Level III - Ata 22 Auto Flight

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 22 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.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL III - ATA 22 AUTO FLIGHT

Theory System
Flight Envelope Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Flight Guidance Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
FG/FE Priority & Reconfiguration Description (3) . . . . . . . . . . . . . .18
Flight Management Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . .24
FM Priority & Reconfiguration Description (3) . . . . . . . . . . . . . . . . .30
Auto Flight System Maintenance (3) . . . . . . . . . . . . . . . . . . . . . . . . .32
Auto Flight System Operation, Control & IND (3) . . . . . . . . . . . . . .42
Auto Flight System Component Location (3) . . . . . . . . . . . . . . . . . .54
L1W06161 - L0KT0T0
MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL III - ATA 22 Auto Flight Page 1
FLIGHT ENVELOPE DESCRIPTION (3)

which triggers the aural warning WINDSHEAR WINDSHEAR
General WINDSHEAR.
The red WINDSHEAR message is also shown on the PFDs.
From various aircraft systems parameters acquired, the Flight Envelope
Note that the windshear warning activation has no authority on the
(FE) fulfills the following functions:
autothrust (A/THR) but the pilots are required to apply, as per procedure
- The Weight and Balance Backup Computation (WBBC) functions
manual, Takeoff/Go Around (TOGA) thrust.
implemented in the CPIOM-Cs.
- Upon certain conditions, the FE warns the pilots when the energy of
- The characteristic speeds computation.
the aircraft is too low by sending through the FCDC a signal to the FWS,
- The detection of abnormal flight conditions.
which triggers the aural warning SPEED SPEED SPEED.
These two last functions are implemented in the Flight Control and
- Upon certain conditions, the FE activates the protection against excessive
Guidance Units (FCGUs).
angle-of-attack (called alphafloor protection) by sending an alphafloor
WBBC detection signal to the FG, which activates the A/THR with TOGA thrust
The FE, in parallel with the Fuel Quantity and Management System on all engines.
(FQMS), computes the aircraft Gross Weight (GW) and Center of Gravity
(CG). The FE computation is used by the whole aircraft systems to
consolidate FQMS data or in case of FQMS failure.
The FQMS controls the aft CG by transferring fuel to and from the trim
tank to reduce drag. The FE monitors aft CG limit overshoot by a
computation fully independent of the FQMS. In case of aft CG limit
overshoot, the pilots are warned and a trim tank forward transfer is asked
to the FQMS.
Characteristic Speeds Computation
L1W06161 - L0KT0T0 - LM22D1FE0000001
The FE computes the speed envelope composed of characteristic speeds,

these being the maneuvering speeds and speed limits.
The computed speeds are used either by the crew or by the Flight
Guidance (FG) to safely fly the aircraft within the speed envelope.
They are displayed on the speed scale of the PFDs.
Abnormal Flight Conditions Detection
The FE detects the presence of several abnormal flight conditions:
- Upon certain conditions, the FE warns the pilots in case of detection of
immediate windshear by sending, through the Flight Control Data
Concentrator (FCDC), a signal to the Flight Warning System (FWS),
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT ENVELOPE DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM22D1FE0000001
GENERAL

The windshear detection is available:
Computation & Detection Inputs - In airport area: At takeoff, up to 30 seconds after lift-off and below 250
feet RA or, in approach, from 1300 feet RA to 50 feet RA.
The computations and detections, fulfilled by the PRIMary Systems
- When the aircraft is not in clean configuration.
(PRIMs) and the WBBC applications, depend on various inputs received
The low energy detection is available:
via either ARINC 429 buses or the Avionics Data Communication
- Between 100 feet RA and 2000 feet RA.
Network (ADCN).
- When the alphafloor protection is not active.
These inputs are:
- When the thrust levers are not set to TOGA.
- Air & inertial data from the Air Data/Inertial Reference Units (ADIRUs).
The alphafloor detection is available:
- The primary flight control surfaces positions from the FCDC applications
- From takeoff to 100 feet RA before landing.
hosted in the CPIOM-Cs. Note that, although the WBBC and FCDC
- When both outboard engines are operative.
applications are hosted in the same CPIOMs, the WBBC applications
receive the primary flight control surfaces positions from the FCDC Aft CG
applications not internally to the CPIOMs but via the ADCN.
- The slats/flaps positions and the slat/flap control lever position from When the aircraft CG computed by the WBBC applications reaches an
the Slat Flap Control Computers (SFCCs). aft CG caution limit, this information is sent, via the ADCN, from the
- The engines fuel flow, the engines status and the thrust levers positions WBBC applications to:
from the Engine Electronic Controllers (EECs). As a backup, the PRIMs - The FQMS applications to fulfill an automatic trim tank forward transfer.
also directly acquire the thrust levers positions via analog buses. - The FWS applications through the FCDC applications, which triggers
- Specific speeds from the Flight Management Computers (FMCs). the FUEL AFT CG WBBC/FQMS DISAGREE warning.
- The aircraft GW and CG from the FQMS applications hosted in the Note that, although the WBBC, FCDC and FWS applications are hosted
CPIOM-Fs and from the WBBC applications. The WBBC data is used in the same CPIOMs, they communicate together not internally to the
by the PRIMs to consolidate the FQMS data or in case of FQMS failure. CPIOMs but via the ADCN.
L1W06161 - L0KT0T0 - LM22D1FE0000001
In case of major discrepancy between both data, the PRIMs use the When the aircraft CG computed by the WBBC applications reaches the
WBBC data. As the PRIMs receive both FQMS and WBBC data via the aft CG warning limit, a trim tank forward transfer has to be ordered
ADCN, the PRIMs also do their own computations in case of ADCN manually by the pilots. Therefore, this information is sent, via the ADCN,
loss. from the WBBC applications to:
- The main landing gear height above ground from the Radio Altimeters - The overhead fuel panel through IOM-A 1 and IOM-A 2 to light the
(RAs) for detections inhibition only. FAULT indication on the TRIM TK XFR pushbutton.
- The FWS applications through the FCDC applications, which triggers
Detection Availability the FUEL CG EXCESS AFT warning.
The availability of the detection of either abnormal flight condition
depends on various conditions to be met together.
CDS
Several FE data are displayed within the Control and Display System
(CDS).
The data displayed on the PFDs are:
- The characteristic speeds sent by the PRIMs via the ADCN.
- The WINDSHEAR message when a windshear detection signal is
received from the PRIMs via the ADCN.
In addition, in case of FQMS failure only, the aircraft GW and CG
displayed on the SD permanent data zone are those computed and sent
via the ADCN by the WBBC applications.
L1W06161 - L0KT0T0 - LM22D1FE0000001
L1W06161 - L0KT0T0 - LM22D1FE0000001
COMPUTATION & DETECTION INPUTS ... CDS
This Page Intentionally Left Blank

