Chapter 22 PDF

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
CHAPTER 22 - AUTO FLIGHT

TABLE OF CONTENTS
REFERENCE
CHAPTER 22
22-00-00
22-00-00 PB 001
22-00-00-13200-B
22-00-00-13300-A
22-00-00-15200-A
22-00-00-15300-A
22-00-00-19800-A
22-00-00-22400-A
22-00-00-22800-A
22-00-00-23100-B
22-00-00-23300-A
22-00-00-23400-A
22-10-00
22-10-00 PB 001
22-10-00-12400-A
AUTO FLIGHT - GENERAL

AUTO FLIGHT - GENERAL - DESCRIPTION AND OPERATION
Layout of the AFS Components
Location of the AFS Computers
General Architecture of the AFS
AFS - Controls and Indicating
Interconnection Between the AFS and the Engines
Display of the FAC Data on the Speed Scale of the PFD
AFS - FD Symbols on the PFD
AFS - Annunciator of the Flight Modes on the PFD
AFS - Selection of Navaids
AFS - Display of Flight Management Information
AUTOPILOT/FLIGHT DIRECTOR (AP/FD)
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - DESCRIPTION AND
OPERATION
Layout of AP/FD and Flight Control Components
22-10-00-12500-A
22-10-00-12600-C
22-10-00-14100-A
Location of Components
Location of FCU and MCDUs
AP/FD Controls and Indicating in the Cockpit
22-10-00-15500-B
22-10-00-16300-B
22-10-00-17700-A
Different FD Orders
LEVEL CHANGE in Manual and Automatic Control
AFS/EFCS Interface
22-10-00-17900-A
22-10-00-18100-A
22-10-00-18200-A
22-10-00-18400-A
22-10-00-18600-A
22-10-00-19000-A
Rudder Control
Pitch Control
Aileron Control
Spoiler Control
Nose Wheel Control
AP/FD Information on the PFDs
22-10-00-19400-A
22-10-00 PB 501
22-10-00-710-001-A
22-10-00-710-002-A
22-10-00-710-003-A
22-10-00-710-004-A
22-10-00-710-005-A
22-10-00-710-006-A
AES
SUBJECT
Interface Between FMGCs and PFDs

AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - ADJUSTMENT/TEST
Operational Test of the Takeover and Priority Pushbutton Switches
Operational Test of Autopilot Disengagement and Locking Devices of the
Side Stick Controller and Rudder Pedals
Operational Test of the Vertical Speed and Heading Hold Modes
Operational Test of the FCU Lighting
Operational Test of the Indicator Lights and Displays of the FCU
Operational Test of the FCU
T.O.C.
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-10-00-710-007-A
22-11-00
22-11-00 PB 001
22-11-00-12500-A
22-11-00-12700-A
22-11-00-12800-A
22-11-00-12900-A
AP/FD ENGAGEMENT
AP/FD ENGAGEMENT - DESCRIPTION AND OPERATION
FD Engagement
FD - Engage Hardware Logic
FG HLTY Logic
FD Disengagement
22-11-00-13100-A
AP/FD COND Logic
22-11-00-13300-A
22-11-00-13500-A
22-11-00-13600-A
22-11-00-13800-A
22-11-00-14400-B
22-11-00-14600-A
22-11-00-14700-A
22-11-00-14800-A
22-11-00-15000-A
22-11-00-15100-A
22-11-00-15300-A
22-11-00-15500-A
AP/FD/A THR Common Conditions

FD Basic Loops
FD Command Monitoring
Removal of FD Commands
AP - Engage Hardware Logic
AP COND Logic
Pitch Basic Loop
Roll Basic Loop
Yaw Basic Loop
AP Command Generation
Side Stick Controllers and Rudder Pedals - Locking Logic
AP OFF Warning
22-12-00
22-12-00 PB 001
22-12-00-13700-B
22-12-00-14500-A
22-12-00-15100-B
22-12-00-15200-B
AES
SUBJECT
Operational Test of the Altitude Alert Warning
CRUISE MODES
CRUISE MODES - DESCRIPTION AND OPERATION
Speed Control
Lateral Modes Active in Cruise
HDG/TRK Selection
HDG/TRK Mode
22-12-00-15300-A
HDG/TRK Control Law
22-12-00-15700-B
Engagement of NAV Mode at Takeoff
22-12-00-15800-B
Engagement of NAV Mode (HDG TRK Selector Knob)
22-12-00-15900-B
22-12-00-16000-A
22-12-00-16400-B
22-12-00-16800-A
Engagement of NAV Mode (DIRECT TO)

Horizontal Path Law
LOC Mode
AP/FD Longitudinal Modes Active
22-12-00-17200-B
22-12-00-17300-B
22-12-00-17400-B
22-12-00-17500-A
22-12-00-17600-A
22-12-00-17800-B
22-12-00-17900-A
ALT ACQ Mode

ALT ACQ Mode - Change of Selected Altitude During the Arming Phase
ALT ACQ Mode - Change of Selected Altitude During the Capture Phase
Barometric Correction
ALT ACQ Control Law
AP Engagement with FD in ALT Mode
ALT HOLD Control Law
T.O.C.
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-12-00-18600-B
V/S FPA Mode Selection
22-12-00-18700-B
V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob
22-12-00-18800-B
Altitude Hold Through V/S FPA Mode
22-12-00-18900-A
V/S FPA Control Laws
22-12-00-19200-B
22-12-00-19300-B
22-12-00-19400-B
22-12-00-19500-B
OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude
IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude
OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude
OPEN CLB Mode - V/S Demand Above Performance Capability
22-12-00-19600-A
SPD/Mach Control Law
22-12-00-19800-B
22-12-00-19900-B
22-12-00-20000-B
EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude
EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude
EXPED Mode - Disengagement by Selected Speed Selection
22-12-00-20700-B
Managed Level Change When A/C Altitude < Selected Altitude
22-12-00-20800-B
22-12-00-20900-B
Managed Level Change - Leveling Off Caused by an Altitude Constraint

Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control
DES Mode Disengagement When Climb Phase is Activated
CLB Mode in Takeoff Phase
Vertical Path Control Law
22-12-00-21000-B
22-12-00-21200-B
22-12-00-21600-A
22-13-00
22-13-00 PB 001
22-13-00-12600-B
22-13-00-12700-A
22-13-00-12800-A
22-13-00-13000-A
22-13-00-13100-A
22-13-00-13200-B
22-13-00-13700-B
22-13-00-13800-A
22-13-00-13900-A
22-13-00-14000-A
22-13-00-14100-A
22-13-00-14200-A
22-13-00-14300-A
22-13-00-14400-A
22-13-00-14500-A
22-13-00-14600-A
22-13-00-14700-A
22-13-00-14900-B
22-13-00-15000-A
22-13-00-15400-B
AES
SUBJECT
COMMON MODES
COMMON MODES - DESCRIPTION AND OPERATION
Takeoff with NAV Armed
PITCH TAKEOFF Mode - Logic
SRS Control Law
RUNWAY Mode Logic
RUNWAY Control Law
Takeoff with Heading Preset
ILS Approach
LAND Mode Arm - Logic
Active LOC and GLIDE Modes - Capture Conditions
LAND TRACK Logic
FMA Displays
LOC Law - Computation Principle
LOC CPT Control Law
LOC TRACK and ALIGN Control Law
ROLL OUT Control Law
FLARE Control Law
GLIDE Capture and Track Phase
AREA NAV Approach
FINAL DES Mode - Logic
GO AROUND Mode
T.O.C.
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-13-00-15600-A
22-30-00
22-30-00 PB 001
22-30-00-12400-A
22-30-00-12500-A
22-30-00-13900-A
22-30-00-14400-A
22-30-00-14500-A
22-30-00 PB 401
22-30-00-040-004-A
22-30-00 PB 501
22-30-00-710-003-A
22-31-00
22-31-00 PB 001
22-31-00-13000-A
AUTOTHRUST
AUTOTHRUST - DESCRIPTION AND OPERATION
Cockpit - Location of Controls and Indications
Electronics Rack - Location of Computers
Autothrust System - Block Diagram
Thrust Setting
Throttle Definition
AUTOTHRUST - DEACTIVATION/REACTIVATION
Check of the Throttle Control Units
AUTOTHRUST - ADJUSTMENT/TEST
Operational Test of the Engine / Autothrust System Isolation (with AIDS)
AUTOTHRUST ENGAGEMENT
AUTOTHRUST ENGAGEMENT - DESCRIPTION AND OPERATION
A/THR Engage Logic
22-31-00-13800-A
22-31-00-14200-A
Realization of the Engage or Disengage Logic

Isolation of the Engines
22-31-00-14700-A
A/THR Warnings
22-31-00-14800-A
A/THR Warnings Computation and Display
22-32-00
22-32-00 PB 001
22-32-00-12500-A
22-32-00-12900-A
AUTOTHRUST MODES
AUTOTHRUST MODES - DESCRIPTION AND OPERATION
Activation of A/THR Mode according to AP/FD Modes
Alpha Floor Protection
22-32-00-13400-B
SPD/MACH Law
22-32-00-13500-A
A/THR Basic Loop
22-32-00-14300-B
A/THR Indications
22-60-00
22-60-00 PB 001
FLIGHT AUGMENTATION (FAC)

FLIGHT AUGMENTATION (FAC) - DESCRIPTION AND OPERATION
22-60-00-14000-A
FAC - Component Location (Cockpit)
22-60-00-14100-A
FAC - Component Location (Electronics Rack)
22-60-00-15400-A
FAC - Component Layout
22-60-00 PB 501
22-60-00-710-001-A
22-60-00-710-002-A
22-60-00-710-003-A
22-60-00-710-004-A
22-60-00-991-00100-A
AES
SUBJECT
GO AROUND Logic (Pitch and Roll Axes)
FLIGHT AUGMENTATION (FAC) - ADJUSTMENT/TEST

Operational Test of
Operational Test of
Operational Test of
Operational Test of
Procedure Test
the
the
the
the
FAC 2 Functions
Automatic Change-Over Function
Return to Low Speed Function
Windshear Function
T.O.C.
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-61-00
22-61-00 PB 001
22-61-00-16800-A
22-61-00-17400-A
22-61-00-17800-A
22-61-00-17900-A
22-61-00-18100-A
22-61-00 PB 501
22-61-00-710-001-A
22-62-00
22-62-00 PB 001
22-62-00-11200-A
22-62-00-12600-A
22-62-00-14300-A
22-62-00-14700-A
22-62-00-15500-A
22-62-00-17100-A
22-62-00-17200-A
22-62-00-17600-A
SUBJECT
ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION
ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION DESCRIPTION AND OPERATION
Rudder Travel-Limitation Unit - Block Diagram
Rudder Travel-Limitation Unit - Control Law
Rudder Travel-Limitation - Changeover Logic
Return to Low Speed Logic
Monitoring of Rudder Travel-Limiting Function
ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION ADJUSTMENT/TEST
Operational Test of the Rudder Travel Limiting Function
22-62-00-17700-A
22-62-00-18100-A
22-62-00 PB 501
RUDDER TRIM COMPUTATION

RUDDER TRIM COMPUTATION - DESCRIPTION AND OPERATION
Rudder Trim Function
Rudder Trim Architecture
Rudder Trim Changeover - Logic
Rudder Trim Actuator - Generation of the Control Order
Monitoring of Rudder Trim - Block Diagram
Rudder-Trim Control Switch
Interconnections between FAC and Rudder-Trim Control Switch
Interconnections between FAC and RUD TRIM/RESET Pushbutton
Switch
Rudder Trim Actuator - Principle
Interconnections between FAC and Rudder Trim Actuator
RUDDER TRIM COMPUTATION - ADJUSTMENT/TEST
22-62-00-710-001-A
22-62-11
22-62-11 PB 401
Operational Test of the Rudder Trim Function

CONTROL SWITCH - RUDDER TRIM
CONTROL SWITCH - RUDDER TRIM - REMOVAL/INSTALLATION
22-62-11-000-001-A
22-62-11-991-00200-A
22-62-11-400-001-A
22-62-12
Removal of the RUD TRIM Control Switch

RUD TRIM Control Switch
Installation of the RUD TRIM Control Switch
PUSHBUTTON SWITCH - RUDDER TRIM/ RESET
22-62-12 PB 401
22-62-12-000-001-A
22-62-12-991-00100-A
22-62-12-400-001-A
22-62-21
22-62-21 PB 401
22-62-21-000-001-A
22-62-21-991-00200-A
22-62-21-400-001-A
AES
PUSHBUTTON SWITCH - RUDDER TRIM/ RESET REMOVAL/INSTALLATION

Removal of the RUD TRIM/RESET Pushbutton Switch
RUD TRIM/RESET Pushbutton Switch
Installation of the RUD TRIM/RESET Pushbutton Switch
INDICATOR - RUDDER TRIM
INDICATOR - RUDDER TRIM - REMOVAL/INSTALLATION
Removal of the Rudder Trim Indicator
Rudder Trim Indicator
Installation of the Rudder Trim Indicator
T.O.C.
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-63-00
22-63-00 PB 001
22-63-00-11200-A
22-63-00-12600-A
22-63-00-14100-A
22-63-00-15800-A
22-63-00-16300-A
22-63-00 PB 501
22-63-00-710-001-A
22-64-00
22-64-00 PB 001
22-64-00-11200-A
22-64-00-12900-A
YAW DAMPER COMPUTATION

YAW DAMPER COMPUTATION - DESCRIPTION AND OPERATION
Yaw Damper Function
FAC - Architecture of Yaw Damper
Interconnections between FAC and Yaw Damper Servo-Actuator
Yaw Damper Control-Law
Monitoring of Yaw Damper - Block Diagram
YAW DAMPER COMPUTATION - ADJUSTMENT/TEST
Operational Test of the Yaw Damper Function
CONFIGURATION AND OPERATIONAL SPEED COMPUTATION
CONFIGURATION AND OPERATIONAL SPEED COMPUTATION DESCRIPTION AND OPERATION
Interconnections Between FAC and Users
FAC Data on the Speed Scale of the PFD (Sheet 1/2)
22-64-00-13000-A
22-64-00-14400-A
Speed Computations - General Architecture
22-64-00-14700-A
Speed Computation - Use of FM Weight/CG
22-64-00-15100-A
FAC - Computation of Aerodynamic Flight-Path Angle (Gamma-a) and

