/TRK mode engaged on the present A/C HDG/TRK)

EFIS control panel

• Control + display each capt’s and FO’s PFD and ND functions EFIS displays initiated by FMGC

• FM display on PFD

• Decision Height

• Managed target speed (magenta)

• V1 speed (Cyan)

• Altitude constraint (magenta)

• Linear vertical deviation(magenta)

• Landing field elevation (Cyan)

• ECON target speed with high and low margins in descent mode (magenta)

LVL/CH V/S - 0700 LVL/CH V/S + 0000 EXPED APPR LOC

ND FMGC initiated information

• Rose Nav, Arc and Plan modes

• A/C position auto tuned Nav aides, Flight plan data

• A/C position is fixed in all display modes except in plan mode where it moves along the flight plan

• TO way point displayed in white rest of the flight plan way points in Green

• R/H upper corner displayed TO way point characteristics (Ident, distant to go, estimated time of arrival)

• Cross track deviation

• Radio Nav aids, start of climb, top of climb, top of descent EFIS selection P/B

All waypoints in the related range will be displayed

All VOR/DME station location in the related range displayed

All non-directional beacon in the related range will be displayed

All airport locations in the related range will be displayed

All speed and altitude constraints on one or several waypoints will be displayed

MCDU

• Provides long term control

• Allows interface between crew and the FMGC to select the flight plan to manage the flight

• Displays selection and the modifications of the parameters associated with the FM function

• Selection of specific functions

• Displays information regarding flight progress + A/C performance for monitoring and review by flight crew

• Qty. 2, interchangeable

• MCDU pages

• 1st System page

• Pilot used for flight preparation

• Data base page

• Flight plan initialization

• Rad/Nav entries and checks

• Performance data by (V1, V2, VR and Flex temp)

• V2 must be entered before T/O at MCDU

• Entry of flight plan (lateral/vertical) and V2 into MCDU taken account by the FM part and conformed by Lts. on FCU

• Qty 3 annunciators located

• MCDU menu – Lt. ON when system linked to the MCDU menu requesting the display

• FMGC – Alert the crew FMGC request the display as a important message on the FMGC page

• FAIL – Amber displayed if any failure detected in the MCDU

• Data in the Amber boxes mandatory, White dashed lines indicate that data will be calculated and displayed by the FMGC WPT VOR.D NDB ARPT CSTR

• Colour codes

• White – Titles, comments, dashes symbols and minor messages

• Green – Non modifiable data or active data

• Yellow – Temporary flight plan, some data until validated by insertion

• Cyan – Modifiable and selectable data

• Amber – Mandatory data, boxes, Important and pilot action required data, asterix adjacent to the altitude or airspeed “missed” restrictions

• Magenta – Maximum recommended flight level, Flight plan constraint data, asterix adjacent to the altitude or airspeed “made” restrictions

Flight management

• Definition revision and monitoring

• Provides flight plan selection on Latitude and Vertical functions

• Provides navigation, performance optimization, RADNAV tuning and information display management

• Auto selection of navigation frequencies, position determination

• Data computed Flight path by FM used by FG part

• Operating modes

• Normal – Active if FM part agrees

• When keys pressed, immediately processed by both FMS, regardless of the MCDU

• FM part receive master slave activation from FG part

• Master computer impose following parameters on slaving

• Flight phase

• Flight plan sequencing

• Active performance and speeds

• Clearance and maximum altitudes

• ILS frequencies and courses

• MCDUs can select different pages simultaneously, any modification or entry on the MCDU transmitted to other MCDU via cross talk

• Independent

• Active if one FM part disagrees, and no inter action only send own status to each other

• Each FM part managed its own MCDU

• Failure of FMGC inter system buses results in amber message “INDEPENDENT OPERATION”

• MCDUs operates separately even cross talk present, entry on one MCDU will not applied to the other

• Single

• Active if one FM part fail

• Both MCDUs are driven by remaining FM part, messages linked to the navigation process are displayed on both MCDUs

• White message “OPP FMGC IN PROGRESS”

• During power up both FM parts exchange information.