L1W06161 - L0KT0T0 - LM22D1FE0000001

CDS (continued)
Characteristic Speeds
The main FE characteristic speeds, displayed on the PFDs speed scale,
are:
- VMAX: Maximum allowed speed.
- Green dot: Speed related to the best lift-to-drag ratio (best climb
performance, minimum fuel consumption).
- VFE NEXT: Maximum speed with the flaps extended to the next
position in approach.
- S: Minimum speed at which the slats may be retracted to clean
configuration after takeoff.
- F: Minimum speed at which the flaps may be retracted to lever
position 1 after takeoff.
- Speed trend: Speed reached 10 seconds later with a constant
acceleration.
- VLS: Lowest selectable speed.
- Alpha protection speed: Speed related to the angle of attack at which
alphafloor protection becomes active (normal law).
- Alpha max speed: Speed related to the maximum angle of attack
that can be reached in normal law.
Note that the shown configuration is not realistic.
L1W06161 - L0KT0T0 - LM22D1FE0000001
L1W06161 - L0KT0T0 - LM22D1FE0000001
CDS - CHARACTERISTIC SPEEDS
FLIGHT GUIDANCE DESCRIPTION (3)

- Acquisition and holding of a thrust.
General - Reduction of the thrust to idle during flare in automatic landing.
- Protection against excessive angle-of-attack (called alphafloor
The Flight Guidance (FG) fulfills, within the Flight Control and Guidance
protection) by ordering Takeoff/Go Around (TOGA) thrust as soon as
Units (FCGUs), three functions related to the aircraft control: Autopilot
an alphafloor detection signal is received from the Flight Envelope (FE).
(AP), Flight Director (FD) and autothrust (A/THR).
The A/THR is engaged:
AP - Either automatically when in takeoff or go around phases.
The AP computes lateral and vertical guidance orders for automatic flight - Or manually through a dedicated FCU pushbutton.
control surfaces deflection and nose wheel steering. When engaged, the A/THR can be active or not, depending on the
The AP functions are: positions of the thrust levers.
- Acquisition and holding of a flight path and stabilization of the aircraft Landing Capability
around its Center of Gravity (CG).
During the whole flight, the Auto Flight System (AFS) computes the
- Acquisition and holding of a flight level.
aircraft landing capability resulting of an individual FCGU computation
- Acquisition and holding of a speed or a Mach number.
followed by an overall Flight Control Data Concentrator (FCDC)
- Automatic landing including roll-out.
application computation.
- Go around.
When in approach, it is displayed on the Flight Mode Annunciator (FMA)
The AP can only be manually engaged 5 seconds after lift-off through
of the PFDs.
two dedicated Flight Control Unit (FCU) pushbuttons. Only one AP can
be engaged at a time. Dual AP engagement is only possible in approach
and go around phases (to maximize the AP availability during automatic
landing).
FD
L1W06161 - L0KT0T0 - LM22D2FG0000001
The FD displays, on the center section of the PFDs, guidance orders that
would be ordered by the AP if the AP was engaged. When the AP is
engaged, the FD displays the AP orders.
The FD is automatically engaged at aircraft power-up. However, the FD
guidance orders will be displayed from takeoff only. Then, they can be
displayed or not by using the dedicated FCU pushbutton.
A/THR
The A/THR computes the thrust target for automatic engine control.
The A/THR functions are:
- Acquisition and holding of a speed or a Mach number.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT GUIDANCE DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM22D2FG0000001
GENERAL
FLIGHT GUIDANCE DESCRIPTION (3)

- The main landing gear height above ground from the Radio
AP/FD Altimeters (RAs) for mode transition such as flare and for primary
vertical guidance during flare.
With the AP engaged, the computed guidance orders are sent, internally
- The aircraft Gross Weight (GW) & CG from the Fuel Quantity and
to the PRIMary Systems (PRIMs), from the FG function to the flight
Management System (FQMS) and Weight and Balance Backup
control function for:
Computation (WBBC) applications respectively hosted in the
- Automatic deflection of the flight control surfaces.
CPIOM-Fs and the CPIOM-Cs. The WBBC data is used to consolidate
- Automatic nose wheel steering through the steering control system
the FQMS data or in case of FQMS failure. In case of major
applications hosted in the CPIOM-Gs. Communications from the PRIMs
discrepancy between both data, the PRIMs use the WBBC data. As
to the CPIOM-Gs are done via ARINC 429 buses.
the PRIMs receive both FQMS and WBBC data via the ADCN, the
With the FD engaged, the computed guidance orders are sent from the
PRIMs also do their own computations in case of ADCN loss.
PRIMs to the PFDs via the Avionics Data Communication Network
- The flight/ground information from the Landing Gear Extension and
(ADCN).
Retraction System (LGERS) applications hosted in the CPIOM-Gs
Guidance Orders Computation Inputs and consolidated data from landing gear remote data concentrator 4,
The AP/FD guidance orders, computed within the PRIMs, depend on the RAs and the Engine Electronic Controllers (EECs).
various inputs mainly received via ARINC 429 buses (critical data) AP Disengagement
or received via the ADCN from applications hosted in CPIOMs.
The AP is automatically disengaged by the PRIMs in case of failure
These inputs are:
detection or protection activation (for example, overspeed protection).
- The characteristic speeds from the FE, internally to the PRIMs.
The AP can also be disengaged by the PRIMs from manual orders
- The modes and targets selection from the FCU (or the FCU backup
received.
applications hosted in the CPIOM-Cs in case of FCU failure).
The AP can be manually disengaged through the side sticks by pressing
- The managed targets from the Flight Management Computers
the AP instinctive disconnect pushbuttons, the normal operation being
L1W06161 - L0KT0T0 - LM22D2FG0000001
(FMCs) via the ADCN.