Potential Flight-Path Angle (Gamma-T)
22-64-00-15500-A
Alpha Floor _ Computation and Interface
22-64-00-15600-A
22-64-00-15700-A
22-64-00-16700-A
22-64-00-16900-A
22-64-00-17100-A
22-64-00-17500-A
22-64-00-17600-A
FAC - Alpha Floor

ECAM - Rudder Trim Position
Windshear Detection Principle
Windshear Architecture
MCDU - AFS/Windshear Test
Low Energy Warning Principle
Low Energy Warning Architecture
22-65-00
22-65-00 PB 001
22-65-00-12300-A
22-65-00-14000-A
22-65-00-14100-A
22-65-00-14800-A
22-65-00-14900-A
22-65-00-15000-A
22-65-00-15100-A
22-65-00-15200-A
22-65-00-15300-A
22-65-00-15400-A
AES
SUBJECT
ENGAGEMENT AND INTERNAL MONITORING

ENGAGEMENT AND INTERNAL MONITORING - DESCRIPTION AND
OPERATION
FAC Engagement Principle
Monitoring of the Computer
Verification of FAC ARINC Transmissions
Reconfiguration Table
ADC Processing
Vc Monitoring Principle
IRS Processing
Yaw Rate and Lateral Acceleration - Monitoring Principle
Angle-of-Attack - Monitoring Principle
SFCC and LGCIU - Principle of Acquisition
T.O.C.
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-65-00-15700-A
22-65-00-16100-A
SUBJECT
Monitoring of Internal Power Supplies
Sensors - Principle
22-65-00-16500-A
26V/400 Hz Monitoring
22-66-00
22-66-00 PB 001
22-66-00-12400-A
22-66-00-12500-A
22-66-00 PB 401
22-66-00-040-001-A
22-66-00-440-001-A
22-66-34
22-66-34 PB 401
FLIGHT AUGMENTATION COMPUTER (FAC)

FLIGHT AUGMENTATION COMPUTER (FAC) - DESCRIPTION AND
OPERATION
FAC - Component Location
General Architecture
FLIGHT AUGMENTATION COMPUTER (FAC) DEACTIVATION/REACTIVATION
Deactivation of the FAC 2
Reactivation of the FAC 2
COMPUTER - FLIGHT AUGMENTATION (FAC)
COMPUTER - FLIGHT AUGMENTATION (FAC) REMOVAL/INSTALLATION
22-66-34-000-002-A
22-66-34-991-00200-A
Removal of the FAC

Flight Augmentation computer (FAC)
22-66-34-400-002-A
Installation of the FAC
22-67-00
22-67-00 PB 001
22-67-00-11400-A
22-67-00-11800-A
22-67-00-11900-A
FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY

FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY - DESCRIPTION
AND OPERATION
28VDC Power Supply - Block Diagram
26VAC Power Supply - Block Diagram
FAC - Internal Power Supply
22-67-00-12400-A
Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 channel)
22-67-00-14000-A
Yaw Damper Servo-Actuator - Hydraulic Power Supply
22-68-00
22-68-00 PB 001
22-68-00-11200-A
FAC: DISCRETE/ANALOG INTERFACES

FAC: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND
OPERATION
FAC - Discretes/Analog Interfaces
22-69-00
22-69-00 PB 001
22-69-00-11200-A
FAC: ARINC BUS INTERFACES

FAC: ARINC BUS INTERFACES - DESCRIPTION AND OPERATION
FAC - ARINC Interface
22-70-00
FLIGHT MANAGEMENT SYSTEM (FMS)
22-70-00 PB 001
22-70-00-12300-A
22-70-00-12400-A
AES
FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND

OPERATION
FMS - General Architecture
FMS - NAV Architecture
T.O.C.
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-70-00-12500-A
22-70-00-12600-A
22-70-00-12700-A
SUBJECT
FMS - RAD NAV Architecture
FMS - Lateral Guidance Architecture
FMS - Weight Architecture
22-70-00-12800-A
FMS - Predictions/Vertical Guidance Architecture
22-70-00 PB 001 CONF 02

22-70-00-12300-A
22-70-00-12400-A
22-70-00-12500-A
22-70-00-12600-A
22-70-00-12700-A
22-70-00-12800-A
22-70-00 PB 301
22-70-00-610-006-A
22-70-00-610-006-D
22-70-00-610-008-A
22-70-00-610-008-D
22-70-00 PB 501

FLIGHT MANAGEMENT SYSTEM (FMS) - SERVICING
Downloading of the FM Data
Uploading of the FM Data
FLIGHT MANAGEMENT SYSTEM (FMS) - ADJUSTMENT/TEST
22-70-00-710-001-A
Operational Test of the Multipurpose Control and Display Unit (MCDU)
22-70-00-710-002-A
22-70-00-710-003-A
Operational Test of the Initialization of the Flight Plan

Operational Test of the Automatic Switching of the MCDUs
22-71-00
22-71-00 PB 001
AES

OPERATION
FLIGHT PLAN/DATA BASE

FLIGHT PLAN/DATA BASE - DESCRIPTION AND OPERATION
22-71-00-12500-A
Flight Plan in Cruise
22-71-00-12800-A
Path and Terminator (Sheet 1/4)
22-71-00-12900-A
22-71-00-13000-A
22-71-00-13100-A
22-71-00-13200-A
22-71-00-13300-A
22-71-00-13400-A
22-71-00-13500-A
22-71-00-13600-A
22-71-00-13800-A
22-71-00-13900-A
22-71-00-14000-A
22-71-00-14100-A
Discontinuity between the Termination Point of the Airway and First

Point of the Approach
Departure Segment
Arrival Segment
Flight Plan in Approach
Flight Plan in Go Around
Vertical Flight Plan Elements
Perf TAKEOFF Page
F-PLN A Page
Vertical Revision Page
22-71-00-14200-A
22-71-00-14300-A
22-71-00-14400-A
Progress Page (On Descent)

INIT Page A
Performance Approach Page
T.O.C.
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
AES
REFERENCE
22-71-00-14600-A
SUBJECT
SEC INDEX Page (with no Defined Secondary F-PLN)
22-71-00-14700-A
22-71-00-15100-A
22-71-00-15200-A
22-71-00-15400-A
22-71-00-15500-A
22-71-00-15900-A
22-71-00-16100-A
22-71-00-16300-A
22-71-00-16400-A
Secondary F-PLN Page A at Origin

F-PLN Initialization
Fuel Initialization
No SEC F-PLN Existing
SEC F-PLN Already Existing
LAT REV Pages
Temporary F-PLN
DEPARTURE Page 1
DEPARTURE Page 2
22-71-00-16500-A
MCDU Mechanization (Sheet 1/3)
22-71-00-16600-A
22-71-00-16700-A
22-71-00-16900-A
ARRIVAL and APPROACH VIA Pages
22-71-00-17000-A
22-71-00-17100-A
22-71-00-17200-A
22-71-00-17400-A
22-71-00-17600-A
22-71-00-17800-A

Next Waypoint
Offset
Holding Pattern
22-71-00-18000-A
22-71-00-18200-A
22-71-00-18500-A
22-71-00-19100-A
VIA/GO TO
Alternates
DIR TO
VERT REV Pages (with time constraint)
22-71-00-19200-A
22-71-00-19600-A
22-71-00-19700-A
22-71-00-19800-A
22-71-00-19900-A
22-71-00-20000-A
22-71-00-20400-A
Constraints and Step Insertion at CRZ Waypoint

WIND Page
Cruise Wind Entry
F-PLN B Page
DES FORECAST Page
PERF APPR Page
DATA INDEX Page
22-71-00-20700-A
22-71-00-20900-A
22-71-00-21000-A
22-71-00-21100-A
22-71-00-21200-A
A/C Status Page

NAVAID Page
STORED NAVAID Pages
NEW NAVAID Pages
WAYPOINT Pages
22-71-00-21300-A
Place/Bearing/Distance and Place/Bearing-Place/Bearing
22-71-00-21400-A
22-71-00-21500-A
22-71-00-21600-A
22-71-00-21700-A
22-71-00-21800-A
STORED WAYPOINT Page

NEW WAYPOINT Pages
RUNWAY Page
STORED RUNWAY Page
NEW RUNWAY Page
T.O.C.
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-71-00-21900-A
22-71-00-22000-A
22-71-00-22100-A
22-71-00-22200-A
22-71-00 PB 001 CONF 02
AES
SUBJECT
HOLD Page
ROUTE Pages
STORED ROUTE Page
NEW ROUTE Page
22-71-00-12500-A
22-71-00-12800-A
22-71-00-12900-A
22-71-00-13000-A
22-71-00-13100-A
22-71-00-13200-A
22-71-00-13300-A
22-71-00-13400-A
22-71-00-13500-A
22-71-00-13600-A
22-71-00-13800-A
22-71-00-13900-A
22-71-00-14000-A
22-71-00-14100-A
Discontinuity between the Termination Point of the Airway and First

Point of the Approach
Departure Segment
Arrival Segment
Perf TAKEOFF Page
F-PLN A Page
22-71-00-14200-A
22-71-00-14300-A
22-71-00-14400-A

INIT Page A
22-71-00-14600-A
22-71-00-14700-A
22-71-00-15100-A
22-71-00-15200-A
22-71-00-15400-A
22-71-00-15500-A
22-71-00-15900-A
22-71-00-16100-A
22-71-00-16300-A
22-71-00-16400-A

Fuel Initialization
LAT REV Pages
Temporary F-PLN
DEPARTURE Page 1
DEPARTURE Page 2
22-71-00-16500-A
22-71-00-16600-A
22-71-00-16700-A
22-71-00-16900-A
22-71-00-17000-A
22-71-00-17100-A
22-71-00-17200-A
22-71-00-17400-A
22-71-00-17600-A

Next Waypoint
Offset
T.O.C.
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-71-00-17800-A
Holding Pattern
22-71-00-18000-A
22-71-00-18200-A
22-71-00-18500-A
22-71-00-19100-A
VIA/GO TO
Alternates
DIR TO
22-71-00-19200-A
22-71-00-19600-A
22-71-00-19700-A
22-71-00-19800-A
22-71-00-19900-A
22-71-00-20000-A
22-71-00-20400-A

WIND Page
Cruise Wind Entry
F-PLN B Page
DES FORECAST Page
PERF APPR Page
DATA INDEX Page
22-71-00-20700-A
A/C Status Page
22-71-00-20900-A
22-71-00-21000-A
22-71-00-21100-A
22-71-00-21200-A
NAVAID Page
STORED NAVAID Pages
NEW NAVAID Pages
WAYPOINT Pages
22-71-00-21300-A
22-71-00-21400-A
22-71-00-21500-A
22-71-00-21600-A
22-71-00-21700-A
22-71-00-21800-A
22-71-00-21900-A
22-71-00-22000-A
22-71-00-22100-A
22-71-00-22200-A

NEW WAYPOINT Pages
RUNWAY Page
STORED RUNWAY Page
NEW RUNWAY Page
HOLD Page
ROUTE Pages
STORED ROUTE Page
NEW ROUTE Page
22-72-00
22-72-00 PB 001
22-72-00-12500-A
22-72-00-12700-A
22-72-00-12800-A
22-72-00-12900-A
22-72-00-13000-A
22-72-00-13100-A
22-72-00-13200-A
22-72-00-13400-A
AES
SUBJECT
NAVIGATION/LATERAL FUNCTIONS
NAVIGATION/LATERAL FUNCTIONS - DESCRIPTION AND
OPERATION
General Navigation Computation Organization
Radio Positions
FMGC Position
Localizer Updating
Position Updating
Runway Takeoff Shift for Takeoff Position Updating
POSITION MONITOR Page Access
SELECTED NAVAID Page
22-72-00-13600-A
Bearing/Distance to a Fix
22-72-00-14000-A
22-72-00-14300-A
Navigation Mode Selection

Class of Navigation
T.O.C.
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-72-00-14700-A
22-72-00-14900-A
22-72-00-15100-A
22-72-00-15200-A
22-72-00-15700-A
22-72-00-15900-A
22-72-00-16300-A
22-72-00-16500-A
22-72-00-16600-A
22-72-00-16700-A
22-72-00-16800-A
22-72-00-16900-A
22-72-00-17000-A
22-72-00-17100-A
22-72-00-17200-A
22-72-00-17300-A
22-72-00-17800-A
SUBJECT
Radio Navigation Architecture
RMP Selection-ND Display
Manual Selection through RADIO NAV Page and PROG Page
Manual Selection through MCDU-ND Display
IR Alignment Architecture
Position Coordinates Entry
Type I Transition CF, TF
Type II Transition
Parallel Offset Capture
Transitions to Holding Pattern : Determination of Entry Type
Direct Entry
Teardrop Entry
Parallel Entry
Type III Transition CF - VA
Type IV and Type V Transitions
Leg Transition Types
Reference Parameters for a CF Leg
22-72-00-17900-A
PF Leg (Procedure Turn)
22-72-00-18000-A
22-72-00-18200-A
22-72-00-18300-A
22-72-00-18500-A
22-72-00-19000-A
22-72-00-19100-A
22-72-00-19400-A
22-72-00-19500-A
22-72-00-19900-A
22-72-00-20000-A
22-72-00-20200-A
22-72-00-20300-A
Reference Parameters Display

Lateral Path Error on Straight or Great Circle Path
Lateral Path Error on Circular Path
Along Track Distance
NAV Engagement
NAV Engagement Display
LAT REV Page and Perf APPR Page
ILS Precapture
F-PLN Sequencing
Holding Pattern Display on MCDU
Holding Pattern Mechanization IMM EXIT
Holding Pattern Exit - MCDU
22-72-00 PB 001 CONF 01

22-72-00 PB 001 CONF 02
22-72-00-12500-A
22-72-00-12700-A
22-72-00-12800-A
22-72-00-12900-A
22-72-00-13000-A
22-72-00-13100-A
22-72-00-13200-A
22-72-00-13400-A
22-72-00-13600-A
AES