• Both MCDUs work as in normal mode but with the valid FMGC only

• Internal cross comparison made on

• Navigation database identification

• Performance database identification

• FM operational program identification

• A/C and Engine program pin data

• Lateral functions

• A/C position determination

• IRU alignment through MCDU

• Auto/Manual selection of navigation Frequencies

• Guidance computations along the Latitude flight plan

• Vertical functions

• Optimize speed computation

• Resulting target speed being used as reference for guidance functions

• Performance predictions

• Fuel, Time, Altitude, Wind at various points of the flight

Indications

• Displayed on the PFDs and NDs

• During normal and independent modes FMGC 1 & 2 supplies to PFD 1, ND1 and PFD2,ND2 respectively

• Single mode remaining FMGC supplies to all displays Flight Plan

• Consist of routes and limitations, A/C must follow

• Limitations

• Speed

• Altitude

• Time constraints

• FM provides A/C position to follow up flight plan, called navigation Navigation database

• Provides necessary information for flight plan construction and follow-up

• Database updated every 28 days

• For additional information kept room for manual entry for 20 navaids, 20 waypoints, 3 routes and 10 runways

• Manually entered data will be erased when flight become DONE ( A/C on Gnd. for 30 Sec.) Navigation

• Provides current A/C status to the system by Present position, wind, Ground speed, altitude and True air speed

Lateral flight plan

• Provides sequential track changes at each way point with in 3 main sections

• Departure : Initial fix (origin airport), Standard instrument departure (SID),

• Arrival : Standard terminal arrival route (STAR), Approach, missed approach and Go around

• En route : Way points, navigation aids…

• Lateral steering order can be followed by the pilot or the AP with NAV mode selected Vertical flight plan

• Provides accurate flight path prediction which requires a precise knowledge of current and forecast wind, temperature and lateral flight plan to be flown

• Divided in to

• Preflight – to be enter fuel, weight and V2 speed

• Take – off – Speed management, Thrust reduction altitude and Acceleration altitude

• Climb – Speed limit, Speed management

• Cruise – Top of climb, cruise altitude and top of descent

• Descent – Speed limit, speed management and deceleration

• Approach/Missed approach/ Go around : Thrust reduction altitude, acceleration altitude

• Vertical steering order can be followed by the pilot or the AP

• Level change in vertical profile can be initiated by pushing level change selector, except for departure when vertical profile is armed on Gnd. and will be automatically activate after T/O phase

Performance database

• Contains optimum speed schedules to the expected range for the operation conditions

• Primary performance mode is ECON mode

• ECON mode can be made as per requirements to the air line cost index

• Cost index is ratio of cost of time to the cost of fuel Displays

• According to the pilot selection on the EFIS control panel on the FCU, A/C position will be displayed on the ND Rose or Arc modes as per the flight plan

Flight Guidance

• Factors related to the A/C control

• Provide

• A/P, F/D and A/THR (modes operation upon FCU selection)

• Normal operating way is management part as reference source for Guidance part

• Priority logic

• 1st – AP engagement (AP 1 or 2)

• 2nd – FD engagement (FD 1 or 2)

• Two types of AP and FD modes available to guide the A/C

• Managed modes

• Steer the A/C along the lateral, vertical and speed profiles according to the data inserted by the pilot on the MCDU then FMGC computes corresponding guidance targets

• At TO engaged automatically when set thrust levers to TO or FLX detent

• In flight can arm or engage select by pressing appropriate knobs on the FCU

• Selected modes

• Steer the A/C according to the target values selected by the pilot on the FCU

• Can engage selected mode by pulling appropriate FCU knobs AP and FD modes

Guidance Managed modes Selected modes

LATERAL NAV, APP NAV

LOC *, LOC RWY, RWY TRK GA TRK

ROLL OUT

HDG - TRK

VERTICAL SRS (T.O and G.A)

CLB, DES

ALT CST, ALT CST * ALT CRZ * , ALT CRZ G/S *, G/S

FINAL, FINAL APP FLARE OPCLB, OPDEC V/S, FPA ALT*, ALT EXPEDITE SPEED FMGC REFERENCE

(ECON auto SPD LIM) Expedite

FCU REFERA NCE

AP and FD common modes

• Modes are related to both lateral and vertical and engaged simultaneously on both axes.