to press twice the pushbuttons. The disengagement order is sent to
- Air & inertial data from the Air Data/Inertial Reference Units
the PRIMs via dedicated discrete.
(ADIRUs) and the Integrated Standby Instrument Systems (ISISs).
As an emergency operation, the AP can be manually disengaged
The ISISs stand as the backup systems to keep the AP engaged in case
through the side sticks and the rudder pedals by an unlocking
of double ADIRUs failure. Additional inertial data is received from
movement action. When the AP is engaged, the side sticks and the
6 rate gyrometers and 14 accelerometers.
rudder pedals are locked by the PRIMs via dedicated discrete.
- The slats/flaps positions and the slat/flap control lever position from
Movement actions on the side sticks and the rudder pedals are sent
the Slat Flap Control Computers (SFCCs).
via analog buses to the PRIMs, which, above some threshold,
- The ILS and GPS signals from the Multi-Mode Receivers (MMRs)
disengage the AP and unlock the side sticks and the rudder pedals.
for approaches.
At last, the AP can also be manually disengaged through the FCU AP - The thrust levers positions from the EECs for thrust target limits.
pushbuttons via their discrete (or the FCU backup applications in case The thrust levers positions from the EECs is acquired by the PRIMs
of FCU failure). via the ADCN. As a backup, the PRIMs also directly acquire the thrust
The Flight Warning System (FWS) applications, hosted in the levers positions via analog buses.
CPIOM-Cs, compute the AP OFF warning and manage its - N1 data (actual, limits) and engine failure data (for compensation)
annunciation according to discrete data directly received from the also from the EECs.
PRIMs and the AP instinctive disconnect pushbuttons.
Activation Logic
In regard with the general philosophy for the AFS alerts, the FWS
should have received the AP disengagement information from the When engaged, the A/THR is active when the thrust levers are set in
PRIMs through the FCDC applications via the ADCN. Thanks to this specific positions that depend on if one engine is INOP or not.
exception, the red AP OFF warning is still available in case of ADCN - With no engine INOP, the A/THR active range is between idle (0)
loss. and climb (CL). To get the A/THR active, at least one thrust lever has
to be set in this range and the others have to be set no more than
A/THR Maximum Continuous Thrust (MCT). In normal operation, all thrust
levers are set to CL and the computed thrust target is between 0 thrust
With the A/THR not engaged or engaged but not active, the EECs control and CL thrust.
the engines thrust according to the thrust levers positions (manual thrust - With one engine INOP, the A/THR active range is between 0 and
control mode). Each EEC directly acquires the position of its related MCT. To get the A/THR active, the thrust levers of all operative
thrust lever via an analog bus. engines have to be set in this range. Normally, the engine INOP thrust
With the A/THR active, the PRIMs automatically control the engines lever is set to 0, all operative engines thrust levers are set to MCT and
thrust by sending a computed thrust target to each EEC via the ADCN the computed thrust target is between 0 thrust and MCT thrust.
(A/THR control mode). Note that, whatever the engines rating mode In addition, the A/THR is active with TOGA thrust ordered on all
(either N1 or TPR), the thrust target is always a Low Pressure Rotor engines as soon as an alphafloor detection signal is received from the
Speed (N1) target and never a Turbofan Pressure Ratio (TPR) target. FE. When the alphafloor detection disappears, the maximum thrust
L1W06161 - L0KT0T0 - LM22D2FG0000001
Thrust Target Computation Inputs is still commanded (TOGA LOCK). The alphafloor protection is only
cancelled by disengaging the A/THR.
The A/THR thrust target, computed within the PRIMs, depends on
various inputs. Disengagement
These inputs are: The A/THR is automatically disengaged by the PRIMs in case of
- The characteristic speeds and the alphafloor detection signal from failure detection.
the FE. The A/THR can also be disengaged by the PRIMs from manual orders
- The vertical mode from the AP/FD. received.
- The speed/Mach mode and target selection from the FCU (or the As the normal operation, the A/THR can be manually disengaged
FCU backup applications in case of FCU failure). through the outer thrust levers by pressing the A/THR instinctive
- The managed speed/Mach target from the FMCs. disconnect pushbuttons. The disengagement order is sent to the PRIMs
via dedicated discrete. If the A/THR instinctive disconnect pushbuttons The purpose of a mode is to hold and follow its related reference
are pressed for more than 15 seconds, the disengagement is definitive parameter called target (heading, altitude, speed,...).
for the whole flight. When the AP is engaged:
As the normal operation during landing, the A/THR is disengaged - An AP lateral mode controls the lateral trajectory.
when all thrust levers are set to idle. - An AP vertical mode controls either the vertical trajectory or the
The A/THR is also disengaged when both inner thrust levers are set speed/Mach.
to reverse. The FD modes are identical to the AP modes.
At last, the A/THR can also be manually disengaged through the FCU The AP/FD modes are either selected or managed depending on if their
A/THR pushbutton via its discrete (or the FCU backup applications targets are selected by the pilots through the FCU or sent by the FMCs.
in case of FCU failure). As an example, the FCU heading knob allows, by rotation, to select a
The FWS applications, hosted in the CPIOM-Cs, compute the A/THR heading target then, by a pull action, to engage the HDG selected lateral
OFF warning and manage its annunciation according to: mode in which the aircraft follows the FCU selected heading. While a
- A/THR disengagement information received from the PRIMs through push action on the same knob allows to engage the NAV managed lateral
the FCDC applications via the ADCN. mode in which the aircraft follows the FMCs lateral flight plan.
- Discrete data received from the A/THR instinctive disconnect When the A/THR is active, an A/THR mode controls:
pushbuttons. - Either the speed/Mach (SPEED/MACH mode).
- Thrust levers to idle/reverse information received from the EECs - Or the thrust (THRUST mode).
via the ADCN. The A/THR mode is linked to the AP/FD vertical mode and is selected
according to the "priority to speed control" logic:
Memo Thrust Control Mode
- If the AP/FD vertical mode controls the vertical trajectory or if there is
When the A/THR is disengaged while active: no active AP/FD vertical mode, the A/THR mode controls the speed/Mach
- The thrust of each engine is frozen to its last value before A/THR by ordering a variable thrust target.
disengagement to avoid involuntary thrust transition (due to transition - If the AP/FD vertical mode controls the speed/Mach, the A/THR mode
from A/THR control mode to manual thrust control mode). controls the thrust by ordering a fixed thrust target.
L1W06161 - L0KT0T0 - LM22D2FG0000001
- Then, the pilots are requested to move the thrust levers. When the Besides these two modes, there are two specific A/THR modes:
thrust levers are moved, the thrust of each engine is smoothly adapted - RETARD mode: The thrust is automatically reduced to idle during flare
with the new thrust lever position. in automatic landing while the AP/FD controls the vertical trajectory.
Note that the thrust is only frozen when the A/THR is disengaged - ALPHAFLOOR mode: Whatever the AP/FD vertical mode, TOGA
through the FCU A/THR pushbutton or by system failure. Otherwise, thrust target is ordered as soon as alphafloor is detected.
the memo thrust control mode does not apply and the engines thrust
is immediately adapted with the thrust levers positions. FCU Data Processing
AP/FD & A/THR Modes Principles The FCU data processing is different for the AFS control panel and the
EFIS control panels.
The AP, the FD and the A/THR operate according to modes.
The AFS control panel just sends "key pressed" and "click counts" data In addition, the A/THR N1 target for each engine is displayed on the
to the PRIMs via ARINC 429 buses and via discrete for the AP & A/THR EWD.
pushbuttons. The PRIMs do the computations (engagements, modes,
FD Guidance Orders
targets) and send back to the AFS control panel the data to be displayed
(green lights, modes, targets). The FD guidance orders are always displayed with crossed pitch and
The EFIS control panels do their own computations, manage the displayed roll bars in either Heading / Vertical Speed (HDG / V/S) mode or
data and output the modes and settings to the ADCN via ARINC 429 Track / Flight Path Angle (TRK / FPA) mode.
buses and the IOM-As. The yaw bar replaces the roll bar below 30 feet RA during takeoff
and landing.
Landing Capability Computation
VV
The landing capability, individually computed by each PRIM, is mainly The VV, shown as a "bird" symbol, provides trajectory information.
based on the availability of: When in TRK / FPA mode i.e. when in ground reference, it is
- Sensors (ADIRUs, MMRs, RAs,...). automatically displayed on both PFDs and both VV pushbuttons on
- Servo controls. the EFIS control panels are automatically lit.
- The side sticks AP instinctive disconnect pushbuttons. When in HDG / V/S mode i.e. when in air reference, it can be
- The FWS. displayed on request on either PFD through the corresponding VV
- The PFDs. pushbutton.
The overall landing capability is computed by the FCDC applications The VV position is always computed by the ADIRUs while the EFIS
hosted in the CPIOM-Cs and depends on all individual landing capabilities control panels just manage the display or not on the PFDs via the
received from the PRIMs via the ADCN. IOM-As and the ADCN.
CDS
The FG data to be displayed are all received by the Control and Display
L1W06161 - L0KT0T0 - LM22D2FG0000001
System (CDS) via the ADCN, from the PRIMs excepted:

- The landing capability received from the FCDC applications.
- The Velocity Vector (VV) received from the ADIRUs.
The FG data displayed on the PFDs are:
- The FMA data: A/THR mode, AP/FD vertical and lateral modes, landing
capability, AP, FD & A/THR engagement status.
- The FCU selected targets (displayed in cyan) and the FMCs managed
targets (displayed in magenta).
- The FD guidance orders.
- The VV.
L1W06161 - L0KT0T0 - LM22D2FG0000001
AP/FD ... CDS

L1W06161 - L0KT0T0 - LM22D2FG0000001
FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3)

PRIMs Architecture AP/FD Guidance Inputs & Orders
Each PRIMary System (PRIM) is made of two Flight Control and The master PRIM fulfills AP 1, AP 2, FD 1 & FD 2 functions:
Guidance Units (FCGUs). - AP 1 and FD 1 use side 1 guidance inputs which are the same data as
Within a PRIM: those displayed on the CAPT side (speed, altitude, heading/track, vertical
- FCGU A commands. speed, managed targets).
- FCGU B monitors. - AP 2 and FD 2 use side 2 guidance inputs which are the same data as
Communications between both FCGUs of a PRIM are done via ARINC those displayed on the F/O side.
429 buses. These buses are duplicated due to the data amount (as they The active AP depends on the Flight Control Unit (FCU) selection:
are also used by the flight controls system). - If single AP is engaged with the AP1 pushbutton, AP 1 is active.
The PRIMs communicate together by pairs via 4 ARINC 429 buses for - If single AP is engaged with the AP2 pushbutton, AP 2 is active.
each pair. Indeed, one bus is necessary for each FCGU to send data to - In dual AP configuration, AP 1 is always active whatever the first
the three other FCGUs. engaged AP. AP 2 is in standby and ready to take over in case of AP 1
disengagement.
PRIMs Priority & Reconfiguration The FD operates normally in dual configuration whatever the AP
engagement status. Both FDs are active and 1FD2 is displayed on the
Each PRIM computes its operational capability from Flight Envelope
Flight Mode Annunciator (FMA) of both PFDs meaning that:
(FE), Flight Guidance (FG) and flight control points of view.
- The FD 1 guidance orders are displayed on the CAPT PFD.
The PRIMs are ranked accordingly, independently from the autopilot
- The FD 2 guidance orders are displayed on the F/O PFD.
(AP), Flight Director (FD) and autothrust (A/THR) engagement status:
When side 2 guidance inputs are not available, only FD 1 is active and
- The PRIM with the best capability is the master PRIM.
1FD1 is displayed on both FMAs meaning that the FD 1 guidance orders
- The PRIM with the second best capability is the slave 1 PRIM.
are displayed on both PFDs.
L1W06161 - L0KT0T0 - LM22D3FGPRIOR01
- The PRIM with the third best capability is the slave 2 PRIM.
When side 1 guidance inputs are not available, only FD 2 is active and
If several PRIMs have the same capability, the priority is PRIM 1, PRIM
2FD2 is displayed on both FMAs meaning that the FD 2 guidance orders
2 then PRIM 3.
are displayed on both PFDs.
The master PRIM:
- Fulfills all FG/FE functions including dual AP and dual FD.
- Displays the related data on both CAPT & F/O sides.
The slave PRIMs synchronize on the master PRIM.
If the master PRIM fails or just loses the best capability, an automatic
reconfiguration occurs without any AP, FD & A/THR disengagement:
- The slave 1 PRIM becomes the master PRIM.
- The slave 2 PRIM becomes the slave 1 PRIM.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Apr 18, 2006
PRIMS ARCHITECTURE ... AP/FD GUIDANCE INPUTS & ORDERS
FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3)