OPERATION
OPERATION
Radio Positions
FMGC Position
Localiser Updating
Position Updating
POSITION MONITOR Page Acces
T.O.C.
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-72-00-14000-A
22-72-00-14300-A
22-72-00-14700-A
22-72-00-14900-A
22-72-00-15100-A
22-72-00-15200-A
22-72-00-15700-A
22-72-00-15900-A
22-72-00-16300-A
22-72-00-16500-A
22-72-00-16600-A
22-72-00-16700-A
22-72-00-16800-A
22-72-00-16900-A
22-72-00-17000-A
22-72-00-17100-A
22-72-00-17200-A
22-72-00-17300-A
22-72-00-17800-A
SUBJECT
Class of Navigation
Manual Selection through RADIO NAV Page and PROG Page
Type II Transition
Transitions to Holding Pattern : Determination of Entry Type
Direct Entry
Teardrop Entry
Parallel Entry
22-72-00-17900-A
22-72-00-18000-A
22-72-00-18200-A
22-72-00-18300-A
22-72-00-18500-A
22-72-00-19000-A
22-72-00-19100-A
22-72-00-19400-A
22-72-00-19500-A
22-72-00-19900-A
22-72-00-20000-A
22-72-00-20200-A
22-72-00-20300-A

NAV Engagement
ILS Precapture
F-PLN Sequencing
22-73-00
22-73-00 PB 001
22-73-00-12600-A
22-73-00-12700-A
22-73-00-12900-A
22-73-00-13300-A
AES
PERFORMANCE/VERTICAL FUNCTIONS
PERFORMANCE/VERTICAL FUNCTIONS - DESCRIPTION AND
OPERATION
Vertical F-PLN Definition
Flight Phase Display on PERF and PROG Pages
Manual Activation of APPROACH Flight Phase
F, S and VFTO Display on PERF Pages
22-73-00-13400-A
ECON Speed/Mach Display on PERF Pages
22-73-00-13500-A
Hold Speed Display (in Line 2)
T.O.C.
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-73-00-13700-A
22-73-00-14100-A
22-73-00-14300-A
22-73-00-14400-A
22-73-00-14500-A
22-73-00-14600-A
22-73-00-14700-A
22-73-00-14800-A
22-73-00-14900-A
22-73-00-15000-A
22-73-00-15100-A
22-73-00-15200-A
22-73-00-15300-A
22-73-00-15400-A
22-73-00-15500-A
22-73-00-15600-A
22-73-00-15800-A
22-73-00-15900-A
SUBJECT
Manual Crossover Altitude Law
Display of Predictions
Display of Takeoff Parameters
F-PLN Predictions
Takeoff
Predicted CLIMB Profile
Climb - Crossing the Speed Limit Altitude
Level off for an Altitude Constraint
Step Climb
Display of Descent Parameters
Theoretical Descent Profile Construction
Repressurization Segment
Return to Path Predictions
Consideration of HM Leg in Predictions
DES Mode: Aircraft on Profile, in SPEED AUTO CONTROL
DES Mode: Aircraft on Idle Path, Underspeeding in SPEED AUTO
CONTROL
DES Mode: Aircraft above Profile - Hold of Upper Speed Margin in
SPEED AUTO CONTROL
DES Mode: Aircraft below Profile in SPEED AUTO CONTRL
APPROACH Pages (APPR)
22-73-00-16000-A
22-73-00-16100-A
Theoretical Approach Profile

Theoretical Approach Profile with an Intermediate Altitude Constraint
22-73-00-16200-A
FINAL Mode (A/C on Approach Profile)
22-73-00-15700-A
22-73-00-16400-A
22-73-00-16500-A
22-73-00-16600-A
22-73-00-16700-A
22-73-00-16800-A
22-73-00-17000-A
22-73-00-17100-A
22-73-00-17300-A
22-73-00-17400-A
22-73-00-17800-A
22-73-00-18000-A
22-73-00-18200-A
22-73-00-18500-A
22-73-00-18700-A
22-73-00-18900-A
22-73-00-19100-A
22-73-00 PB 001 CONF 02
22-73-00-12600-A
22-73-00-12700-A
AES
Speed Preselection for Climb Phase

Manual Speed Selection - Effect on Predictions
DES Mode in SPEED MANUAL CONTROL : Aircraft on Profile
DES Mode in SPEED MANUAL CONTROL : Aircraft above Profile
Display of SET SPD AUTO Message in Case of no Manual Speed
Preselection for Next Phase
Expedite in Climb
V/S in Descent (Aircraft above Profile)
Required Distance to Land - Distance to Destination
LATERAL MANUAL CONTROL in Descent
Weight and Fuel Display
MCDU Display upon ENGINE OUT
Fuel Predictions on F-PLN B and VERT REV pages
Performance Factor
Overview of Alternates
PROG Page
Time and Fuel to Exit the Hold
OPERATION
T.O.C.
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-73-00-12900-A
22-73-00-13300-A
SUBJECT
22-73-00-13400-A
ECON Speed2/Mach Display on PERF Pages
22-73-00-13500-A
22-73-00-13700-A
22-73-00-14100-A
22-73-00-14300-A
22-73-00-14400-A
22-73-00-14500-A
22-73-00-14600-A
22-73-00-14700-A
22-73-00-14800-A
22-73-00-14900-A
22-73-00-15000-A
22-73-00-15100-A
22-73-00-15200-A
22-73-00-15300-A
22-73-00-15400-A
22-73-00-15500-A
22-73-00-15600-A
22-73-00-15800-A
22-73-00-15900-A

F-PLN Predictions
Takeoff
Step Climb
DES Mode: Aircraft on Profile, in SPEED AUTO CONTROL
DES Mode: Aircraft on Idle Path, Underspeeding in SPEED AUTO
CONTROL
DES Mode: Aircraft above Profile - Hold of Upper Speed Margin in
SPEED AUTO CONTROL
DES Mode: Aircraft below Profile in SPEED AUTO CONTROL
22-73-00-16000-A
22-73-00-16100-A

Theoretical Approach Profile with an Intermediate Altitude Constraint
22-73-00-16200-A
FINAL Mode (A2/C on Approach Profile)
22-73-00-16400-A
22-73-00-16500-A
22-73-00-16600-A
22-73-00-16700-A
22-73-00-16800-A

DES Mode in SPEED MANUAL CONTROL : Aircraft on Profile
DES Mode in SPEED MANUAL CONTROL : Aircraft above Profile
Display of SET SPD AUTO Message in Case of no Manual Speed
Preselection for Next Phase
Expedite in Climb
V2/S in Descent (Aircraft above Profile)
Performance Factor
PROG Page
22-73-00-15700-A
22-73-00-17000-A
22-73-00-17100-A
22-73-00-17300-A
22-73-00-17400-A
22-73-00-17800-A
22-73-00-18000-A
22-73-00-18200-A
22-73-00-18500-A
22-73-00-18700-A
22-73-00-18900-A
AES
T.O.C.
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-73-00-19100-A
22-74-00
22-74-00 PB 001
22-74-00-11200-A
22-74-00-11200-B
22-74-00-13200-A
22-74-00-13500-A
OPERATIONAL USE
OPERATIONAL USE - DESCRIPTION AND OPERATION
MCDU Front Panel
MCDU Front Panel
Horizontal and Vertical Slewing
Example of Display
22-74-00-14000-A
Page Hierarchy (Sheet 1/6)
22-74-00-14100-A
22-74-00-14200-A
22-74-00-14300-A
22-74-00-14400-A
22-74-00-14500-A
22-74-00-15300-A
Examples of Messages (MCDU & EIS)
22-74-00-16000-A
22-74-00 PB 001 CONF 02
22-74-00-11200-A
22-74-00-13200-A
22-74-00-13500-A
Message Queue Operation

MCDU Front Panel
Example of Display
22-74-00-14000-A
22-74-00-14100-A
22-74-00-14200-A
22-74-00-14300-A
22-74-00-14400-A
22-74-00-14500-A
22-74-00-15300-A
22-74-00-16000-A
22-75-00
22-75-00 PB 001
22-75-00-11200-A
22-75-00-11300-A
22-75-00-12700-A
22-75-00-12900-A
22-75-00-13100-A
22-75-00-14500-A
22-75-00-14600-A
22-75-00-15300-A
22-75-00 PB 001 CONF 02
22-75-00-11200-A
22-75-00-11300-A
22-75-00-12700-A
AES
SUBJECT
EIS DISPLAYS
EIS DISPLAYS - DESCRIPTION AND OPERATION
FMGC - EIS Interface
Different Modes on ND
ARC Mode EDIT Area
ROSE-NAV Mode EDIT Area
PLAN Mode EDIT Area
Flight Plan Examples
Offset Path
Pseudo Waypoints on the ND
ARC Mode EDIT Area
T.O.C.
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-75-00-13000-A
22-75-00-13200-A
22-75-00-14600-A
22-75-00-14700-A
22-75-00-15400-A
22-76-00
22-76-00 PB 001
22-76-00-13000-A
22-76-00-13100-A
22-76-00-13200-A
22-76-00-13300-A
22-76-00-13400-A
DATA LINK AND PRINTER FUNCTIONS

DATA LINK AND PRINTER FUNCTIONS - DESCRIPTION AND
OPERATION
ACARS Flight Plan Initialization - MCDU Operation Nav Data Base
Company Route Entries
ACARS Flight Plan Initialization - MCDU Operation Downlink Request
Initialization
ACARS Flight Plan Initialization - MCDU Operation Flight Plan Uplink
Received After Engine Start
MCDU - ACARS Takeoff Data
UPLINK TO DATA REQ Page (with Default Values)
22-76-00-13700-A
UPLINK FLX TO DATA Page (with Uplinked Data Not Inserted)
22-76-00-13800-A
UPLINK MAX TO DATA page (with Uplinked Data Inserted)
22-76-00-14000-A
CLIMB WIND Page (without Uplinked Data)
22-76-00-14100-A
CRUISE WIND Page (with Wind Request Pending)
22-76-00-14200-A
CLIMB WIND Page (after Reception of Wind Data)
22-76-00-14400-A
REPORT Page (Prompt for Downlink of Position Report)
22-76-00-16400-A
DATA INDEX (with ACARS installed)
22-76-00-16500-A
PRINT FUNCTION Page 1 (with ACARS Takeoff Data Uplink Disabled

and Auto Print of Wind Uplink Disabled)
22-76-00-16600-A
PRINT FUNCTION Page 2 (with Auto Print at Transition to Takeoff

Disabled and Pre-Flight Report Available)
22-76-00-16700-A
ACARS FUNCTION Page (with Takeoff Data Function Disabled)
22-76-00-16800-A
ACARS FUNCTION Page (with Position Downlink Report Disabled)
22-76-00 PB 001 CONF 02

22-76-00-13000-A
22-76-00-13100-A
22-76-00-13200-A
22-76-00-13300-A
22-76-00-13400-A
AES
SUBJECT
PLAN Mode EDIT Area
Offset Path

OPERATION
ACARS Flight Plan Initialization - MCDU Operation Nav Data Base
Company Route Entries
ACARS Flight Plan Initialization - MCDU Operation Downlink Request
Initialization
ACARS Flight Plan Initialization - MCDU Operation Flight Plan Uplink
Received After Engine Start
22-76-00-13700-A
UPLINK FLX TO DATA Page (with Uplinked Data Not Inserted)
22-76-00-13800-A
UPLINK MAX TO DATA page (with Uplinked Data Inserted)
22-76-00-14000-A
22-76-00-14100-A
T.O.C.
Page 17
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-76-00-14200-A
SUBJECT
22-76-00-14400-A
22-76-00-16400-A
22-76-00-16500-A
PRINT FUNCTION Page 1 (with ACARS Takeoff Data Uplink Disabled

and Auto Print of Wind Uplink Disabled)
22-76-00-16600-A
PRINT FUNCTION Page 2 (with Auto Print at Transition to Takeoff

Disabled and Pre-Flight Report Available)
22-76-00-16700-A
ACARS FUNCTION Page (with Takeoff Data Function Disabled)
22-76-00-16800-A
ACARS FUNCTION Page (with Position Downlink Report Disabled)
22-81-00
22-81-00 PB 001
FLIGHT CONTROL UNIT (FCU) - DESCRIPTION AND OPERATION
22-81-00-12400-B
Flight Control Unit (FCU)
22-81-00-12500-A
22-81-00-12600-A
22-81-00-12600-B
22-81-00-14300-A
22-81-00-14300-B
22-81-00-17600-A
22-81-00-17700-A
22-81-00-17700-B
FCU - Component Location

FCU - Internal Arrangement
FCU - Architecture
FCU - Architecture
Monitoring of FCU by FMGC
Changeover
Control of the FCU in Normal Operation
22-81-12
22-81-12 PB 401
CONTROL UNIT - FLIGHT (FCU)

CONTROL UNIT - FLIGHT (FCU) - REMOVAL/INSTALLATION
22-81-12-000-001-A
22-81-12-991-00200-A
Removal of the FCU

22-81-12-400-001-A
Installation of the FCU
22-82-00
22-82-00 PB 001
22-82-00-11200-A
22-82-00-12500-A
22-82-00-14000-A
22-82-00-14000-B
22-82-00-14400-A
22-82-00-14500-A
22-82-00-14600-A
22-82-00-16000-A
22-82-00-16400-A
22-82-12
22-82-12 PB 401
AES
FLIGHT CONTROL UNIT (FCU)
MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU)

MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) DESCRIPTION AND OPERATION
MCDU Interface
MCDU - Component Location
MCDU Front Panel
MCDU Front Panel
MCDU - Functional Layout
MCDU Components
MCDU - Block Diagram
Functioning
MCDU Switching Logic
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU)
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) REMOVAL/INSTALLATION
T.O.C.
Page 18
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-82-12-000-001-A
22-82-12-991-00100-A
22-82-12-400-002-A
22-82-12 PB 701
22-82-12-100-001-A
22-83-00
22-83-00 PB 001
22-83-00-11200-A
22-83-00-11300-B
22-83-00-12600-A
22-83-00-15100-A
22-83-00-15200-A
22-83-00-15300-A
22-83-34
22-83-34 PB 401
SUBJECT
Removal of the MCDU
Multipurpose Control and Display Unit (MCDU)
Installation of the MCDU
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) CLEANING/PAINTING
Cleaning of the Multipurpose Control Display Unit (MCDU)
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC)
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC) DESCRIPTION AND OPERATION
FMGC - Front Panel
FMGC - Internal Arrangement (Standard B and Common Standard)
FMGC - Component Location
FMGC - Architecture
Power Supply Unit
Connector FMGC
COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC)
COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC) REMOVAL/INSTALLATION
22-83-34-000-001-A
22-83-34-991-00100-A
Removal of the FMGC

