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Single Aisle Technical Training Manual Maintenance Course - T1 & T2 Auto Flight
Single Aisle Technical Training Manual Maintenance Course - T1 & T2 Auto Flight
AUTO FLIGHT
GENERAL
Automatic Flight System Design Philosophy (1) . . . . . . . . . . . . . . . . 2
Automatic Flight System Presentation (1) . . . . . . . . . . . . . . . . . . . . . 4
FAC General (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FMGC General (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Autopilot Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Flight Director Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Autothrust Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Automatic Flight SYS Control & Indicating (1) . . . . . . . . . . . . . . . . 20
Automatic Flight SYS Maintenance System D/O (3) . . . . . . . . . . . . 30
FLIGHT AUGMENTATION
Yaw Axis Control D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
FAC Engagement D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Yaw Damper Function D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Flight Envelope Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Flight Envelope Data on PFD D/O (3) . . . . . . . . . . . . . . . . . . . . . . . 46
FAC Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
FLIGHT GUIDANCE
Flight Guidance Autothrust D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . 54
Flight Guidance Priority Logic (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Flight Control Unit D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
FLIGHT MANAGEMENT
Flight Management Priority Logic (3) . . . . . . . . . . . . . . . . . . . . . . . 84
Flight Planning D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
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FLIGHT PLAN
The AFS has several flight plans predetermined by the airline in its
memory. A flight plan describes a complete flight from departure to
arrival; it gives vertical information and all intermediate waypoints. The
plan can be displayed on the EFIS or on the Multipurpose Control &
Display Units (MCDU).
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OPERATION
There are several ways to use the AFS but the normal and recommended
one is to use it to follow the flight plan automatically. Knowing the
position of the aircraft and the flight plan chosen by the pilot, the system
is able to compute the orders sent to the flying surfaces and the engines
so that the aircraft follows the flight plan. The pilot has an important
monitoring role.
NOTE: During AFS operation, side sticks and thrust levers do not move
automatically.
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22 - AUTO FLIGHT AUTOMATIC FLIGHT SYSTEM DESIGN PHILOSOPHY (1) Page 2
SINGLE AISLE TECHNICAL TRAINING MANUAL
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SYSTEM DESIGN
FMGC
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FAC
There are two interchangeable FACs. The basic functions of the FACs
are the rudder control and the flight envelope protection.
OTHER SYSTEMS
DISPLAYS
- the selection of specific functions. flight plan; however pilots can enter other data using the MCDU.
GUIDANCE DISPLAYS
GENERAL GENERAL
The FG part gives the AP, FD and A/THR functions. These functions Various displays are used to present Flight Management and Guidance
work according to modes generally chosen on the FCU. The normal System (FMGS) data and information. The main displays presenting
way to operate the aircraft is to use the management part as reference flight management and guidance information are:
source for the guidance part. - the MCDUs (display part),
- the FCU (display Part),
AP
- the PFDs,
The AP function calculates the signals for the flight controls in order - the NDs,
to follow the selected modes. The AP controls the pitch, roll and yaw - the ECAM/EWD and ECAM STATUS pages.
axis according to the selected modes. Example of AP mode: Altitude
hold. MCDU
The MCDUs display all data related to the management part. Example:
FD
Identification of the successive waypoints of the flight plan.
The FD displays the guidance commands on both PFDs, allowing the
pilots to fly the aircraft manually according to the FMGC demands. FCU
Two cases have to be considered: The FCU is also considered as a display as it includes indication lights
AP not engaged: and Liquid Crystal Display (LCD) windows.
- the FD function displays symbols on the PFD which gives orders to The FCU includes:
the pilot to maintain the desired parameter(s). In this case, the pilot - lights giving mode indications,
follows these orders by acting on the flight controls. - LCD windows showing reference parameters.
AP engaged: Example: During a climb with AP, the altitude window displays the
- the FD function displays symbols on the PFDs representing the AP altitude the aircraft is going to capture.