Each FCU backup application interfaces with the same side FCU channel
FCU Channels Management for the EFIS part and the same side MFD for both AFS and EFIS pages.
The FCU backup application hosted in CPIOM-C 1:
The FCU is composed of two identical channels completely independent
- Interfaces with FCU channel 1 via IOM-A 1 and IOM-A 2 for the CAPT
(power supply, interfaces, no synchronization).
EFIS part.
Both channels are able to drive the Auto Flight System (AFS) control
- Manages either page displayed on the CAPT MFD.
panel. Therefore, the master PRIM selects the channel to be used for the
The FCU backup application hosted in CPIOM-C 2:
AFS control panel display. If the master PRIM is either PRIM 1 or PRIM
- Interfaces with FCU channel 2 via IOM-A 3 and IOM-A 4 for the F/O
3, the selected channel is channel 2. If the master PRIM is PRIM 2, the
EFIS part.
selected channel is channel 1.
- Manages either page displayed on the F/O MFD.
Each channel drives the same side EFIS control panel.
Two FCU backup operational modes, applicable for both AFS and EFIS
In case of one channel failure (hardware problem, no power supply,
parts, have to be considered:
invalid data,...):
- The selection active mode.
- The master PRIM selects the other channel to drive the AFS control
- The display only mode.
panel.
The FCU backup has also a degraded mode, applicable for the AFS part
- The same side EFIS control panel functions and display are lost.
only, to partially compensate the 3 PRIMs failure.
If both channels fail, the whole FCU is lost.
The operation of the degraded mode is exclusive with the two other modes
The channel failure processing for AFS and EFIS control panels is
for the AFS part.
independent. As an example, a channel can be considered faulty for the
AFS control panel due to invalid data but still operative for the EFIS Selection Active Mode
control panel. The purpose of the selection active mode is to recover lost FCU
functions in case of FCU failure by enabling interactivity on the AFS
FCU Backup
and/or EFIS pages.

The FCU backup is fully redundant with the FCU and takes over in case Its activation is automatic and independent for the AFS, CAPT EFIS
of FCU failure: Channel(s) / Front face component. and F/O EFIS parts:
It fulfills the same functions as the FCU thanks to: - The FCU backup AFS is activated within both FCU backup
- Two FCU backup applications hosted in CPIOM-C 1 and CPIOM-C 2. applications upon a master PRIM request in case of both FCU channels
- Two interactive graphical pages on MFDs: One AFS page and one EFIS failure.
page. Selections on these pages are done with the help of the KCCUs. - The FCU backup EFIS is directly activated within a FCU backup
The FCU backup applications communications are similar to the FCU application upon detection of invalid or not received data from the
and are mainly done via ADCN. same side EFIS control panel.
Both FCU backup applications interface with the master PRIM for the When a FCU front face component failure (display, pushbutton,...) is
AFS part. detected by the pilots, the selection active mode can also be manually
activated:
- Directly on the AFS and/or EFIS pages thanks to the dedicated In normal operation, these targets are selected on the AFS control
"button" displayed on the top of each page. panel then computed by the master PRIM which finally displays them
- By powering off the whole FCU thanks to the switch-off detent of on the PFDs.
the FCU display dimming knob located under the FCU. In this case, In case of the three PRIMs failure, the degraded mode is automatically
the same discrete used to cut off the power supply is also used by both activated and the FCU backup applications just replace the master
FCU backup applications to activate the selection active mode in order PRIM in the computation of the targets and their display on the PFDs.
to differentiate the voluntary action from a failure. The targets are computed from selections on:
The selection active mode operation is exclusive with the FCU use. - The AFS page which is only interactive for the SPD, HDG/TRK &
Thus, when this mode is activated: ALT parameters.
- The AFS control panel is blanked by the master PRIM which does - The AFS control panel which is blanked due to the three PRIMs
not select any channel for display. failure but still operative. The "click counts" are sent to both FCU
- The EFIS control panel is blanked and inhibited by the same side backup applications via the IOMs.
FCU backup application thanks to a dedicated discrete. Note that, in degraded mode, both FCU backup applications are
Note that, even when the selection active mode is activated, no page synchronized together and the targets are always displayed on both
is automatically displayed. FCU BKUP has first to be selected PFDs from the FCU backup application hosted in CPIOM-C 1.
manually on the MFDs with the help of the KCCUs.
At last, below 400 feet, any action on the AFS page is ignored by the
master PRIM for reliability reasons.
Display Only Mode
When the FCU works properly, it is nevertheless possible to display
the AFS and/or EFIS pages without interactivity on these pages.
In this so called display only mode, the AFS and EFIS pages are just
synchronized with the FCU:
- AFS data is sent from the master PRIM to the FCU backup
applications.
- EFIS data is sent from the EFIS control panels to the FCU backup
applications.
Degraded Mode
The purpose of the degraded mode is to recover, in case of the three
PRIMs failure, the speed (SPD), heading/track (HDG/TRK) and
altitude (ALT) targets on the PFDs.
FCU CHANNELS MANAGEMENT & FCU BACKUP

FLIGHT MANAGEMENT DESCRIPTION (3)

General
The Flight Management (FM) fulfills, within the dedicated Flight
Management Computers (FMCs), several functions related to flight
planning, navigation and performance optimization using a navigation
database and a performance database.
The FM, in association with the database and the MultiFunction Displays
(MFDs), fulfills:
-Aircraft position computation,
-Lateral and vertical flight plan construction,
-Computation of lateral steering orders to be followed by the Flight
Guidance (FG).
The navigation database is used to build the lateral flight plan with
waypoints, radio navigation aids and runways.
The navigation database has a worldwide coverage. Its content is updated
every 28 days by the airline under its responsibility and it is uploaded
using the Data Loading and Configuration System (DLCS).
The performance database, with aircraft aerodynamic and engine models,
enables vertical flight plan construction and optimization.
The KCCUs and the MFDs are used to select, modify and monitor the
flight plan.
The Navigation Displays (NDs) display the lateral and vertical flight plan
L1W06161 - L0KT0T0 - LM22D4FM0000001
information.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT MANAGEMENT DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM22D4FM0000001
GENERAL
FLIGHT MANAGEMENT DESCRIPTION (3)