Flight Management and Guidance Computer (FMGC)
22-83-34-400-001-A
22-83-34-400-001-D
Installation of the FMGC

22-84-00
22-84-00 PB 001
22-84-00-12600-A
22-84-00-13100-A
22-84-00-13800-A
22-84-00-13800-B
22-85-00
22-85-00 PB 001
FMGS: ELECTRICAL POWER SUPPLY

FMGS: ELECTRICAL POWER SUPPLY - DESCRIPTION AND
OPERATION
Power Supply of FMGCs
Power Supply of FCU
MCDUs and Data Loader - Power Supply
MCDUs - Power Supply
FMGS: DISCRETE/ANALOG INTERFACES
FMGS: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND
OPERATION
22-86-00
22-86-00 PB 001
FMGS: BUS INTERFACES

FMGS: BUS INTERFACES - DESCRIPTION AND OPERATION
22-91-00
22-91-00 PB 001
FAULT ISOLATION FUNCTION - PRINCIPLE

FAULT ISOLATION FUNCTION - PRINCIPLE - DESCRIPTION AND
OPERATION
Component Location
22-91-00-13100-A
AES
T.O.C.
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
22-91-00-15100-A
22-91-00-15600-A
22-91-00-15700-A
22-91-00-15800-A
SUBJECT
Functional Block Diagram
Fault Detection
1st Phase Analysis - FAC, FG and FM BITE levels
Fault Detection - 1st and 2nd Phase Analysis
22-91-00-15900-A
3rd Phase Analysis (Update of CD)
22-91-00-16100-A
AFS - MAIN MENU Page
22-91-00-16200-A
LAST LEG and PREVIOUS LEG REPORTS/TSD Pages
22-91-00-16300-A
22-91-00-16400-A
22-91-00-19600-A
22-91-00-21700-A
LRU Identification Pages

MCDU Pages MAIN MENU and Ground Scan Options
FIDS - BITE Interface
Menu Chaining
22-91-00-21800-A
Example of LAST LEG REPORT Utilization (1)
22-91-00-21900-A
22-91-00-22000-A
22-91-00 PB 501
22-91-00-710-001-A
FAULT ISOLATION FUNCTION - PRINCIPLE - ADJUSTMENT/TEST

Ground Scanning of the AFS
22-92-00
22-92-00 PB 001
AFS FAULT ISOLATION

AFS FAULT ISOLATION - DESCRIPTION AND OPERATION
22-96-00
22-96-00 PB 001
22-96-00-18000-A
AFS TEST
AFS TEST - DESCRIPTION AND OPERATION
Example of AFS TEST Utilization (1)
22-96-00-18100-A
22-96-00 PB 501
22-96-00-710-001-A
22-97-00
22-97-00 PB 001
22-97-00-13200-B
22-97-00-13300-A
22-97-00 PB 501
22-97-00-710-001-A
AES

AFS TEST - ADJUSTMENT/TEST
Operational Test of the AFS
LAND CAT III CAPABILITY TEST
LAND CAT III CAPABILITY TEST - DESCRIPTION AND OPERATION
Land Test (Accepted)
Land Test (Refused)
LAND CAT III CAPABILITY TEST - ADJUSTMENT/TEST
Operational Test of the LAND CAT III Capability
T.O.C.
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Revision n: 40
@A318/A319/A320/A321
AUTO FLIGHT - GENERAL - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The auto-flight system is made up of the following sub-systems:
AES
A.
Flight Management and Guidance System (FMGS)

The FMGS performs the functions given below :
. autopilot (AP)
. flight director (FD)
. autothrust (A/THR)
. flight management which includes navigation, performance and processing of displays.
B.
Flight Augmentation (FAC)

The FAC performs the functions given below:
. yaw damper
. rudder travel limiting
. monitoring of the flight envelope and computations of maneuvering speed
. yaw autopilot order using power loops of yaw damper and rudder trim
. FAC 1: BITE function of the AFS.
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** On A/C ALL
2.
Component Location
(Ref. Fig. 22-00-00-13200-B - Layout of the AFS Components)
(Ref. Fig. 22-00-00-13300-A - Location of the AFS Computers)
FIN
1CA1
1CA2
2CA
3CA1
3CA2
FUNCTIONAL DESIGNATION
FMGC-1
FMGC-2
FCU
MCDU-1
MCDU-2
FIN
PANEL
83VU
84VU
13VU
11VU
11VU
PANEL
ZONE ACCESS
DOOR
127
128
210
210
210
ATA REF.
22-83-34
22-83-34
22-81-12
22-82-12
22-82-12
ZONE ACCESS ATA REF.

DOOR
** On A/C ALL
EMB SB 22-1085 FOR A/C 003-004
3CA3
MCDU-3
FIN
101VU
PANEL
211
22-82-12

DOOR
** On A/C ALL
12CA1
12CA2
SOLENOID-PITCH & ROLL LOCK, CAPT

SOLENOID-PITCH & ROLL LOCK, F/O
193VU
182VU
211
212
22-31-00
22-31-00
1CC1
1CC2
9CC
8CC
FAC-1
FAC-2
CTL SW-RUDDER TRIM
P/BSW-RUD TRIM/RESET
83VU
84VU
110VU
110VU
127
128
210
210
22-66-34
22-66-34
22-62-11
22-62-12
17CC
2CC
3CC1
3CC2
4CC
10CC
7CA1
IND-RUDDER TRIM
XDCR UNIT-YAW DAMPER POS
SERVO ACTR-YAW DAMPER, 1
SERVO ACTR-YAW DAMPER, 2
LIMITATION UNIT-RUDDER TRAVEL
ACTUATOR-RUDDER TRIM
P/BSW-A/THR INST DISC, CAPT
110VU
211VU
210
325
325
325
325
325
210
22-62-21
27-26-17
27-26-51
27-26-51
27-23-51
27-22-51
22-31-00
7CA2
P/BSW-A/THR INST DISC, F/O
210VU
210
22-31-00
12CC1
P/BSW-FLT CTL/FAC1
23VU
211
22-62-00
12CC2
P/BSW-FLT CTL/FAC2
24VU
212
22-62-00
4CA
47CE1
47CE2
CARRY ON LOADER
RELAY-TAKEOVER & PRIORITY 1
RELAY-TAKEOVER & PRIORITY 2
187VU
188VU
212
127
128
22-31-00
27-14-00
27-14-00
AES
325BL
325BL
325BR
325DL
325AL
22-00-00 PB001
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Revision n: 40
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** On A/C ALL
3.
System Description
(Ref. Fig. 22-00-00-15200-A - General Architecture of the AFS)
(Ref. Fig. 22-00-00-15300-A - AFS - Controls and Indicating)
The AFS/FMS includes four computers: two FACs and two FMGCs (8 MCU each) located in the aft electronics rack
80VU.
(Ref. Fig. 22-00-00-13300-A - Location of the AFS Computers)
The actuators associated with the FAC are directly connected to the flight controls.
All the controls and displays are in the cockpit:
on the glareshield, overhead panel, maintenance panel and center pedestal.
The system buses which transfer the digital information of the ARINC specification 429 perform:
. interconnections between the computers
. connections between the computers, control units and sensors.
A.
Architecture of AFS
The AFS comprises two sub-systems:
. Flight Augmentation Computer system
. Flight Management and Guidance Computer system.
These sub-systems include the computers, actuators, control units and associated peripherals.
There are no servo actuators for the autopilot and the autothrust functions.
The system (FMGS) sends the surface deflection commands for the autopilot function to:
. ELAC 1 and ELAC 2 for pitch and roll commands
. FAC 1 and FAC 2 for yaw commands.
The system (FMGS) sends the thrust command for the autothrust function to:
. ECU 1 /EEC 1 (to set the thrust command on the engine 1)
. ECU 2 /EEC 2 (to set the thrust command on the engine 2).
The side stick controllers and the throttle control levers do not move when the autopilot and the A/THR are
engaged.
B.
Controls and Indicating

(Ref. Fig. 22-00-00-15300-A - AFS - Controls and Indicating)
(1) Controls
. FAC pushbutton switches on FLT CTL panels 23VU and 24VU
. Flight Control Unit (FCU) on the glareshield
. Multipurpose Control and Display Units (MCDU)
. Takeover and priority pushbutton switches
. A/THR instinctive disconnect pushbutton switches.
(2) Indicating and Warnings
. Primary Flight Display (CAPT and F/O PFDs)
. Navigation Display (CAPT and F/O NDs)
. upper and lower display units of the ECAM system
. rudder trim indicator on the RUD TRIM panel on the center pedestal
. MASTER WARN, MASTER CAUT and AUTO LAND lights.
AES
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** On A/C ALL
4.
Power Supply
A.
28VDC Supply
The 28VDC power supplies:
. FMGC 1 and FAC 1 through 28VDC ESS SHED BUS 801PP
. FCU (side 1) through 28VDC ESS BUS 401PP
. FMGC 2 , FAC 2, FCU (side 2), Rudder Trim Indicator through 28VDC BUS2 206PP
. stick lock and rudder artificial feel relays through 28VDC BAT BUS 301PP.
B.
115VAC Supply
The 115VAC power supplies:
. MCDU 1 through 115VAC ESS SHED BUS 801XP-A
. MCDU 2 through 115VAC BUS2 202XP-C
C.
26VAC Supply
The 26VAC power supplies:
. sensors associated with FAC 1 through 26VAC BUS1 431XP
. sensors associated with FAC 2 through 26VAC BUS2 231XP.
D. 5VAC Supply
A 115VAC/5VAC step-down transformer provides power for the integral lighting and lighting of the LCD
display.
Potentiometers control the lighting brightness.
The 5VAC power which supplies the pushbutton switches is reduced to 3VAC in DIM conditions.
E. List of the AFS circuit-breakers
------------------------------------------------------------------------------PANEL DESIGNATION
FIN
LOCATION
------------------------------------------------------------------------------49VU AUTO FLT/FCU/1
9CA1
121VU AUTO FLT/FCU/2
9CA2
49VU AUTO FLT/FMGC/1
10CA1
121VU AUTO FLT/FMGC/2
10CA2
49VU AUTO FLT/MCDU/1
11CA1
121VU AUTO FLT/MCDU/2
11CA2
121VU AUTO FLT/STICK/LOCK
13CA
121VU AUTO FLT/RUDDER/ARTF/FEEL
14CA
49VU AUTO FLT/FAC1/28VDC
5CC1
121VU AUTO FLT/FAC2/28VDC
5CC2
49VU AUTO FLT/FAC1/26VAC
14CC1
121VU AUTO FLT/FAC2/26VAC
14CC2
AES
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** On A/C ALL
5.
Interface
A.
Interconnection with Peripherals

The interconnection between the FACs, the FMGCs and the peripherals makes sure that a single failure of a
peripheral has no effect on the AFS/FMS functions.
B.
Interconnection with Flight Controls

(1) FMGC
(a) Pitch and roll axes
The FMGC 1 and 2 send autopilot orders through output buses to the ELACs.
The ELACs then transmit deflection commands to the surfaces on the pitch and roll axes.
The ELACs use the buses from the FMGC 1 or FMGC 2 according to the autopilot engaged (AP1 has
priority when both APs are engaged in ILS approach).
(b) Yaw axis
The FMGC 1 and 2 send autopilot orders to the FACs which control both yaw damper servo actuators
(transient commands) and rudder trim actuator (permanent commands).
The FACs use the same priority logic as the ELACs.
(2) FAC
The FACs send yaw damper commands to two hydraulic servo actuators (one per FAC).
They also send commands to four electrical actuators for rudder trim and rudder travel limiting (one per
FAC and per function).
All the servomotors operate using the automatic changeover.
C.
AES
Interconnection with Engine Controls

(Ref. Fig. 22-00-00-19800-A - Interconnection Between the AFS and the Engines)
The FMGCs compute and transmit data to the engines through the FCU, EIU and ECU/EEC using ARINC
Specification 429 bus.
To consolidate engine data, the priority FMGC compares the output parameters from the FCU with its own
available data by means of associated logic.
Each FMGC receives four ARINC buses for computation : two buses associated with the own side, two others
associated with the opposite side.
22-00-00 PB001
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** On A/C ALL
6.
Component Description
The AFS components (FAC,FCU,MCDU,FMGC) are described in the following topics (ATA REF):
- FAC : 22-66-00
- FCU : 22-81-00
- MCDU: 22-82-00
- FMGC: 22-83-00
AES
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@A318/A319/A320/A321
** On A/C ALL
7.
Operation
A.
Flight Augmentation (FAC)