• On take off – Runway/Runway track associated to SRS vertical modes

• In approach – ILS approach (LAND) or non ILS approach (APP NAV FINAL)

• In Go around – GA track associated to SRS vertical modes Auto Pilot

• Calculates selection for flight control to follow the selected modes (E.g. Attitude hold)

• Controls

• Pitch

• Roll

• Yaw

• A/P engagement

• Possible only 5 sec after lift off and only one at a time

• To select land mode allows both A/P to engage

• After T/O to rollout A/P remain engaged to control A/C on the runway center line

• A/P disengagement by pilot at low speed taxing

• On Gnd. can be engaged if engines are not running

• AP commands

• Position of the flight control surfaces for pitch, roll and yaw

• Engaged by AP1 and AP 2 P/B

Sw. press Lt. ON – A/P engaged

Sw press again - Lt. OFF AP disengages

• ON PFD FMA indicated

• AP 1 - A/P 1 engaged

• AP 2 - A/P 2 engaged

• AP1 + 2 - A/P 1 and 2 both engaged

• A/P guidance modes can be selected by FCU or FMGC

• FMGC monitor commanded and actual position of flight sense by sensors through the loop, if any difference FMGC will controlled the orders

• When A/P engaged, load threshold on the side sticks and Rudder pedals will be increased Modes

• Lateral

• Vertical

• Normally one of each will be selected by the system simultaneously Lateral mode control

• Ailerons – Controls via ELACs

• Spoilers – Controls via SECs

• Rudders – Controls via FACs

• Nose wheel – Controls via BSCU Vertical mode control

• THS and Elevators – Controls via ELACs On Ground

• A/P can be engaged only both engines shut down (If engine start with A/P engaged A/P will trips)

• Hydraulic power not required

• PFD indication – AP 1 or AP2 Take Off

• Can be engaged provided A/C air born + 5 sec

• PFD indication – AP1 or AP2 Cruise

• Priority gives to last engaged, only one any A/P can be engaged at a time

• PFD indication – AP1 or AP 2

• FCU FMGC ELAC Ailerons + Elevators + THS SEC Spoilers

• Rudder control not by A/P but directly by FACs Land

• Engage automatically when

• LOC and G/S modes are engaged and A/C altitude < 400 ft. RA

• Disengages

• Upon engagement of G/A

• A/C on Gnd. for at least 10 sec with AP disconnected and APPR P/B pressed

• If landing airport equipped with ILS capability A/P can land with complete Approach, Flare and Rollout

• 2nd A/P can be engaged, AP 1 in active mode and AP 2 in STBY

• FCU FMGC ELAC1 & 2 Ailerons + Elevators + THS SEC 1.2,3 Spoilers

FAC 1 & 2 Rudder ( controlled by A/P via FMGC)

• PFD indications (FMA) – AP 1+2

Flare mode

• Engages

• A/C reaches 40 ft. RA (precise valve is a function of V/S) Rollout

• A/P gives steering orders (depends on the speed ) to rudder and nose wheel (via BSCU)

• A/P order

• Ailerons + Spoilers will be null

• THS reset to 0.5° nose up

• Spoilers directly controlled by SEC for Gnd. spoilers

• During rollout speed < 60 Kts pilot take control by disconnecting A/P

• FMGC ELAC1 & 2 Ailerons + Elevators + THS BSCU N W S

FAC 1 & 2 Rudder

• PFD indications (FMA) – AP 1+2 AP warnings

• Red auto land warning

• Flashes in the LAND mode

• Radio guidance goes bellow 200 ft. and

• A/C goes too far off the LOC or GS beams

• Both AP fail

• Both GS transmitters or receivers fail

• Both LOC transmitters or receivers fail Flight Director

• Displays Guidance commands on both PFD to fly manually according to FMGC demand

• Two cases to be considered

• A/P not engaged

• F/D symbols display on PFD, gives orders to pilot to maintain the desired parameters (crew fly A/C as per the orders acting on flight controls)

• A/P Engaged

• FD function displayed symbol on PFD represent A/P orders to be monitored by pilots

• FMGC 1 and 2 drives FD and FPV on PFD 1 and 2 respectively

• If one FMGC fail other will provide for both PFDs

• If both FD fail RED flag displayed on each PFD provided FD Sw. is ON

• MFA indications

• 1FD2 = Normal conditions FD 1 on PFD 1 and FD 2 on PFD 2

• -FD2 = FD 1 not displayed

• 1FD- = FD 2 not displayed

• 2FD2 = FD 2 on both PFDs

• 1FD 1 = FD 1 on both PFDs

• Engagement

• Automatically as soon as system powered + logic conditions satisfactory

• Will be indicated on the FCU by FD P/B Green bars ON and top R/H of PFD FMA Lt. ON – FD engaged