-The MAG VAR database file contains magnetic variation data that will
FMC Loadable Files be used to compute local magnetic declination.
-This file is modifiable through an A/C modification, and it is mandatory
The Flight Management System (FMS) is composed of three Flight
to operate the FMS.
Management Computers (FMCs). Each FMC is composed of files.
The Pilot stored elements file can contain up to 20 waypoints, 20 navaids,
The main files are:
10 airports and 5 routes defined and stored by the flight crew.
-One FMS options configuration file,
These pilot stored elements are automatically deleted after the swapping
-One FMS A/L configuration file,
of the database or after the upload of a new database.
-Two NAV database files,
Moreover, and if the option has been selected in the FMS A/L
-One PERF database file,
configuration file, these elements are automatically deleted at "DONE"
-One MAG VAR database file,
phase (30 s after landing).
-One Pilot stored elements file.
The FMS options configuration file is a set of software pin programs. Computation Inputs
This file defines all operational software options chosen by the airline
(e.g.: weight unit, Data link capability, Navigation Display (ND) The 3 FMCs are connected to the A/C computers/applications mainly
interactivity). through the Avionics Data Communication Network (ADCN).
This file is modifiable at A/L request, through an A/C modification. The A/C computers supplying the 3 FMCs are:
This file is mandatory to operate the FMS. -The navaids,
The FMS A/L configuration file is a set of software pin programs -The Air Data and Inertial Reference Units (ADIRUs),
customizable by the airline (e.g.: thrust reduction height). -The Fuel Quantity and Management System (FQMS) applications,
The FMS is able to work without this file. -The Clock,
The two NAV database files are made up of navigation information (e.g.: -The landing gear remote data concentrators.
navaids, waypoints, airports). The navaids are composed of Very High Frequency Omnidirectional
L1W06161 - L0KT0T0 - LM22D4FM0000001
Generally, this navigation information covers the A/L routes. Range (VOR) units, Distance Measuring Equipments (DMEs), Automatic
These database files are loaded, under A/L responsibility, for two Direction Finder units (ADFs) and Multi-Mode Receivers (MMRs).
successive 28-day cycles. The appropriate cycle is automatically, on The navaids send A/C position in relation to stations (e.g.: VOR stations)
ground and engines off, selected using the aircraft clock date. and runways axis, through Input/Output Modules (IOMs), to the active
If necessary, the flight crew is able to swap the NAV database through FMCs.
each MFD. In order to receive the A/C position, active FMCs have to tune the navaids
These files are mandatory to operate the FMS. through the Radio and Audio Management Panels (RMPs).
The PERF database file contains aircraft aerodynamic and engine models. The ADIRUs send A/C inertial speed and position, and time data to the
This file is modifiable through an A/C modification, and it is mandatory active FMCs.
to operate the FMS.
The FQMS applications, hosted in the Core Processor Input/Output The FMS ATC function exchanges data with the ATC centers through
Module (CPIOM)-F1 and CPIOM-F2, send A/C Gross Weight (GW), the ATC data link application and the Avionics Communication Router
A/C Center of Gravity (CG) and Fuel On Board (FOB) data to the FMCs. (ACR).
These data are sent through IOMs, giving a path segregation through the The FMS AOC function exchanges data with the AOC centers through
ADCN. the ACR.
The Clock sends time and date to the FMCs. ATC centers and AOC centers are called operational ground centers.
The landing gear remote data concentrators send the "A/C on GND"
FMS ATC
information to the FMCs.
The concentrators use discrete signal to let the information available The flight crew can request, by the means of the FMS ATC function,
faster than the power up time of the ADCN. a flight plan revision clearance to the ATC center.
30 s after the reception of the "A/C on GND" information, the FMS switch This flight plan must be edited in the "SEC3" page of the MFDs before
into "DONE" phase. Then, the FMS carries various functions.(e.g.: sending it to the ATC center.
clearing of the active flight plan). After acceptance, the flight crew is able to upload the flight plan,
The "A/C on GND" information enables the FMS to compute the inertial coming from the ATC center and displayed on the ATC mailbox, to
reference system drift. the "SEC3" page.
The FG is a backup of the landing gear remote data concentrators. The ATC center may ask the A/C to report some parameters (e.g.:
altitude) immediately or when specific condition is reached (e.g.: at
Flight Plan Revision 10am).
The FMS will take into account the ATC center request, will prepare
The active flight plan can be revised either on the MFD or on the ND. the report for the flight crew and will send it to the ATC mailbox.
(e.g.: DIR TO, insert waypoint). The flight crew may add some free text prior sending it to the ATC
To make a revision from a given waypoint (on ND), the flight crew selects center.
and clicks on the relevant waypoint (using the Cursor Control Device The ATC center may send to the A/C, a deferred clearance (e.g.: climb
(CCD)) and selects the type of revision wanted (e.g.: Insert next to) associated to a condition (e.g.: at time).
L1W06161 - L0KT0T0 - LM22D4FM0000001
waypoint); a ND FM dialog window replaces the vertical display. The FMS will monitor the condition, and warn the flight crew, through
This ND FM dialog window supplies the flight crew with an interactive the ATC data link application, 30 s before and when the condition is
access to the functions of the FMS (e.g.: selection of a waypoint in the reached, to take into account the deferred clearance.
flight plan).
FMS AOC
Data Link The flight crew can request, by the means of the FMC AOC function,
The FMS has two data link functions, the FMS Air Traffic Control (ATC) a flight plan initialization, take OFF or wind data to the AOC center.
and the FMS Airline Operational Control (AOC). The request is initiated from specific pages of the MFDs.
The FMS ATC supports the A/C/ATC centers data link and the FMS Then, the AOC center will reply the different data asked by the flight
AOC support the A/C/AOC centers data link. crew. After acceptance, the flight crew is able to insert the received
flight initialization data into the active or secondary flight plan.
Printing
The flight crew can print specific data on the printer-1 (e.g.: flight plan,
wind data report).
The printing function can be automatically done if the option has been
selected in the FMS A/L configuration file or through the "PRINTER"
page displayed on the MFDs.
CDS
Most of the FMS data shown on the Control and Display System (CDS)
come directly from FMCs.
The FMS data are shown on 3 display units, the MFDs, the Primary Flight
Displays (PFDs) and the NDs.
The MFDs display various data such as flight plans, PERF data, software
P/Ns.
The PFDs display various data such as managed targets (e.g.: speed), V1,
VR, Flight Mode Annunciator (FMA) messages (e.g.: "CHECK APPR
SEL").
Note that, the managed targets are processed by the PRIMary Systems
(PRIMs) (FG part) prior to being displayed.
The NDs show:
-On the ND main zone: lateral flight plan, vertical information (e.g.: Top
of Climb (T/C)), wind direction,...
L1W06161 - L0KT0T0 - LM22D4FM0000001
-On the vertical display: vertical flight plan, altitude constraints,...