(1) General
(a) Functions
The FAC performs the functions given below:
. yaw damper
. rudder trim (manual and automatic)
. monitoring of the flight envelope and computations of maneuvering speed
. achievement of yaw autopilot order using power loops of yaw damper and rudder trim.
In addition the FAC 1 performs the BITE function of the AFS.
(b) Operating principles
The FAC is a dual-dual type system for yaw damper, rudder trim and rudder travel functions.
FACs 1 and 2 can be engaged at the same time through FAC 1 and FAC 2 pushbutton switches on the
overhead panel. Only one system is active at a time : FAC 1 has priority, FAC 2 being in standby and
synchronized on FAC 1 orders. An automatic changeover occurs on FAC 2 in case of disengagement or
failure of FAC 1.
Partial changeover function per function (yaw damper, rudder trim, RTL) is possible.
When the aircraft electrical network is energized, the functions that follow will operate independently
of the FAC pushbutton switches:
. monitoring of the flight envelope
. computation of maneuvering speed.
The FMGCs and the PFDs receive these information signals as follow:
. FMGC 1 and Capt PFD normally use data from FAC 1
. FMGC 2 and F/O PFD normally use data from FAC 2
In the event of failure, the FMGCs and the PFDs use the data from the active FAC.
(2) Yaw damper
The yaw damper function provides:
. manual yaw stabilization.
The ELACs compute the corresponding data and transmit them to the rudder surface via the servo loop
of the yaw damper (FAC).
. alternate law for Dutch roll damping when the ELAC no longer computes normal yaw stabilization.
. Dutch roll damping (including turn coordination) when the autopilot is engaged in cruise only.
. engine failure recovery when the autopilot is engaged (the ELACs provide this function in manual
flight).
(3) Rudder trim
The rudder trim function provides:
. manual control via a rudder trim control switch located on the center pedestal.
In addition the ELACs compute a command signal for rudder deflection (normal yaw damping law
including recovery of engine failure) performed by the trim sub-system in manual flight.
Reset of the rudder trim position is possible using a pushbutton switch located on the center pedestal.
. automatic control when the autopilot is engaged which provides the accomplishment of yaw autopilot
command and the recovery of engine failure.
(4) Rudder travel limitation
This function provides the limitation of the rudder travel by displacement of a stop as a function of the
speed.
AES
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(5) Monitoring of flight envelope and computation of maneuvering speed
This function provides the Primary Flight Display (PFD) with the following data displayed on the speed
scale:
(Ref. Fig. 22-00-00-22400-A - Display of the FAC Data on the Speed Scale of the PFD)
. stall warning speed (VSW)
. lower selectable speed (VLS)
. maximum speed (V MAX)
. maximum operational speed (V MAX OP) giving margin against buffeting
. airspeed tendency (VC TREND)
. maneuvering speed (V MAN) function of the flap and slat positions
. minimum flap retraction speed (V3)
. minimum slat retraction speed (V4)
. predictive VFE at next flap/slat position (V FEN)
In addition :
. V MAX and VLS are used in the FMGC for speed limitation of AP/FD and A/THR functions
. The FAC computes the conditions of activation of the alpha floor mode of the A/THR functions (angle
of attack protection in case of windshear).
(6) Windshear detection (optional)
(7) Low energy detection
(8) BITE function of the system
The FAC 1 performs BITE function of the whole AFS/FMS.
Each computer includes its own BITE function and is linked to the FAC 1.
The MCDU (linked to the CFDIU) displays the content of the maintenance data.
B.
Flight Management and Guidance System (FMGS)

(1) General
(a) Functions
The FMGS performs the functions given below:
. autopilot (AP)
. autothrust (A/THR)
. flight management which includes navigation, performance and processing of displays.
(b) Operating principles
The FMGS is a dual-dual type system for the autopilot and autothrust functions.
In cruise mode only one autopilot can be engaged.
Both APs can be engaged (through the AP1 and AP2 pushbutton switches located on the FCU) as
soon as ILS approach mode is selected.
AP1 has priority, AP2 is in standby (the ELACs and the FACs use the AP1 commands first and switch
on the AP2 command in case of AP1 disengagement). A single A/THR pushbutton switch located on
the FCU enables engagement of the autothrust function. Both A/THRs are always engaged at the
same time but only one (A/THR 1 or A/THR 2) is active depending on AP and FD engagement
statuses.
----------------------------------------------------------! ENGAGEMENT OF AP ! ENGAGEMENT OF FD ! A/THR ACTIVE
!
!---------!---------!---------!---------!
!
!
1
!
2
!
1
!
2
!
!
!---------!---------!---------!---------!-----------------!
!
ON
!ON or OFF!ON or OFF!ON or OFF!
A/THR 1
!
!---------!---------!---------!---------!-----------------!
!
OFF
!
ON
!ON or OFF!ON or OFF!
A/THR 2
!
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!---------!---------!---------!---------!-----------------!
!
OFF
!
OFF
!
ON
!ON or OFF!
A/THR 1
!
!---------!---------!---------!---------!-----------------!
!
OFF
!
OFF
!
OFF
!
ON
!
A/THR 2
!
!---------!---------!---------!---------!-----------------!
!
OFF
!
OFF
!
OFF
!
OFF
!
A/THR 1
!
!
!
!
!
! (OR A/THR 2 IF !
!
!
!
!
! A/THR 1 FAIL) !
----------------------------------------------------------The flight director is active when the aircraft electrical network is energized. Then associated FD
pushbutton switches on CAPT and F/O EFIS control sections come on. The FMGC 1 normally drives
the FD symbols (crossed bars or yaw bar or flight path director symbols) on Capt PFD and the FMGC
2 normally drives the FD symbols on F/O PFD.
In case of the failure of one FMGC, the remaining FMGC drives the FD symbols on both PFDs.
(Ref. Fig. 22-00-00-22800-A - AFS - FD Symbols on the PFD)
The flight management system is available when the aircraft electrical network is energized.
The FMGCs work normally in dual mode on the master/slave concept.
Both FMGCs perform the same functions simultaneously and use all crew inputs on MCDU 1 or 2.
The flight management functions are performed by using normally the system input of the associated
side (1 or 2).
The slave system synchronizes on the master system for the initialization of flight planning or for the
modification and sequencing or for the performance modes or for the guidance modes or for the radio
navigation.
The results are compared and, in case of discrepancy, the MCDU displays messages (position, weight,
target speeds).
If dual mode cannot be maintained (incompatible data base...), both FMGCs revert to independent
mode, i.e. each FMGC controls the MCDU of its own side.
No information is transferred from one FMGC to the other and therefore neither synchronization nor
comparison can be performed.
In case of FMGC failure, the opposite FMGC takes control of MCDU 1 and 2 independently and feeds
both NDs with the same data. All the functions of the flight management are available through MCDU
1 or 2.
(2) Autopilot (AP)
(a) Autopilot modes
The autopilot performs the modes given below:
. cruise modes:
! Vertical Speed (V/S)
! Flight Path Angle (FPA)
! Altitude Hold (ALT)
Longitudinal ! Altitude Acquire (ALT*)
! Open Climb (OP CLB)
! Climb (CLB)
! Open Descent (OP DES)
! Descent (DES)
! Expedite (EXP)
! Heading (HDG)
Lateral
! Track (TRK)
! Lateral Navigation (NAV)
. Takeoff/Go Around/Approach modes:
------------------------------------------------------------------------------! MODES
!
PITCH AXIS
!
ROLL AXIS
!
!---------------------!----------------------------------!--------------------!
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!
! 2 engines
! 1 engine fail
! Runway (RWY) :
!
!
! operational
!
! holding of LOC
!
!
!----------------!-----------------! center line up to !
! TAKEOFF
! Speed Reference! SRS : holding of! 30 ft. and TRACK
!
! (TO)
! System (SRS) : ! Va if Va > V2
! after 30 ft. (not !
!
! holding of
! V2 if Va < V2
! available on ground!
!
! V2 + 10 kt
! (*)
! for AP)
!
!---------------------!----------------------------------!--------------------!
! GO AROUND
! SRS : holding of Va if Va > VAPP !
Track
!
! (GA)
!
VAPP if Va < VAPP (*)
!
!
!---------------------!----------------------------------!--------------------!
! LOCALIZER (LOC)
!
! LOC capture & track!
!---------------------!----------------------------------!--------------------!
!
! ILS
! Glide capture and track (G/S)
! LOC capture & track!
! APPROACH ! approach !
! Align and roll out !
!(depending!----------!----------------------------------!--------------------!
! on pilot ! non! Final descent (FINAL)
! Approach NAV
!
!selection)! precision!
!
!
!
! approach !
!
!
------------------------------------------------------------------------------(*) Va : Aircraft speed when the engine failure occurs
(b) Operational use
1
Engagement of system and selection of modes

The FCU enables the engagement of the AP and the selection of modes through three control
panels:
. the left and right side panels for the selection of modes on Capt PFD, ND and on F/O PFD,
ND respectively
. the center panel for the engagement of AP and A/THR and the selection of the AP/FD
modes.
The FCU also enables the selection of reference parameters:
. heading/track
. vertical speed/flight path angle
. speed/Mach
. altitude.
The operating mode of the AP is in MANUAL CONTROL when the references are selected on the
FCU. The AP is in AUTO CONTROL when the flight management system defines these
references.
The table below defines the modes which are available in manual and auto controls.
-----------------------------------------------!
AUTO CONTROL
!
MANUAL CONTROL
!
------------------!----------------------!-----------------------!
!
!
RWY
!
!
! LATERAL
!
NAV
!
HDG/TRK
!
!
!
LOC
!
!
!
!
TRK (GA)
!
!
!-----------------!----------------------!-----------------------!
!
!
SRS (TO/GA)
!
ALT (AUTO ARMED)
!
! VERTICAL PATH
!
PROFILE
!
VS/FPA
!
!
!
. CLB
!
EXP (SPEED AUTO
!
!
!
. ALT CNST
!
CONTROL)
!
!
!
. DES
!
OP CLB
!
!
!
!
OP DES
!
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!-----------------!-- -------------------!-----------------------!
! SPEED
! FLT PLN REFERENCE
!
FCU REFERENCE
!
!-----------------!----------------------!-----------------------!
! APPROACH
! APPR RNAV/ADF/VOR
!
!
!
! LAND LOC/GLIDE/FLARE/!
!
!
!
ALIGN/ROLLOUT/ !
!
!
!
RETARD
!
!
-----------------------------------------------------------------In auto control:
. the corresponding reference is shown by a dashed line on the FCU (for altitude, a value is
always shown).
. an indicator light comes on near the corresponding reference display on the FCU.
To selection a parameter in manual control mode, you pull and turn the corresponding selector
knob on the FCU.
To revert to the auto control mode, you push the corresponding selector knob.
2
Operational rule
The AP/FD or the autothrust system always maintain speed (see para. 7.B (4)).
Modification of altitude requires two actions :
. select new altitude
. pull the altitude selector knob (for immediate acquisition of value) or push the selector knob
(for acquisition according to flight plan).
Pulling a selector knob always leads to an immediate acquisition and hold of the
corresponding parameter.
(3) Flight director (FD)

Same as autopilot. In addition the TO mode is available on the ground.
(4) Autothrust (A/THR)
The autothrust function performs these modes:
. speed: acquisition and hold (SPD)
. Mach: acquisition and hold (MACH)
. thrust: acquisition and hold of thrust limit (CLB or MCT or TO/GA)
. retard: application of minimum thrust (IDLE) during flare.
(5) Flight mode annunciator (FMA)
The FMA on the upper section of the PFD provides the pilot with status data related to:
. engagement of the modes of the A/THR, AP and FD systems
. landing capabilities.
This section of the PFD comprises five columns of three lines each which display the various operations of
the FMGC.
(Ref. Fig. 22-00-00-23100-B - AFS - Annunciator of the Flight Modes on the PFD)
The FMA uses different colors for the display of the annunciations and the messages.
These colors are :
. green for active modes
. cyan for armed modes
. magenta for modes armed or engaged because of a constraint
. white for engagement status of AP, FD, A/THR. The display flashes in case of automatic switching of
the FMGC
. amber for indications which require special attention.
The following tables show the different messages with the associated colors (G for green, C for cyan, M
for magenta, R for red, A for amber, W for white).
-----------------------------------------------------------------------------!
ZONE A1
!
ZONE B1
! ZONE C1
! ZONE D1 ! ZONE E1 !
------------------------------------------------------------------------------
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!
! SRS (G)
! HDG(G)
! CAT1 (W)! AP1 (W) !
! ---------!
!
!
!
!
! !MAN (W) !
!
!
!
!
!
! !TOGA (W)! (W)
! ALT CRZ (G)
! GA TRK(G) ! CAT2 (W)! AP2 (W) !
! ---------!
!
!
!
!
!
! ALT CST (G)
! LOC (G)
! CAT3 (W)! AP1+2 (W)!
! ---------------!
!
!
!
!
! !MAN (W)
!
!
!
!
!
!
! !FLX (W) XX (C)! (W) !
!
!
!
!
! ---------------! ALT CST * (G)
! LOC * (G) !
!
!
!
!
!
!
!
!
!
! V/S(G) + or ! NAV(G)
!
!
!
!
! XXXX(C)
!
!
!
!
! ---------!
!
!
!
!
! !MAN (W) !
!
!
!
!
!
! !MCT (W) ! (W)
! FPA(G) + or ! APP NAV(G) !
!
!
! --------! X.X (C)
!
!
!
!
!
!
!
!
!
!
!
! EXP CLB (G)
! RWY(G)
!
!
!
! ---------!
!
!
!
!
! !MAN (W) !
!
!
!
!
!
! !THR (W) ! (A)
! EXP DES(G)
! TRACK(G)
!
!
!
! ---------!
!
!
!
!
!
!
G/S(G)
! RWY TRK(G) !
!
!
! -------------!
!
!
!
!
! !A.FLOOR (G) ! (A)*
!
!
!
!
!
! !------------!
!
!
!
!
!
!
G/S * (G)
!
!
!
!
!
!
!
!
!
!
! -------------!
!
!
!
!
! !TOGA LK (G) ! (A)*
!
CLB(G)
!
!
!
!
! !------------!
!
!
!
!
!
!
DES(G)
!
!
!
!
! SPEED (G)
!
!
!
!
!
!
! OP CLB(G)
!
!
!
!
! MACH (G)
!
!
!
!
!
!
! OP DES(G)
!
!
!
!
!
!
!
!
!
!
! THR MCT (G)
!
!
!
!
!
!
! FINAL(G)
!
!
!
!
! THR CLB (G)
!
!
!
!
!
!
! ALT(G)
!
!
!
!
! THR LVR (G)
!
!
!
!
!
!
! ALT* (G)
!
!
!
!
! THR IDLE (G)
!
!
!
!
!
!----------------------------------------------------------------------------!
(A)* : amber box flashing
-----------------------------!
ZONE BC1
!
-----------------------------! FINAL APP(G)
!
!----------------------------!
! FLARE(G)
!
AES
22-00-00 PB001
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Revision n: 40
@A318/A319/A320/A321
!----------------------------!
! ROLL OUT(G)
!
!----------------------------!
! LAND(G)
!
!----------------------------!
-----------------------------------------------------------------------------!
ZONE A2
!
ZONE B2
! ZONE C2
! ZONE D2
! ZONE E2
!
-----------------------------------------------------------------------------!
! ALT(M)
! NAV(C)
! SINGLE(W)
!
!
!
!
!
!
!
!
!
! ALT(C)
! APP NAV(C) ! DUAL(W)
!
!
!
!
!
!
!
!
!
! CLB(C)
! LOC(C)
!
! 1FD2(W)
!
!
!
!
!
!
!
!
! DES(C)
!
!
! 1FD1(W)
!
!
!
!
!
!
!
!
! G/S(C)
!
!
! 2FD2(W)
!
!
!
!
!
!
!
!
! FINAL(C)
!
!
! 1FD-(W)
!
!
!
!
!
!
!
!
! ALT(C) G/S(C)
!
!
! 2FD-(W)
!
!
!
!
!
!
!
!
! ALT(M) G/S(C)
!
!
! -FD1(W)
!
!
!
!
!
!
!
!
! ALT(C) FINAL(C) !
!
! -FD2(W)
!
!
!
!
!
!
!
!
! ALT(M) FINAL(C) !
!
!
!
!
!
!
!
!
!
!
! DES(C) G/S(C)
!
!
!
!
!
!
!
!
!
!
!
! DES(C) FINAL(C) !
!
!
!
!
!
!
!
!
!
----------------------------------------------------------------------------------------------------------------------------------------------------------!
ZONE A3
!
ZONE B3
! ZONE C3 !
ZONE D3
! ZONE E3
!
-----------------------------------------------------------------------------!
!
!
! DH(W)XXX(C)
! A/THR(W)
!
!
!
!
!
!
!
! LVR ASYM(A)
!
!
! NO DH(H)
! A/THR(C)
!
!
!
!
!
!
!
! LVR CLB (W)* !
!
! MDA(W)XXXX(C) !
!
!
!
!
!
or
!
!
! LVR MCT (W)* !
!
! MDH(W)XXXX(C) !
!
!
!
!
!
!
!
-----------------------------------------------------------------------------(W)* : white wording flashing
--------------------------------!
ZONE AB3
!
--------------------------------! SPEED SEL : XXX (C)
!
! MACH SEL
: .XX (C)
!
---------------------------------
AES
22-00-00 PB001
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Revision n: 40
@A318/A319/A320/A321
----------------------------------!
ZONE BC3
!
----------------------------------! SET GREEN DOT SPD(W)
!
!
!
! DECELERATE(W)
!
!
!
! MORE DRAG(W)
!
!
!
! SET MANAGED SPD (W)
!
!
!
! CHECK APP SEL (W)
!
!
!
! SET HOLD SPD(W)
!
!
!
! VERT DISCONT AHEAD(A)
!
!
!
----------------------------------(6) Flight Management System (FMS)
(a) FMS Functions
1
Definition of the flight plan (lateral and vertical)
Lateral navigation:
. initialization of ADIRS
. determination of the aircraft position
. follow-up of the flight plan
. selection of navaids (manual or automatic).
Performance, computation and vertical navigation:

. calculation of the optimum speed and of the characteristic speeds
. calculation of predictions during the flight plan taking into account the various constraints
. follow-up of the vertical flight profile
. various supplementary performance calculations.
Management of displays:
. on the MCDU
. on the ND
. on the PFD.
(b) Definition of the flight plan

From the navigational data stored in its mass memory, the FMGC permits (via the MCDU 1 or 2) to
choose a flight plan :
. through the designation of a company route number,
. through the designation of the airports of origin and destination.
A company route, as defined in the mass memory may contain, in addition to the origin and
destination :
. the arrival, route and departure procedures,
. the cruise flight level,
. a cost index (ratio between the time cost and the fuel cost).
This enables the system to optimize the vertical profile of the flight.
The system then defines a flight plan. The plan is generally associated to an alternate airport.
AES
22-00-00 PB001
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Revision n: 40
@A318/A319/A320/A321
In the absence of company routes in the memory, the initialization is made:
. when the origin/destination couple is called up,
. when the crew enters the procedures, cruise level and cost index data.
The MCDU consists of:
. a color CRT,
. an alphanumeric keyboard with functions keys.
The MCDU 1 or 2 permits, if necessary, to perform the following :
. change the cruise altitude and cost index,
. modify the arrival or departure procedures (STAR, SID...),
. change the lateral flight plan (new route, insertion of holding etc.)
. change the vertical flight plan (insertion/deletion of constraints, step climb etc.).
NOTE :
The mass memory is updated every 28 days.

On aircraft, external equipment (data loader) is used to update the system.
The system stores permanently in its mass memory the two most recent navigation data
updates.
The crew can enter, independently of the mass memory inserted by the load, 20 waypoints, 20
navaids, 10 runways and 3 company routes.
These specific elements are automatically cleared either at the end of each flight or when a
new data bank is selected, depending on the airline choice (pin programming).
The definition of the flight plan determines in advance the type of approach to be made at the
destination airport (ILS or R.NAV approach).
It is possible to define a second flight plan termed secondary which is not active.
This plan has the same characteristics as the active plan and is used to prepare the next flight
plan (including fuel), to facilitate training and to evaluate various performance comparisons
according to 2 different flight plans.
(c) Lateral navigation
AES
ADIRS initialization on the ground

The coordinates of the airport of origin are supplied to the ADIRS :
. if the ADIRS are in align mode,
. if an action is made on the MCDU 1 or 2 (ALIGN IRS).
The pilot can modify the coordinates stored in the mass memory.
Determination of the aircraft position

The aircraft position is determined from information supplied by the ADIRUs and navaids (DME
and VOR).
The calculation can also be made in degraded mode, from inertial data alone.
During approach, the LOC information is used for the lateral re-alignment of the aircraft position.
An information about the accuracy of the position, as calculated by the system, is supplied to the
crew.
Follow-up of the flight plan

The use of the autopilot or of the flight director and the selection of the lateral autocontrol
function (push action on HDG/TRK selector knob on the FCU) make this follow-up possible.
Flight segments can be guided in VOR mode (selection by the crew on the MCDU).
Selection of navaids
The FMGC normally ensures the selection of navaids (ADF, ILS) :
. automatically as a function of geographical criteria depending on the planned route and on the
aircraft position.
. manually from the MCDUs.
For information displayed on the ND, the selection of VOR and ILS automatically causes the
selection of DME.
22-00-00 PB001
Page 15
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Revision n: 40
@A318/A319/A320/A321
The selection of DME frequencies for the calculation of position is fully automatic.
In standby mode, the pilot can take control of the navaid selections side after side, through action
on the RMP.
(Ref. Fig. 22-00-00-23300-A - AFS - Selection of Navaids)
Consequently, any FMGC selection is overridden and in particular, the management of DME
frequencies is cancelled for the calculation of position by the FMGC.
(d) Performance data
AES
Calculation of optimum speed

The flight management system enables to minimize the flight cost through the optimization of the
speed.
The calculations are dependent on :
. the flight plan,
. the aircraft weight entered by the crew,
. the various models of aircraft and engines stored in the mass memory.
Wind and temperature models are also taken into account for the calculations. The crew can
modify these models.
Calculation of predictions throughout the flight plan

The vertical profile is sequenced in flight phases :
. takeoff
. climb
. cruise
. descent
. approach.
The system defines a certain number of pseudo waypoints which are integrated in the flight plan.
These are :
. waypoints corresponding to climb, level or descent phase,
. waypoints corresponding to change of speed.
The system automatically adapts the aircraft performance :
. to time constraints at a waypoint (in the flight plan there can only be one constraint at a
waypoint entered by the pilot), or
. to speed constraints and/or altitude constraints at various climb or descent waypoints (defined
by the flight plan or entered by the pilot).
The system uses the constraints to calculate the speed, altitude, time and fuel when overflying
each waypoint. The system also calculates a geographic profile for the climb and approach.
Follow-up of vertical profile

The use of the AP or FD enables follow-up of the vertical profile on condition that a vertical
speed has not been imposed by the pilot via the FCU.
The follow-up of the optimum speed is made by the AP/FD or by the thrust control system on
condition that the pilot has not imposed the speed to be followed.
The follow-up of the vertical profile and of the optimum speed can be simultaneous or
independent.
During final approach, if a non-precision approach has been selected, the vertical profile is defined
up to the minimum descent altitude (MDA).
Supplementary performance calculations

The system makes several performance calculations such as :
. calculation of aircraft weight and center of gravity
. management of fuel, taking into account reserves, alternate destination and hold, as provided
by the fuel policy of each airline
. evaluation of cost difference between a flight at constant cruise level and a flight including an
intermediate change of cruise level (step-climb or step-descent)
22-00-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
.
.
.
calculation of optimum and maximum flight altitudes

same prediction and management calculations for the fuel on the secondary flight plan
specific calculations in the event of engine failure.
(e) Management of displays

(Ref. Fig. 22-00-00-23400-A - AFS - Display of Flight Management Information)
The flight management system displays information required for the definition and follow-up of the
flight plan:
. on the MCDU 1 and 2
. on the NDs
. on the PFDs.
AES
Displays on the MCDU 1 and 2:

. flight plan (waypoints, altitude procedure and estimations, speed, time, wind, fuel)
. constraints of the flight plan
. condition of the aircraft (absolute or relative position with respect to reference marks, weight,
estimated center of gravity)
. condition of the system (navigation accuracy, performance mode...)
. flight phases and associated performance data
. navaids used
. all supplementary performance calculations.
Displays on the NDs:

. aircraft position (identified by a symbol) and deviation with respect to the followed track
. flight plans (active or secondary) defined as a function of scale and commands selected on the
FCU
. pseudo waypoints
. various parameters (selected on the FCU by means of CSTR, WPT, VOR.D, NDB and ARPT
pushbutton switches):
. constraints of the flight plan, or
. waypoints other than those of the active flight plan, or
. navaids not displayed with the flight plan, or
. NDB beacons, or
. airports other than those of the active flight plan.
. VOR and/or NDB beacons selected
. flight management information messages.
Displays on the PFDs

These messages are given to the crew for the follow-up of the flight plan:
. SET VFTO, DECELERATE ...
They indicate the lateral and vertical deviations with respect to the flight plan during an NDB,
VOR or RNAV approach (as an alternative to ILS deviations).
The altitude deviation with respect to the descent profile is also displayed during the descent.
22-00-00 PB001
Page 17
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Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3CA
A
SPD
CSTR
WPT
VOR D
NDB
HDG
LAT
in Hg
hPa
ILS
PLAN
V/S
FPA
100
SPD
MACH
ADF
OFF
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
20
UP
1000
AP2
A/THR
LOC
12CC1
G
FTL CTL
10
CSTR
EXPED
G AB
NAV
ROSE
VOR
ARC
ILS
160
PLAN
hPa
PULL
STD
2
ADF
VOR
APPR
VOR
OFF
ILS
OFF
12CC2
in Hg
320
ADF
VOR
OFF
WPT
VOR D
60
DN
2
VOR
NDB
BARO
HDG
TRK
160
10
ILS
ARPT
40
80
320
ADF
FD
20
ARC
PULL
STD
LVL/CH
TRK FPA
40
NAV
ROSE
VOR
ALT
HDG V/S
ARPT
BARO
FD
23VU
24VU
FTL CTL
ELAC 1
SEC 1
FAC 1
ELAC 2
SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
OFF
OFF
OFF
7CA2
47CE1
47CE2
7CA1
D CE
(REF 270000)
E
12CA1
THROTTLE CONTROL LEVER
12CA2
SIDE STICK CONTROLLER
D
17CC
110VU
BRT
F
A
I
L
3CA1
3CA2
F
M
G
C
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
DATA
MCDU
MENU
AIR
PORT
NEXT
PAGE
X
DVFY
RUD TRIM
M
C
D
U
M
E
N
U
NOSE
L
25
NOSE
R
RESET
9CC
Y
CLR
8CC
N_MM_220000_0_AAM0_01_00
AES
FIGURE 22-00-00-13200-B SHEET 1

Layout of the AFS Components
22-00-00 PB001
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Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A
AFT ELECTRONICS RACK 80VU
1CA2
1CC2
1CC1
1CA1
82
VU
81VU
FMGC2
FAC2
FAC1
FMGC1
84
VU
83VU
86
VU
85VU
88VU
87VU
N_MM_220000_0_ACM0_01_00
AES
FIGURE 22-00-00-13300-A SHEET 1

Location of the AFS Computers
22-00-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
ECU/EEC
2
EIU 2
DMC
(1,2,3)
FAC 2
M
C
D
U
2
FMGC
2
TO ELAC
1&2
CFDIU
M
C
D
U
1
F
C
U
CFDIU
SERVO
ACTUATORS
FMGC
1
FAC 1
DMC
(1,2,3)
ECU/EEC
1
EIU 1
N_MM_220000_0_AEM0_01_00
AES
FIGURE 22-00-00-15200-A SHEET 1

General Architecture of the AFS
22-00-00 PB001
Page 20
May 01/12
Revision n: 40
AES
CAPT
ND
MCDU1
ECAM
FCU
FIGURE 22-00-00-15300-A SHEET 1

AFS - Controls and Indicating
COMPARTMENT
CONTROL &
INDICATIONS
MCDU2
FAC
2
FAC
1
THROTTLE
CONTROL
LEVER
FMGC
2
FMGC
1
COCKPIT
CONTROLS
& INDICATING
F/O SIDE STICK CONTROLLER
PFD
F/O
ND
MCDU 3
(IF FITTED)
CAPT SIDE STICK CONTROLLER
PFD
FLT CTL
PANELS
TO PEDALS
TO ELACFCU
& FAC
TO EIU
YAW DAMPER
SERVO ACTUATORS
RUDDER
TRIM
ACTUATORS
RUDDER TRAVEL
LIMITATION UNIT
@A318/A319/A320/A321
** On A/C ALL
N_MM_220000_0_AGM0_01_00
22-00-00 PB001
Page 21
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Revision n: 40
@A318/A319/A320/A321
ECU1/EEC2
A1B1 A2B2
OWN
FMGC2 BUS
SEL
FMGC 2
OPP
OPP
FMGC 1
OWN
FMGC BUS
CHOISE
LOGIC
FCU(1)
FCU(2)
FCU1 HEALTHY
FCU2 HEALTHY
FCU
EIU1
EIU2
A1B1 A2B2
ECU1/EEC1
ENGINE 1
ENGINE 2
** On A/C ALL
N_MM_220000_0_APM0_01_00
AES
FIGURE 22-00-00-19800-A SHEET 1