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DISPLAYS / ECAM
LANDING
PRINCIPLE
The FD displays the Flight Management and Guidance Computer (FMGC)
guidance commands on both PFDs. In manual flight, the FD displays
guidance orders to help the pilots to apply commands on the controls in
order to follow the optimum flight path, which would be ordered by the
AP if it was engaged. When the AP is engaged, the FD helps the FMGC
demands to be checked.
The FD modes are the same as the AP modes and are selected the same
way. The FMGCs calculate AP/FD orders which are transformed into
symbols by the Display Management Computers (DMCs). There are two
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types of symbols: the FD bars, the Flight Path Director (FPD) and Flight
Path Vector (FPV) symbols. The central HeaDinG-Vertical Speed
(HDG-V/S)/TRacK-Flight Path Angle (TRK-FPA) P/BSW on the FCU
makes the pilots switch between these two types of symbols.
FD PUSHBUTTONS
Upon FCU power up, in go around, or when losing the AP during the
roll out phase of the landing, the three green bars of the FD P/BSWs
come on automatically. A lit FD P/BSW means that the FD symbols can
be displayed on the corresponding PFD: PFD 1 for the CAPT FD P/BSW
FD PUSHBUTTONS
FPD/FPV SYMBOLS
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The FPD and the FPV symbols can be displayed provided TRK-FPA is
selected on the FCU.
FPD/FPV SYMBOLS
AUTOTHRUST ENGAGEMENT
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AUTOTHRUST DISCONNECTION
MCDU
Two Multipurpose Control and Display Units (MCDUs) are located on
the center pedestal. The MCDU is the primary entry/display interface
between the pilot and the Flight Management (FM) part of the Flight
Management and Guidance Computer (FMGC). On the MCDU, the
system control parameters and flight plans can be inserted, and is used
for subsequent modifications and revisions. The MCDU displays
information regarding flight progress and aircraft performances for
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MCDU
PFD
The two PFDs are located on the main instrument panel. The Flight Mode
Annunciator (FMA) is the top part of the PFD. Each PFD displays:
- AP, FD & A/THR engagement status on the FMA,
- AP, FD & A/THR armed/engaged modes on the FMA,
- FD orders,
- Flight Augmentation Computer (FAC) characteristic speeds on the
speed scale.
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PFD
SIDE STICKS
The CAPT and F/O side sticks are respectively located on the CAPT
lateral panel and F/O lateral panel. The AP is disengaged when the take
over priority P/B on the side stick is pressed or when a force above a
certain threshold is applied on the side stick.
RUDDER PEDALS
The rudder pedals are installed in the CAPT and F/O positions. Rudder
pedals override disconnects the AP.
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RUDDER PEDALS
RESETS
EWD/SD
The EWD and the SD are located on the main instrument panel. The
EWD displays AFS warning messages. The SD displays AFS information
such as inoperative systems on the STATUS page or landing capabilities
availability.
ATTENTION GETTERS
The attention getters are located on the glareshield panel on the CAPT
and F/O sides. The MASTER CAUTion and/or the MASTER WARNing
are activated when an AFS disconnection occurs. The AUTOLAND
warning is activated when a problem occurs during final approach in
automatic landing.
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ATTENTION GETTERS
MCDU BITE
AFS TEST
An AFS TEST is done:
- to check an AFS LRU before removal,
- to check an AFS LRU after installation,
- to get trouble shooting data (even if the test is OK).
LAND TEST
The LAND TEST gives the test availability of the LANDing mode and
equipment required to obtain CATegory 3. There are several successive
pages in which actions, checks and answers are requested from
maintenance.
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LAND TEST
PROCEDURE
This AFS maintenance procedure has to be followed in the event of a
pilot report concerning the AFS.