-On the ND FM dialog window; flight plan revision data.
L1W06161 - L0KT0T0 - LM22D4FM0000001
FMC LOADABLE FILES ... CDS
FM PRIORITY & RECONFIGURATION DESCRIPTION (3)

switch in the "BOTH ON 1" position to let the FMC manage both
FM Operating Modes sides (CAPT and F/O sides).
Considering that the single active FMC manages the F/O side when
There are 3 Flight Management (FM) operating modes:
the switch is in the "NORM" position, the flight crew has to turn this
-The Dual mode,
switch in the "BOTH ON 2" position to let the FMC manage both
-The Independent mode,
sides (CAPT and F/O sides).
-The Single mode.
The FMS switch is connected to the Avionics Data Communication
Dual Mode Network (ADCN) through 4 IOMs.
First, the Flight Management Computer (FMC)-A manages the CAPT
FM Reset
side and the FMC-B manages the F/O side. The FMC-C takes over
the first failed FMC. There is one reset P/B per FMC. The objective of these P/Bs is to reset
In dual mode, two FMCs are active at the same time. Each FMC a FMC after crew detection of FMC misbehavior.
acquires, computes and displays its own side data. Moreover, both When a short reset is done up to 5 seconds, the related FMC launches a
active FMC exchange their own side data for synchronization and software reset.
comparison functions (called dual function). When a long reset is done more than 5 seconds, the related FMC is
The third FMC, also called standby FMC, is periodically updated with isolated and the standby FMC, if operational, becomes active by replacing
the master FMC, but it does not perform any acquisition, nor the isolated FMC.
computation nor display. Moreover, following a long reset done on ground with engines off, safety
Note that if the first failed FMC recovers, it will become as a standby tests are run.
FMC.
Flight Planning Backup
Independent Mode
L1W06161 - L0KT0T0 - LM22D5FMPRIOR01
In independent mode, the dual function is lost, the two active FMCs In case of loss of 3 FMCs, the flight crew is able to use the Integrated
are no more synchronised. Each FMC manages its own side Standby Instrument System (ISIS) as a flight-planning backup.
independently. In navigation display mode, the ISIS is able to store up to 10 waypoints.
The flight crew manually enters these waypoints, in order to show the
Single Mode track and the distance between each waypoint.
In single mode, only one active FMC is used for the flight
management.
If the Flight Management System (FMS) switch is in the "NORM"
position, the single active FMC will manage its own side.
Considering that the single active FMC manages the CAPT side when
the switch is in the "NORM" position, the flight crew has to turn this
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FM PRIORITY & RECONFIGURATION DESCRIPTION (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM22D5FMPRIOR01
FM OPERATING MODES ... FLIGHT PLANNING BACKUP
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FM PRIORITY & RECONFIGURATION DESCRIPTION (3) Apr 18, 2006
AUTO FLIGHT SYSTEM MAINTENANCE (3)

-The SECondary Computers (SECs) (EFCS only).
OMS Interfaces
The Auto Flight System (AFS) interfaces with the Central Maintenance
System (CMS), Data Loading and Configuration System (DLCS) and
Aircraft Condition Monitoring System (ACMS) of the Onboard
Maintenance System (OMS).
CMS
The AFS transmits the fault messages from the system Built-in Test
Equipments (BITEs) to the CMS for failure isolation, failure
memorization and reports generation.
The CMS can launch AFS interactive tests by interacting with the
system BITEs.
There are several system BITEs for the AFS, each one communicating
with the CMS via the Avionics Data Communication Network
(ADCN) and the Secure Communication Interfaces (SCIs):
- The Flight Management Computers (FMCs) BITEs for the Flight
Management System (FMS).
- The Flight Control Data Concentrator (FCDC) applications, hosted
in the CPIOM-Cs, for the AFS except for the FMS.
More precisely, each FCDC application acts as a system BITE for
both the Electrical Flight Control System (EFCS) and the AFS (except
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
for the FMS) to be consistent with the hardware repartition. In

particular, the Flight Envelope (FE), Flight Guidance (FG) and flight
control functions are hosted in the same computers.
From a CMS point of view, the FCDC applications manage themselves
and, also, via the ADCN:
- The PRIMary Systems (PRIMs).
- The Flight Control Unit (FCU) through the PRIMs, except that the
monitoring data of the EFIS control panels are directly sent to the
FCDCs through the IOM-As.
- The Weight and Balance Backup Computation (WBBC) and FCU
backup applications.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) AUTO FLIGHT SYSTEM MAINTENANCE (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
OMS INTERFACES - CMS

OMS Interfaces (continued)
DLCS
The following AFS software are loadable using the DLCS. They are
loaded via the ADCN and the SCIs, except that the FCU uploading
is directly done via dedicated ARINC 429 buses.
- The Display Units (DUs) definition files for the FCU backup and
Flight Management (FM) pages definition.
- The FCU operational software common to both AFS and EFIS parts.
Note that the two FCU channels are uploaded in parallel. As there is
only one FCU Functional Item Number (FIN), there is no way to
monitor within the OMS Human-Machine Interface (HMI) if both
channels have been correctly uploaded. This monitoring is so done
by the PRIMs. In case of uploading discrepancy between the two
channels, a specific fault message is issued by the FCDC applications
towards the CMS, the FCU AFS control panel is blanked and the
related Flight Warning System (FWS) alert is generated.
- The PRIMs operational software common to the FE, FG and flight
control functions. Both Flight Control and Guidance Units (FCGUs)
within a PRIM have to be uploaded.
- The WBBC, FCU backup and FCDC applications hosted in the
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
CPIOM-Cs.
- The FMCs operational software, software pin programming
configurations and database.
As an example to illustrate the general DLCS rule, the three FMCs
can be uploaded in parallel. In addition, within a FMC, the software
pin programming configurations and the database can be loaded in
parallel with the operational software.
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
OMS INTERFACES - DLCS

OMS Interfaces (continued)
ACMS
The AFS transmits, via the ADCN and the Centralized Data
Acquisition Module (CDAM), system parameters to the ACMS for
real time monitoring and reports generation.
As examples, the ACMS receives:
- The Velocity Vector (VV) selection from the FCU EFIS control
panels (through the IOM-As) or from the FCU backup applications.
- The autopilot (AP) engagement and the selected heading from the
PRIMs.
- The aircraft Gross Weight (GW) and Center of Gravity (CG) from
the WBBC applications.
- The landing capability from the FCDC applications.
- The flight number from the FMCs.
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
OMS INTERFACES - ACMS