- FCU power up - GA modes

- Loss of A/P during rollout phase

- Means FD can be displayed on corresponding PFD P/B press with Green Lt. On = FD go out

P/B press again = FD come ON

Green Lt. OFF = No FD symbol can be displayed on the PFD

• 1FD2 – FD 1 engaged on Capt’s PFD, FD2 engaged on FO’s PFD

• On Gnd. – If AP/FD not active, no FD symbol appears on FMA

• During configuration change FMGC send command to flash FD bars for 10 sec Manual flight

• A/P not engaged

• F/D symbols display on PFD, gives orders to pilot to maintain the desired parameters (crew fly A/C as per the orders acting on flight controls)

Automatic flight

• A/P Engaged

• FD function displayed symbol on PFD represent A/P orders to be monitored by pilots FD modes

• Same as A/P modes are selected on same way

• FMGC calculates AP/FD orders, will be transferred into symbols by DMC

• Two types of symbols

• FD bars

• FPD and FPV

• Push button HDG V/S / TRK – FPA will allows to switch in between the symbols FD bars 3 types

• Pitch bar - Displayed if vertical mode active except rollout or landing phase

• Roll bar - Displayed if lateral mode is active

• Yaw bar - Displayed

- When roll bar will be replaced by yaw bar - If Altitude < 30 ft RA at T/O (LOC signal avail) - During landing

• To be centered when just bellow the central yellow square FPD/FPV symbol

FPD

• Provides commands signal to intercept and fly lateral/vertical flight path as defined on FMGC

• Symbol removes when no guidance mode provided by FMGC

• Computed by FMGC FPV

• Provides lateral/vertical flight path information of current track and flight path angle accurately being flown

• Computed by ADIRU

• Displayed if

• TRK FPA selected on FCU (both flashes for 10 sec during configuration change)

• AP/FD modes correctly followed, FPD and FPV symbols will be super imposed

• Yaw bar

• Will appears as the same condition as FD bars System Control and indication

• ND

• Flight plan data

• Data selection by FCU

• A/C present position

• Wind speed and direction

• PFD

• FMA

• AP/FD/A/THR engagement status on FMA

• AP/FD and A/THR around engaged modes on the FMA

• FD modes

• FAC characteristic speed on the speed scale

• FMGC/FCU/FAC/ MCDU reset

• Possible by CB’S in the flight deck

• E/W /SD

• E/W

• AFS warning messages

• SD

• AFS information such as inop. systems on status page or land capability availability

• Attention Getters

• M/C + M/W

• If AFS disconnection occurs

• A/Land warning activated when problem occurs during final approach in auto land Flight mode Annunciator

• FMA information will be displayed by the master FMGC which supply to both

• AP/FD information displayed according to following logic

• At least one AP, master FMGC supplies to both

• With out AP, with FD engaged FMGC 1 supplies FMA 1, FMGC 2 supplies to FMA 2

• With out AP with one FD failed or manually disengaged, opposite FMGC supplies both FMAs

• Divided in to 5 zones

• A/THR information

• Vertical and lateral AP/FD modes

• Landing capability

• Engagement status of Guidance functions

• Message use the 3rd line of the 2nd and 3rd zones

• Five colours are used

• Green – A/THR and AP/FD active modes

• Cyan – AP/FD armed mode, A/THR engaged not active, V/S, FPA, FLX TEMP, MDA, MDH and DH numeric values, selected MACH and Speed

• White – FG function engaged, A/THR activated, landing categories, manual thrust (surrounded by boxes) which are held when A/THR not active

• Amber – Messages, boxed around certain thrust modes

• Red – “MAN PITCH TRIM ONLY” message A/THR zone

FMA

1st 2nd 3rd

• 1st line, in Green : SPEED, MACH, THR MCT, THR CLB, THR IDLE, THR LVR

• 1st line in Green with a flashing amber box :

• 1st and 2nd lines in white :

• 3rd line flashing white :LVR CLB, LVR MCT

• 3rd line in amber : LVR ASYM SPEED LVR ASYM 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

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)

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

•

=

• Speed trend

↑

• 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 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