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PROCEDURE
RUDDER TRIM
The RUDder TRIM selector via the FAC controls the rudder trim in
manual mode. In the rudder trim auto mode, the FAC computes the engine
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SUBFUNCTION FAULT
If one or several yaw axis control functions fail, only the amber message
appears on the ECAM. The FAULT light remains OFF. If one or more
of the following functions fail:
- yaw damper,
- rudder trim,
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COMPUTER FAULT
When the computer itself fails, the FAC is disengaged and the FAULT
light comes on with a message on the ECAM. In this case, a FAC reset
must be attempted following the ECAM procedure.
NOTE: On ground with engines shut down, the reset is automatic when
the fault disappears.
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continuity between the standby yaw damper and its SV is tested. The
In manual mode, the AP is not engaged and the ELevator Aileron
computation is monitored by the comparators between command and
Computer (ELAC) sends to the FAC:
monitor part. The ELAC, FMGC and Air Data/Inertial Reference System
- the turn coordination,
(ADIRS) peripheral inputs are always monitored. The power loop is
- the dutch roll damping,
monitored by a comparator between the yaw order and the rudder position
- the engine failure compensation yaw orders.
feedback. In flight, the hydraulic pressures are monitored by the FAC.
MANUAL ALTERNATE The LVDTs and the RVDTs are always monitored.
MONITORING
SPEED COMPUTATION
Aerodynamic laws and the aircraft configuration parameters are used for
the characteristic speed computation. The computation principle is based
on the fact that most of the speed data are a function of the aircraft weight.
In flight, the FAC computes the weight with the Air Data/Inertial
Reference System (ADIRS), FMGC and Slat Flap Control Computer
(SFCC) parameters and then, from the weight, it computes the
characteristic speeds and the Center of Gravity (CG). On the ground, the
FAC uses the weight given by the FMGC.
SPEED COMPUTATION
SPEED TREND
The yellow pointer starts from the speed symbol. The end of this arrow
gives the speed value, which will be attained in 10 seconds if the
acceleration or deceleration remains constant. This arrow appears only
when greater than 2 kts and is removed when less than 1 kt. It is also
removed in case of failure of the Flight Augmentation Computers (FACs).
TARGET AIRSPEED
This symbol is either magenta or cyan and gives the target airspeed value
or the airspeed corresponding to the Mach number. The target airspeed
value is the value computed by the Flight Management and Guidance
Computer (FMGC) in managed speed mode (magenta) or manually
entered on Flight Control Unit (FCU) for selected speed mode (cyan).
The target speed is a magenta double bar when associated with the
ECONomy speed range. Otherwise it is a magenta or cyan triangle. When
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out of speed scale, the target speed value is displayed in numeric form
below or above the speed scale.
VMAX
It is defined by the lower end of a red and black strip along the speed VFE NEXT
scale and determined by the FACs. Vmax represents the lowest of the
Two amber dashes show the predicted VFE at the next flap/slat position.
following values:
It is given by the FACs and only displayed when the aircraft altitude is
- VMO (maximum operating speed) or the speed corresponding to MMO
below 15000 ft.
(Maximum Operating Mach),
- VLE (maximum landing gear extended speed), GREEN DOT
- VFE (maximum flap extended speed).
This is the engine out operating speed in clean configuration. It is
displayed in flight only by a green dot. It represents the speed
corresponding to the best lift to drag ratio.
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GREEN DOT
NOTE: -The phases of the flight phase inhibition schematic are FWC FAC 1+2 FAULT
phases, not Flight Management (FM) phases.
In case of FAC 1 and FAC 2 fault, the MASTER CAUT comes on, the
-The status page is obtained by pressing CLeaR or STatuS keys
aural warning sounds, both FAC P/BSW FAULT lights come on amber
of the ECAM control panel. It does not appear automatically
and the "SPD LIM" red warning is displayed on the speed scale of the
after warning activation.