CMS Interactive Tests Overview
The CMS interactive tests are launched from the SYSTEM REPORT /
TEST pages of the OMS HMI (using the OMT, OIT or PMAT).
AFS (except FMS)
The interactive tests of the AFS, except for the FMS, are accessed
from "ATA 27" by selecting "AFS & EFCS"
The selection of "AFS & EFCS 1" will enable to interact with the
CPIOM-C 1 FCDC application (system BITE).
The selection of "AFS & EFCS 2" will enable to interact with the
CPIOM-C 2 FCDC application (system BITE).
The following AFS tests are provided:
- The safety test of the FCU or either PRIM (both FCGUs).
- The land test, accessed from "AFS specific tests and functions", to
confirm the aircraft capability to fulfill precision approaches.
- The system test being the safety tests of the FCU and each PRIM.
As the system test is common to both the AFS and the EFCS, the
safety test of each SEC is also fulfilled. Note that the system test does
not include any test of the WBBC, FCU backup and FCDC
applications.
- The confirmation test complementary to the system test by
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
monitoring the interfaces as well as the WBBC, FCU backup and

FCDC applications.
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
CMS INTERACTIVE TESTS OVERVIEW - AFS (EXCEPT FMS)

CMS Interactive Tests Overview (continued)
FMS
The interactive tests of the FMS are accessed from "ATA 22" by
selecting "FMS".
The selection of "FMC-A", "FMC-B" or "FMC-C" will enable to
interact with the related FMC BITE (system BITE).
The following FMS tests are provided:
- The safety test of the related FMC.
- The system test being the safety test of the related FMC.
- The hardware pin programming status.
- The software pin programming status.
Note that, due to operational limitations, these tests cannot be executed
within 10 minutes after the aircraft touchdown.
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
L1W06161 - L0KT0T0 - LM22Y1MAINT0001
CMS INTERACTIVE TESTS OVERVIEW - FMS
AUTO FLIGHT SYSTEM OPERATION, CONTROL & IND (3)

General
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) AUTO FLIGHT SYSTEM OPERATION, CONTROL & IND (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
GENERAL

Flight Guidance/Flight Envelope
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
FLIGHT GUIDANCE/FLIGHT ENVELOPE

MFD Pages
FCU Back-Up Pages
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
MFD PAGES - FCU BACK-UP PAGES

MFD Pages (continued)
MFD Init Page & MFD PERF Page
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
MFD PAGES - MFD INIT PAGE & MFD PERF PAGE

MFD F-PLN Page & MFD NAVAID Page
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
MFD PAGES - MFD F-PLN PAGE & MFD NAVAID PAGE

MFD Position/Monitor Page & ND Page
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
L1W06161 - L0KT0T0 - LM22O1LEVEL0301
MFD PAGES - MFD POSITION/MONITOR PAGE & ND PAGE
AUTO FLIGHT SYSTEM COMPONENT LOCATION (3)

Cockpit
Avionics Bay
L1W06161 - L0KT0T0 - LM22C1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) AUTO FLIGHT SYSTEM COMPONENT LOCATION (3) Apr 18, 2006

L1W06161 - L0KT0T0 - LM22C1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) AUTO FLIGHT SYSTEM COMPONENT LOCATION (3) Apr 18, 2006
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

Level III - Ata 22 Auto Flight

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Level III - Ata 22 Auto Flight

Uploaded by

Copyright:

Available Formats

A380

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

LEVEL III - ATA 22 AUTO FLIGHT

FLIGHT ENVELOPE DESCRIPTION (3)

The FE computes the speed envelope composed of characteristic speeds,

FLIGHT ENVELOPE DESCRIPTION (3)

COMPUTATION & DETECTION INPUTS ... CDS

This Page Intentionally Left Blank

FLIGHT ENVELOPE DESCRIPTION (3)

CDS - CHARACTERISTIC SPEEDS

FLIGHT GUIDANCE DESCRIPTION (3)

FLIGHT GUIDANCE DESCRIPTION (3)

(FMCs) via the ADCN.

System (CDS) via the ADCN, from the PRIMs excepted:

AP/FD ... CDS

This Page Intentionally Left Blank

FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3)

PRIMS ARCHITECTURE ... AP/FD GUIDANCE INPUTS & ORDERS

FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3)

and/or EFIS pages.

FCU CHANNELS MANAGEMENT & FCU BACKUP

This Page Intentionally Left Blank

FLIGHT MANAGEMENT DESCRIPTION (3)

FLIGHT MANAGEMENT DESCRIPTION (3)

-On the vertical display: vertical flight plan, altitude constraints,...

FMC LOADABLE FILES ... CDS

FM PRIORITY & RECONFIGURATION DESCRIPTION (3)

FM OPERATING MODES ... FLIGHT PLANNING BACKUP

AUTO FLIGHT SYSTEM MAINTENANCE (3)

for the FMS) to be consistent with the hardware repartition. In

OMS INTERFACES - CMS

AUTO FLIGHT SYSTEM MAINTENANCE (3)

OMS INTERFACES - DLCS

AUTO FLIGHT SYSTEM MAINTENANCE (3)

OMS INTERFACES - ACMS

AUTO FLIGHT SYSTEM MAINTENANCE (3)

monitoring the interfaces as well as the WBBC, FCU backup and

CMS INTERACTIVE TESTS OVERVIEW - AFS (EXCEPT FMS)

AUTO FLIGHT SYSTEM MAINTENANCE (3)

CMS INTERACTIVE TESTS OVERVIEW - FMS

AUTO FLIGHT SYSTEM OPERATION, CONTROL & IND (3)

AUTO FLIGHT SYSTEM OPERATION, CONTROL & IND (3)

FLIGHT GUIDANCE/FLIGHT ENVELOPE

AUTO FLIGHT SYSTEM OPERATION, CONTROL & IND (3)

MFD PAGES - FCU BACK-UP PAGES

AUTO FLIGHT SYSTEM OPERATION, CONTROL & IND (3)

MFD PAGES - MFD INIT PAGE & MFD PERF PAGE

AUTO FLIGHT SYSTEM OPERATION, CONTROL & IND (3)

MFD PAGES - MFD F-PLN PAGE & MFD NAVAID PAGE

AUTO FLIGHT SYSTEM OPERATION, CONTROL & IND (3)

MFD PAGES - MFD POSITION/MONITOR PAGE & ND PAGE

AUTO FLIGHT SYSTEM COMPONENT LOCATION (3)

This Page Intentionally Left Blank

AN EADS JOINT COMPANY

You might also like