Interconnection Between the AFS and the Engines
22-00-00 PB001
Page 22
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Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
PFD
180
160
MAXIMUM SPEED (V MAX)

(V MO , M MO , V FE , V LE)
VFE AT THE NEXT FLAP/SLAT

POSITION (V FEN)
(amber)
MANEUVERING SPEED
(green dot)
(V MAN)
AIRSPEED TENDENCY
(VC TREND)
140
120
F(or S)
MINIMUM FLAPS (OR SLATS)

RETRACTION SPEED (V3 & V4)
(green)
LOWER SELECTABLE SPEED (VLS)

(amber)
ALPHA PROTECTION SPEED (PITCH NORMAL LAW)
STALL WARNING SPEED (VSW)
(PITCH ALTERNATE & DIRECT LAW)
ALPHA MAX SPEED
N_MM_220000_0_ARM0_01_00
AES
FIGURE 22-00-00-22400-A SHEET 1

Display of the FAC Data on the Speed Scale of the PFD
22-00-00 PB001
Page 23
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
PFD
PITCH FD BAR
(GREEN)
ROLL FD BAR
(GREEN)
YAW FD BAR
(GREEN)
FLIGHT PATH VECTOR

(GREEN)
FLIGHT PATH DIRECTOR

(GREEN)
N_MM_220000_0_ATM0_01_00
AES
FIGURE 22-00-00-22800-A SHEET 1

AFS - FD Symbols on the PFD
22-00-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
PFD
LONGITUDINAL
MODES
(ARMED AND ACTIVE)
AUTOTHRUST
OPERATION
APPROACH
CAPABILITIES
AND DH OR MOA
AP.FD & A/THR

ENGAGEMENT
STATUS
LATERAL
MODES
(ARMED AND ACTIVE)
A
NOTE : FMA AREAS DEFINITION
LINE 1
A1
B1
C1
D1
E1
LINE 2
A2
B2
C2
D2
E2
LINE 3
A3
B3
C3
D3
E3
N_MM_220000_0_AVN0_01_00
AES
FIGURE 22-00-00-23100-B SHEET 1

AFS - Annunciator of the Flight Modes on the PFD
22-00-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
DME 1
ILS 1
ADF 1
MANAGEMENT BUS FMGC 1
RMP 2 NAV DISCR.
RMP 2 NAV BUS
RMP 1 NAV BUS
RMP 1 NAV DISCR.

VOR 1
MANAGEMENT BUS
FMGC 2
RMP 2 NAV
CONTROL DISC
RMP 1 NAV
CONTROL DISC
MANAGEMENT BUS
FMGC 1
FMGC 1 FAIL DISCR.

RMP2
RMP1
FMGC 2 FAIL DISCR.
FMGC 2
FMGC 1
VOR 2 B
DME 2 B
ILS 2
ADF 2 B
(IF FITTED)
N_MM_220000_0_AXM0_01_00
AES
FIGURE 22-00-00-23300-A SHEET 1

AFS - Selection of Navaids
22-00-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
PAS/228
6.0 NM
18:35
GS 002 TAS
AP1
FD1
A/THR
ALT
FL290
340
200
20
320
10
PAS
0136E
FL90
+7000
+210 KT
10
20
300
TILT
195 00
80
280
+4.00
10
10
CAL
190
260
VOR1
PAS
LSGC
STD
.660
23
35
6.0 NM
ND
B AN KO
S P D / A L T
1 0 3 5
A 1
PAS
1 0 3 8
1 7 N M
3 0 0 /
T R K 2 3 8
A RG I S
1R
F L1 6 5
B R G 3 3 1
G5
3L
A F 5 6 0 3
GM T
2L
PFD
F RO M
1L
1 1 4 3
2R
F L 1 9 5
2 6
"
3R
"
1 8
4L
1 1 4 7
[T / C ]
" /
4R
F L 2 9 0
4
5L
LYO
1 1 4 8
D E S T
6L
LPPT03
"
5R
"
GM T
D I S T
1 3 2 5
71 4
E F O B
7 .
6R
MCDU
E C ON
1L
C R Z
OP T
FL 2 9 0
F L 3 5 0
CRZ
R E C
M A X
1R
F L 3 9 0
2L
3L
2R
BRG

3R
/ D IS T
/
4L
TO
U P D A T E
5L
6L
]
]
V O R 1 / F R E Q
AC Y
F R EQ / VO R 2
P A S / 1 1 6 .
H IG H
1 1
4R
A T
0 . 6 / T D P
5R
6R
MCDU
N_MM_220000_0_AZM0_01_00
AES
FIGURE 22-00-00-23400-A SHEET 1

AFS - Display of Flight Management Information
22-00-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
(Ref. Fig. 22-10-00-12400-A - Layout of AP/FD and Flight Control Components)
The Auto Flight System (AFS) installed on the aircraft is made up of two types of computers:
. the Flight Management and Guidance Computer (FMGC)
. the Flight Augmentation Computer (FAC)
and two control units:
. the Flight Control Unit (FCU)
. the Multipurpose Control and Display Unit (MCDU).
The functions of the FMGC are:
. autopilot (AP)
. automatic thrust control (A/THR)
. flight management.
The functions of the FAC are:
. yaw damper
. rudder trim
. calculation of the characteristic speeds and flight envelope monitoring
. acquisition of the yaw AP order.
The MCDUs linked to the FMGCs enable:
. the introduction and the modification of the flight plan
. the display, the selection and the modification of the parameters associated with the flight management function.
The FCU is used for:
. the engagement of the AP/FD and A/THR systems
. the selection of flight parameters (altitude, speed/Mach, vertical speed/flight path angle, heading/track)
. the selection of AP/FD modes.
The autopilot (AP) and the flight director (FD) functions are:
. stabilization of the aircraft around its center of gravity when the AP/FD system holds vertical speed or flight
path angle and heading or track
. acquisition and hold of a flight path
. guidance of the aircraft at takeoff by holding runway axis and speed (available in the FD as long as the aircraft is
on ground)
. automatic landing and go around.
The autopilot gives orders to control:
. the position of the control surfaces on the three axes: pitch, roll and yaw
. the position of the nose wheel.
These orders are taken into account by these computers:
FACs, ELACs, SECs and BSCU.
The flight director generates guidance orders used in manual control.
These orders are displayed on the Primary Flight Displays (PFD) through the Display Management Computers
(DMC).
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2.
Component Location
(Ref. Fig. 22-10-00-12600-C - Location of FCU and MCDUs)
(Ref. Fig. 22-10-00-12500-A - Location of Components)
FIN
PANEL
ZONE ACCESS
DOOR
127
128
210
210
210
211
212
ATA REF.
22-83-34
22-83-34
22-81-12
22-82-12
22-82-12
22-31-00
22-31-00
22-31-00
22-31-00
27-23-17
22-31-00
1CA1
1CA2
2CA
3CA1
3CA2
12CA1
12CA2
FMGC-1
FMGC-2
FCU
MCDU-1
MCDU-2
SOLENOID-PITCH & ROLL LOCK, CAPT
SOLENOID-PITCH & ROLL LOCK, F/O
83VU
84VU
13VU
11VU
11VU
193VU
182VU
15CA1
15CA2
16CA
21CA
RELAY-RUDDER ARTF FEEL 1

RELAY-RUDDER ARTF FEEL 2
SOLENOID-RUDDER ARTF FEEL
RELAY-STICK LOCK 1/CAPT
187VU
187VU
187VU
127
127
325
127
22CA
RELAY-STICK LOCK 2/CAPT
187VU
127
22-31-00
23CA
RELAY-STICK LOCK 1/F/O
187VU
127
22-31-00
24CA
RELAY-STICK LOCK 2/F/O
187VU
127
22-31-00
1CC1
1CC2
2CE1
2CE2
1CE1
1CE2
1CE3
8CE1
FAC-1
FAC-2
ELAC-1
ELAC-2
SEC-1
SEC-2
SEC-3
P/BSW-TAKEOVER & PRIORITY, CAPT
83VU
84VU
83VU
84VU
83VU
84VU
93VU
191VU
127
128
127
128
127
128
121
211
22-66-34
22-66-34
27-93-34
27-93-34
27-94-34
27-94-34
27-94-34
27-92-41
8CE2
P/BSW-TAKEOVER & PRIORITY, F/O
180VU
212
27-92-41
94VU
122
32-42-34
325AL
** On A/C 005-099
EMB SB 32-1254 FOR A/C 005-006
EMB SB 32-1336 FOR A/C 005-006
10GG
AES
BSCU
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3.
System Description
A.
Control and Indicating

(Ref. Fig. 22-10-00-14100-A - AP/FD Controls and Indicating in the Cockpit)
(1) Controls
(a) Flight Control Unit (FCU)
This unit transmits the modes and the references selected by the pilots to the FMGCs.
It also enables the selection of the displays on the EFIS display units and the display of the standard
baro value for the ADIRUs.
(b) Multipurpose Control and Display Units (MCDU)
These units permit to enter and display a flight plan and the control parameters required by the
FMGCs for flight control.
(c) Takeover and priority pushbutton switches
These pushbutton switches identified 8CE1 and 8CE2 are used for AP disconnection and taking of
priority in manual control. They are located on the side stick controllers.
(d) Pitch and roll lock solenoids
These two solenoids identified 12CA1 and 12CA2 are associated with four side stick lock relays 21CA,
22CA, 23CA and 24CA.
They are active when the AP is engaged. They increase the load threshold on the pitch and roll axes.
(e) Throttle control levers
These control levers are used by the AP/FD system to engage the TAKEOFF and GO AROUND
modes.
(f) SWITCHING panel
This panel is located on the center pedestal and comprises the switching controls necessary to perform
a changeover in the event of a failure.
(g) Rudder artificial feel solenoid 16CA
This solenoid serves to increase the threshold of the rudder artificial feel in the vertical stabilizer. This
solenoid is associated with two relays 15CA1 and 15CA2 in the avionics compartment.
(2) Indicating
The various indications and warnings linked to the AP/FD system are as follows:
(a) Guidance orders delivered by the FDs presented on the center section of the PFD.
(b) AP/FD engagement indicated on the FMAs (upper section of the PFDs).
(c) AP/FD modes displayed on the FMAs (pushbutton switches or specific indicator lights on the FCU
come on).
(d) Automatic landing capabilities displayed on the FMAs.
(e) AP
.
.
.
.
loss indicated by:

a message displayed on the upper display unit of the ECAM system
a cavalry charge aural warning through the loudspeakers
illumination of the MASTER WARN lights on the panels 130VU and 131VU (glareshield)
illumination of the AUTO LAND lights (panels 130VU and 131VU/glareshield) if loss occurs below
200 ft. in automatic landing.
(f) Loss of AP availability and various landing capabilities indicated by messages displayed on the lower
display unit of the ECAM system.
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(g) Excessive deviations indicated by LOC and GLIDE indexes flashing on the PFDs and NDs.
This warning is accompanied by the AUTO LAND lights which come on for excessive deviations below
200 ft. in automatic landing.
NOTE :
AES
The DMCs deliver the information to the EFIS display units.

The warnings of the ECAM system and those on the glareshield are generated by the FWCs.
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4.
Operation
A.
AP/FD Engagement
(1) AP engagement
The AP can be engaged only after takeoff. In cruise, one AP only can be engaged ; in ILS approach
(landing and roll out included) and in go around, the two APs can be engaged.
The AP is engaged by means of the AP1 and AP2 pushbutton switches located on the FCU.
In dual-AP operation, the AP1 is active, the AP2 is in standby. With one AP engaged, the controls (side
stick controllers and rudder pedals) have an increased load threshold.
(2) FD engagement
The flight director is engaged automatically when the aircraft electrical network is energized. The FD1
orders generated by the FMGC1 control the FD symbols of the CAPT PFD (PFD1) through the DMCs.
The FD2 orders generated by the FMGC2 control the FD symbols of the F/O PFD (PFD2). In case of
FMGC failure, the remaining FMGC controls the two PFDs.
The FD orders on the PFDs can be cancelled by means of the FD pushbutton switches located on the FCU.
An FD remains engaged as long as its orders are displayed at least on one PFD.
The FD orders can be displayed in two ways as a function of the HDG-V/S/TRK FPA selection made on
the FCU.
(Ref. Fig. 22-10-00-15500-B - Different FD Orders)
B.
AP/FD Modes
(1) Mode selection principle
A mode can be selected through one of the following possibilities:
. automatically, e.g. the altitude acquisition mode is always armed except in some cases (approach)
. action on a pushbutton switch located on the FCU
. push or pull action on one of the reference selection knobs (speed/ Mach, heading/track, altitude,
vertical speed/flight path angle) on the FCU
. cancellation of an engaged mode
. position of the throttle control levers (selection of takeoff and go around modes).
(2) Cruise modes