PFD. The failure is shown amber on the ECAM displays. The "OFF
LOW ENERGY WARNING THEN ON" action performed on a FAC P/BSW resets the computer if
the fault disappears. An action on the MASTER CAUT P/B cancels the
The aircraft energy level is a function of current speed, acceleration rate MASTER CAUT light. If this fault occurs on ground with engines shut
and flight path angle. When it becomes lower than a threshold, under down, the reset is automatic when the fault disappears.
which the thrust shall be increased, an audio "Speed-Speed-Speed"
message is triggered every five seconds. This aural warning indicates FAC 1(2) FAULT
that, with the current thrust, it is not possible to recover a positive flight
In case of FAC 1 or FAC 2 fault, the master caution comes on; the aural
path angle through pitch control. Thrust must be then increased until
waning sounds and the related FAC P/BSW FAULT light comes on
warning disappearance or alpha floor is triggered. This warning is
amber. The failure is shown amber on the displays. The "OFF THEN
available between 100 ft and 2000 ft out of alpha floor conditions.
ON" action performed on the FAC resets the computer if the fault
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WINDSHEAR DETECTION disappears. An action on the MASTER CAUT P/B resets the MASTER
CAUT light.
The FACs achieve the windshear detection function independently of the
ON/OFF selection of the overhead panel FAC P/BSW. The FACs trigger RUD TRV LIM SYS FAULT
a red warning whenever windshear conditions are encountered. The
In case of total rudder travel limitation system failure, the MASTER
warning triggers:
CAUT comes on; the aural warning sounds and the failure is shown amber
- an aural warning, WINDSHEAR, repeated three times,
on the displays. The "OFF THEN ON" action done on the FAC P/BSW
- a WINDSHEAR red message displayed in the center of both PFDs (15
resets the computer if the failure disappears.
seconds mini).
of the thrust levers. If both thrust levers are in the same detent, the thrust - the FMA displays the A/THR engagement status in white and the
limit corresponds to this detent. If both levers are not in the same detent, A/THR mode.
the thrust limit corresponds to the next higher detent. The Flight A/THR ENGAGED AND NOT ACTIVE
Management and Guidance Computers (FMGCs) select the highest thrust When the A/THR function is engaged, A/THR is not active if:
limits of the FADEC 1 and FADEC 2 for thrust target computation. At least one thrust lever is above the FLX/MCT detent, or both thrust
A/THR FUNCTION LOGIC levers are above the CL detent, or at least one engine is in FLX TO
mode, with the alpha-floor protection not active.
The A/THR function can be ENGAGED or DISENGAGED. When it is Because the A/THR function is not active:
engaged, it can be ACTIVE or NOT ACTIVE. - the thrust levers control the engines as long as a thrust lever is outside
the A/THR active area,
landing when engine thrust has to be reduced to idle for the flare phase Multipurpose Control and Display Unit (MCDU). This engages the
below 40 feet RA. A/THR function but it remains not active.
DEFAULT MODES THRUST REDUCTION ALTITUDE
When no vertical mode is engaged, the A/THR operates only in At the thrust reduction altitude, a message on the FMAs indicates to
SPEED/MACH modes except: the pilot that he has to set the thrust levers into the CL detent. As soon
- when THR mode engages automatically in case of alpha-floor as the thrust levers are in the CL detent, the A/THR is active. If a
protection activation, thrust lever is set into the CL-MCT or O-CL area, a message on the
- when, A/THR being in RETARD mode, the AP disengaged, the FMAs warns the pilot to set the thrust lever to the CL detent:
A/THR function remains in RETARD mode. - white LVR CLB message if it is in the CL-FLX/MCT area,
- amber LVR ASYM message if it is in the O-CL area.
DISCONNECTION
Besides the normal A/THR operation, the A/THR function is disengaged
either by a pilot action or in case of a system failure. The A/THR function
can be disengaged either by pressing at least one of the two red instinctive
disconnect P/Bs on the side of the thrust levers or by pressing the A/THR
P/BSW on the FCU. A/THR disengagement can also be triggered due to
an external system failure. When the A/THR function is active, the actual
engine thrust does not necessarily correspond to the thrust lever position.
DISCONNECTION CONSEQUENCES
Consequently, it is important to know what happens after an A/THR
disconnection:
When the disconnection is made by the instinctive disconnect P/B,
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FLIGHT GUIDANCE
FLIGHT DIRECTOR
AUTOPILOT
AUTOTHRUST
NOTE: In fact, there is one FCU panel which controls two identical
processing channels: FCU 1 and FCU 2.
Only one channel is active at a time, the other is in standby. If
both channels fail, all FCU controls are inoperative: A/THR,
AP/Flight Director (FD) 1 and AP/FD 2 are not available.
DISPLAY
Here are listed some examples of function engagement, selection of
required guidance modes and flight parameters. The FCU allows:
- engagement of APs, FDs and A/THR,
- selection of guidance modes; e.g. HeaDinG, Vertical Speed (V/S) or
TRacK, Flight Path Angle (FPA),
- selection and display of the various guidance targets whenever a manual
selection is required (SPeeD - HDG - TRK - V/S - FPA - ALT).
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DISPLAY
SPEED/MACH SWITCHING
reverts to dashes.
PUSHED
When pushed, the navigation mode is armed. During the arming phase,
the HDG or TRK is displayed until interception of the flight plan.
Then, dashes will replace the HDG or TRK. During the arming and
active phases, the light is on.
off by engaging the V/S FPA mode with a zero target as displayed in
the FCU window. Flight Mode Annunciator (FMA) annunciation will
turn to ALT green when levelled off. Any new setting of a V/S or
FPA (selector turned) will lead to A/C movement accordingly.
MCDU
As already presented in the FM OPERATING MODES topic, the MCDUs
work differently. In normal mode, the MCDUs can be used simultaneously
on different pages. Any modification or entry on one MCDU is sent to
the other MCDU via the FMGC cross talk.
In independent mode, both MCDUs operate separately. Although the
cross talk is present, an entry on one MCDU is not applied to the other
one. In single mode, both MCDUs basically work as in normal mode,
but with the valid FMGC only.
DISPLAYS
FM information is displayed on NDs and on PFDs. For FM information,
in normal or independent modes, FMGC1 supplies PFD1 and ND1,
FMGC2 supplies PFD2 and ND2. In single mode, the remaining FMGC
supplies all the displays.
RADIO NAVIGATION
The schematic shows the architecture of the radio navigation receivers
controlled by the FMGCs in normal or independent modes. For the
selection of radio navigation frequencies and courses, in normal or
independent modes, each FMGC controls its own side receivers through
a Radio Management Panel (RMP). Only the actual frequencies and
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courses from the receivers are displayed on the PFDs and the NDs. In
case of an FMGC failure, the valid FMGC controls its own side receivers
as usual, through an RMP, but also the other side receivers, directly
without going through a RMP. If both FMGCs fail, the crew must use
the RMPs to select the frequencies and courses.
RADIO NAVIGATION
tailored coverage, updated every 28 days. Some room is kept to allow for wind data to the ground. In response to this request, or automatically,
manual entry of 20 NAVigation AIDS, 20 waypoints, 10 runways and 3 the ground sends climb, cruise, descent and alternate wind data to the
company routes. aircraft.
NOTE: Optionally, aircraft are equipped with the second generation of LATERAL FLIGHT PLAN
Flight Management System (FMS2). The room kept allows
The lateral flight plan gives the sequential track changes at each waypoint
manual entry of 20 NAVAIDS, 20 waypoints, 10 runways and
within 3 main sections.
5 company routes.
- DEPARTURE: initial fix (origin airport), Standard Instrument Departure
The database cannot be erased. However and as an option, the manually
(SID)...
entered data can be erased when the flight phase is over (i.e. aircraft on
- EN ROUTE: waypoints, NAVAIDS...
ground for 30 seconds). Two cycle database can be loaded and the
selection is made automatically by using data from the aircraft clock or
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SINGLE AISLE TECHNICAL TRAINING MANUAL
- ARRIVAL: Standard Terminal Arrival Route (STAR), approach, missed profiles. Fuel and time are the main actors in this particular part of the
approach, go around... FM function and direct the airline choice.
The lateral steering order can be followed by the pilot or the AP with the
NAV mode selected. DISPLAY
VERTICAL FLIGHT PLAN According to the pilot selection on the EFIS control panel of the FCU,
the flight plan is shown in relation to the aircraft position on the
The vertical flight plan gives an accurate flight path prediction, which ROSE-NAV or ARC modes. The aircraft model is fixed and the chart
requires a precise knowledge of current and forecast wind, temperature moves. The difference between the two modes is that the half range is
and the lateral flight path to be flown. The vertical flight plan is divided available when the ND is set to ROSE-NAV mode, as there is only frontal
into several flight phases: view when it is set to ARC mode. In PLAN mode, the flight plan is shown,
- PREFLIGHT: fuel, weight and V2 insertions, with NORTH at the top of the screen, centered on the TO waypoint.
- TAKE-OFF: speed management, thrust reduction altitude, acceleration Depending on the selected range, the aircraft may or may not be visualized
altitude, on this display. The plan display can be de-centered by scrolling the flight
- CLIMB: speed limit, speed management, plan on the MCDU. The PFD shows the FM guidance following
- CRUISE: top of climb, cruise altitude, top of descent, engagement of the AP/Flight Director (FD) lateral and longitudinal modes.
- DESCENT: speed limit, speed management, deceleration,
- APPROACH/MISSED APPROACH/GO AROUND: thrust reduction
altitude, acceleration altitude.
The vertical steering order can be followed by the pilot or the AP. Any
level change in the vertical profile is initiated after a pull or push action
on the altitude selector knob on the Flight Control Unit (FCU), except
for departure when the vertical profile is armed on ground and will
automatically be active after take-off phase.
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PERFORMANCE
The performance database contains optimal speed schedules for the
expected range of operating conditions. Several performance modes are
available to the operator with the primary one being the ECONomic
mode. The ECON mode can be tailored to meet specific airline
requirements using a selectable Cost Index (CI). A CI is defined as the
ratio of cost of time to the cost of fuel. The Fuel Quantity and Indication
Computers (FQICs) give the fuel quantity. The speed and the thrust values
associated with a given CI are used to determine the climb and descent
DISPLAY
NOTE: This warning is not triggered when the thrust levers are set The warning corresponding to a landing capacity downgrading is an aural
on idle below 50 ft. warning and messages on the status page. This flight phase inhibition
As the A/THR is OFF and the engine thrust is locked, the thrust levers just concerns the triple click aural warning. It is triggered when there is
have to be moved. If the thrust levers are not moved within 5 seconds, a downgrading of landing capacity or when the LAND mode is disarmed
an additional repetitive warning is triggered every 5 seconds. or disengaged. Messages on the status page can always be displayed
except when the system is in LAND mode (armed or active) and except
A/THR LIMITED in phase 1 or 10.
When the A/THR is active and the thrust levers are below the CLimb NOTE: In LAND mode, the landing category is displayed on the Flight
detent, the MASTER CAUT comes on and a repetitive warning is Mode Annunciator (FMA) of the PFD.
triggered every 5 seconds until the levers are put back in this detent. In
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case of one engine out, the same principle applies except that the ALTITUDE ALERT
Maximum Continuous Thrust (MCT) detent replaces the CL detent.
The altitude alert takes into account the difference between the aircraft
AUTOLAND altitude and the reference altitude selected on the FCU. It has an effect
on the altitude window of the PFD and can trigger the C-chord aural
The AUTOLAND red warning tells the pilot that, depending on the warning. The altitude alert is inhibited by Glide Slope (G/S) capture and
procedures, he has to do a go-around or a manual landing. This warning canceled by turning the FCU altitude knob, or by setting the landing gear
can only be activated in LANDing mode with at least one AP engaged. lever to DOWN with slats extended or when the landing gear is
The AUTOLAND red warning is triggered in the following cases: downlocked.
- both APs OFF below 200 ft RA,
ALTITUDE ALERT
DECISION HEIGHT
MCDU FAILURE