The table below presents the cruise modes.
-----------------------------------------------------------------------------!
MODE
!AVAILABILITY! PHASES !
NOTE
--------------!---------------------------!------------!--------!------------!
!
!
! -! - Vertical speed (V/S)
!
AP/FD
! HOLD ! ! V/S-FPA
!
(acquisition and hold) !
!
! ! P/BSW
! - Flight path angle (FPA) !
AP/FD
! HOLD ! !
!
(acquisition and hold) !
!
! -LONGITUDINAL ! - Altitude acquisition
!
AP/FD
!ARM-CAPT! Armed
!
(ALT ACQ)
!
!
!automatically
! - Altitude hold (ALT)
!
AP/FD
! HOLD ! Automatic
! - Descent
!
!
! -!
DES
!
AP/FD
!ARM-HOLD! !
!
OP DES
!
AP/FD
! HOLD ! ! Altitude
! - Climb
!
!
! ! P/BSW
!
CLB
!
AP/FD
!ARM-HOLD! !
!
OP CLB
!
AP/FD
! HOLD ! !
!
!
!
! -! - Expedite (EXP)
!
AP/FD
! HOLD ! EXPED P/BSW
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--------------!---------------------------!------------!--------!------------!
!
!
! -! - Heading hold (HDG)
!
AP/FD
! HOLD ! ! Lat
! - TRACK
!
AP/FD
! HOLD ! ! selector
!
!
!
! -- (pulled)
LATERAL
! - Navigation (NAV)
!
AP/FD
!ARM-HOLD! Lat selector
!
!
!
! (pushed)
-----------------------------------------------------------------------------(3) Common modes (TAKEOFF, LANDING)
-----------------------------------------------------------------------------!
!
LONGITUDINAL MODES
!
LATERAL MODES
!AVAILA-!PHASES!
!
!
!
!BILITY !
!
!---------!-------------------------------!-------------------!-------!------!
!
! 2 engines
! 1 engine fail ! Runway (RWY) :
!
!
!
!
! operational
!
! - holding of LOC ! FD
!
!
! TAKEOFF !---------------!---------------!
center line up !
! HOLD !
! (TO)
!Speed Reference!SRS : holding !
to 30 ft.
!
!
!
!
!System (SRS) : !
of
! - TRACK after
! AP*/FD!
!
!
!holding of
!Va if Va > V2 !
30 ft.
!
!
!
!
!V2 + 10 kt
!V2 if Va < V2 !
!
!
!
!---------!-------------------------------!-------------------!-------!------!
!GO AROUND! SRS : holding of Va < VAPP
! TRACK
! AP/FD ! HOLD !
!(GA)
!
!
!
!
!
!---------!-------------------------------!-------------------!-------!------!
!LOCALIZER!
! LOC capture and
! AP/FD ! ARM !
!(LOC)
!
! track
!
! CPT !
!
!
!
!
! TRACK!
!---------!-------------------------------!-------------------!-------!------!
!APPROACH ! Glide capture and track (G/S) ! LOC capture and
! AP/FD ! ARM !
!
! or
! track
!
! CPT !
!
! Final descent (FINAL) accor- ! Align and roll out!
! TRACK!
!
! ding to the profile determined! or
!
!
!
!
! by the FMGC
! R-NAV approach
!
!
!
!
!
! or
!
!
!
!
!
! VOR approach
!
!
!
-----------------------------------------------------------------------------* (AP) only 5 s after takeoff
(4) AP-A/THR mode compatibility
The AFS installed on the aircraft is such that the AP/FD system and the A/THR function always control
speed.
To do this, the modes of the A/THR system are a function of the AP/FD modes as per the following table:
-----------------------------------------------------------------------------!
AP/FD MODES
!
A/THR MODES
!
REMARK
!
!-------------------------!-------------------------!------------------------!
!
V/S - FPA
! SPD/MACH
!
!
!-------------------------!-------------------------!------------------------!
!
ALT ACQ - ALT
! SPD/MACH
!
!
!-------------------------!-------------------------!------------------------!
!
CLIMB/DESCENT
! THRUST OR SPD/MACH
!
!
!-------------------------!-------------------------!------------------------!
!
EXPEDITE
! THRUST
!
!
!-------------------------!-------------------------!------------------------!
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!
APPR. FINAL DES
! SPD
!
!
!
GLIDE
! SPD
!
!
!
FLARE
! RETARD
!
!
!-------------------------!-------------------------!------------------------!
!
TO/GA
! See remark
! TO/GA thrust requested !
!
!
! by the FADECS
!
-----------------------------------------------------------------------------If neither AP nor FD is engaged, the A/THR will be active in SPD/MACH mode only.
C.
Operational Use
(Ref. Fig. 22-10-00-16300-B - LEVEL CHANGE in Manual and Automatic Control)
The operational use is based on the following principle:
. the short-term pilot orders are entered through the FCU
. the long-term pilot orders are entered through the MCDU.
This principle leads to two distinct operations : manual and automatic controls.
(1) Manual control
The aircraft is controlled using reference parameters entered by the pilot on the FCU (heading/track,
vertical speed/flight path angle, speed/Mach, altitude).
These parameters are taken into account (acquisition and then hold) as follows:
. modification of the parameter by means of the corresponding selector knob on the FCU
. pull action on the selector knob.
(2) Automatic control

The aircraft is controlled using reference parameters computed by the FMGC which takes into account the
pilot data selected on the MCDU.
When you push the corresponding selector knob on the FCU, a parameter is selected in automatic control
and the following occurs:
. the parameter value i shown by means of a dashed line (for altitude a value is always shown)
. a white indicator light comes on near the corresponding reference display.
The table below gives the modes which are available in manual and auto controls.
----------------------------------------------------!
AUTO CONTROL
!
MANUAL CONTROL
!
!------------------------!-------------------------!-------------------------!
!
!
RWY
!
!
!
!
NAV (FLT PLN)
!
!
!
LATERAL
!
!
HDG/TRK
!
!
!
LOC
!
!
!
!
TRK (GA)
!
!
!------------------------!-------------------------!-------------------------!
!
!
SRS (TO/GA)
! ALT (AUTO ARMED)
!
!
!
PROFILE
! VS/FPA
!
!
VERTICAL PATH
!
- CLB
! EXP*(SPEED AUTO CONTROL)!
!
!
- ALT CNSTR
!
!
!
!
- DESC
!
!
!------------------------!-------------------------!-------------------------!
!
SPEED
!
FMGC REFERENCE
! FCU REFERENCE
!
!------------------------!-------------------------!-------------------------!
!
!
RNAV
!
!
!
APPROACH
!
APPR
!
!
!
! LAND LOC/GLIDE/FLARE/ !
!
!
! ALIGN/ROLLOUT/RETARD
!
!
-----------------------------------------------------------------------------* If fitted
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NOTE :
AES
Speed is always controlled through the AP/FD system or the A/THR function.
Level change always requires two actions :
- selection of a new level
- pull or push action on the altitude selector knob on the FCU.
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5.
Interface
A.
Interface with Flight Controls and Nose Wheel Control

(1) General
(Ref. Fig. 22-10-00-17700-A - AFS/EFCS Interface)
The flight control is performed by an Electrical Flight Control System (EFCS). This system is described in
chapter 27-00-00.
When the autopilot is engaged, the FMGCs generate guidance commands transmitted to the control
surfaces by the ELACs, the FACs, the SECs and the BSCU.
At the same time, load thresholds on the side stick controllers and rudder pedals are increased.
(2) Rudder Control
(Ref. Fig. 22-10-00-17900-A - Rudder Control)
Each FAC receives two deflection commands from each FMGC for rudder control
. Aileron deflection command: DELTA P AIL (label 310)
This command is used for turn coordination and is carried out by the YAW DAMPER function (Ref.
22-63-00-00) in cruise.
It is also used for rudder autotrim by the RUDDER TRIM function (Ref. 22-62-00-00).
. Guidance command: DELTA R (label 312)
This command is used by the YAW DAMPER function for yaw axis stabilization in automatic landing.
Acknowledgement of these command signals by the FACs is a function of:
. AP engagement (wired discretes, 2 per computer in command and monitoring channels)
. monitoring of labels of deflection commands DELTA P AIL and DELTA R.
FAC 1 has priority at engagement of either AP (CHANGE OVER logic unchanged). When both APs are
engaged, FMGC1 commands have priority.
(3) Pitch and Aileron Control
(Ref. Fig. 22-10-00-18100-A - Pitch Control)
(Ref. Fig. 22-10-00-18200-A - Aileron Control)
Each ELAC receives two deflection commands from each FMGC:
. Elevator deflection command: DELTA Q (label 314)
This command is used for elevator and Trimmable Horizontal Stabilizer (THS) control.
. Aileron deflection command: DELTA P AIL (label 310).
The ELAC limits these commands:
. DELTA Q command: load factor limit between 0.4 g and 1.5 g.
This limit is a function of VC, Mach, THS position and load factor.
. DELTA P command : roll attitude limit equal to plus or minus 60 deg and rolling speed limit equal to
plus or minus 10 deg (in landing configuration, this limit is equal to plus or minus 20 deg/s).
These limits are a function of Vc.
FMGC command acknowledge logic is with respect to AP engagement wired discretes (2 discretes per AP:
command and monitoring), status matrix monitoring of these labels, and concordance between AP
engagement wired discretes and boolean information.
In answer, each ELAC generates two ELAC AP DISC discretes (control and monitoring) to command AP
disconnection when one of the following conditions is present:
. loss of computation channel validity (comparators)
. loss of power loop validity
. theta, phi, Vc, Mach and alpha values out of limits
. incidence protection active
. speed protection active
. controls used (side stick controller or pitch trim control wheel).
The AP can be engaged whatever the type of the EFCS control laws: normal, alternate, direct.
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In approach phase, upon loss of both radio altimeters, the ELACs inhibit AP engagement with the direct
law and in landing gear extended configuration.
The AP disconnects when it receives at least one disconnection command (control and monitoring) from
the 2 ELACs.
A disconnection command from one ELAC only leads to a landing capability reduction.
An ELAC priority logic exists for control surface control.
This logic is unchanged with AP engaged :
. ELAC 2 has priority for elevator and THS control
. ELAC 1 has priority for aileron control.
(4) Spoiler Control
(Ref. Fig. 22-10-00-18400-A - Spoiler Control)
Each ELAC receives a spoiler deflection command from the two FMGCs : DELTA P SPL (label 311).
The command from the FMGC, selected according to the logic defined in the preceding paragraph, is
limited in the ELACs so that roll attitude values are not greater than 60 deg and rolling speeds are not
greater than plus or minus 10 deg/s (plus or minus 20 deg/s in approach).
This limited command is sent to the three SECs.
ELAC 1 has priority for spoiler control.
(5) Nose Wheel Control
(Ref. Fig. 22-10-00-18600-A - Nose Wheel Control)
Each ELAC receives a nose wheel steering command from the two FMGCs:
DELTA NOSE WHEEL (label 313).
The ELACs select one status of the two commands (from the FMGC1 and FMGC2) according to:
. AP engagement (discretes and boolean information on the bus)
. label 313 monitoring.
The selected command is sent to the BSCU.
The BSCU uses this command associated with commands from the control wheel and rudder pedals to
compute nose wheel control angle.
The command from the FMGC and the command from the rudder pedals are limited with respect to speed.
The command from the FMGC is used after landing during taxiing when the speed is less than 80 kts.
The BSCU generates four discretes (BSCU HEALTHY) whose validity is taken into account:
. for capability computations
. in the ROLL OUT logic.
It also supplies 2 discretes (wheel speed) for the ROLL OUT logic.
B.
Interface with Primary Flight Displays

(1) Presentation
(Ref. Fig. 22-10-00-19000-A - AP/FD Information on the PFDs)
The FMGCs are linked to the PFDs to present the following information:
(a) Indications associated with AP/FD engagement
. AP engagement: white AP1, AP2 or AP1 + 2 message (2 APs engaged) on the 1st line
. FD engagement: white FD1 or FD2 message on the 2nd line, or white 1FD2 if energy management
functions are actived.
NOTE :
The indications associated with the A/THR engagement are given in 22-32-00.
(b) Indications associated with AP/FD modes

When a new message appears in one of the five columns of the FMA, it is contained in a box for 10
seconds.
(c) FD orders
The FD orders are presented in two different ways.
The selection is made between HDG V/S or TRK FPA on the FCU.
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C.
HDG V/S selection

The conventional tendency bars are displayed (pitch and roll FD bars).
The yaw FD bar only appears in the RUNWAY mode (takeoff) and during the ALIGN and ROLL
OUT phases (landing).
TRK FPA selection

The flight path director symbols are displayed together with the flight path vector.
The display of the yaw FD orders remains unchanged. The pitch and roll orders are provided when
these two images are superimposed.
The FMGCs generate all these data which are then transmitted to the DMCs. The DMCs convert
them into images and messages on the display unit.
Interface with DMCs and Automatic Changeover

(Ref. Fig. 22-10-00-19400-A - Interface Between FMGCs and PFDs)
Each DMC receives:
. a bus from each FMGC on which are routed:
. FD orders,
. AP/FD engagements,
. AP/FD modes,
the landing capabilities
. a wired discrete per FMGC giving the engagement status of the FDs
. a bit on a discrete label of the FCU corresponding to the action on the FD pushbutton switch associated
with the PFD.
A logic inside the acquisition module selects the FMGC bus(es) required to display the FD orders and the FMA
messages (Ref. Para. C. and D.).
In normal operation:
. the DMC 1 transmits data to CAPT PFD (PFD1)
. the DMC 2 transmits data to F/O PFD (PFD2).
Each DMC is linked to its associated PFD by two connections (a normal one and an alternate one). The
alternate connection is used for different types of changeover.
In the event of a DMC failure, the DMC3 in standby can replace the faulty DMC after action on the EIS DMC
selector switch on the SWITCHING panel 8VU (CAPT 3 position upon failure of the DMC1 ; F/03 position
upon failure of the DMC2).
In the event of a PFD failure, the data are transferred automatically from the PFD to the ND (data on the PFD
have priority).
This transfer can be made manually in two ways :
. by turning the PFD potentiometer to OFF (on the panels 301VU and 500VU)
. by action on the PFD/ND XFR pushbutton switch (on same panels).
D. Selection of FMGC Bus for the FD Orders

Each DMC makes a selection depending on the side on which it is installed and on the validity of each FD,
according to:
. engagement wired discretes
. status matrices (SSM) of the labels 140, 141 and 143 on which the FD orders are routed.
So the DMC1 (2) selects the FMGC1 (2) bus if the FD1 (2) is valid.
The PFD1 (2) displays:
. FD1 (2) message on the FMA or 1FD2 if energy management is activated.
. FD orders from the FMGC1 (2).
If an FD1 (2) validity loss is detected by the DMC1 (2) through:
. loss of the FD1 (2) ENG condition
. non refresh of FMGC1 (2) labels
. status matrix of FMGC1 (2) labels coded at F/W status
the DMC1 (2) will select the data from the FMGC2 (1) automatically and will display:
. FD2 (1) message or 2FD2(1FD1) if energy management is activated.
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.
FD orders from the FMGC2 (1).
E.
FD Order Removal
All the FD orders can be cleared by the DMC by:
. action on corresponding FD pushbutton switch on the FCU, or
. validity loss of both FDs.
The DMC clears a given FD order when the associated label is NCD.
F.
Selection of FMGC Bus for Display of AP/FD Modes and Landing Capabilities.
This selection depends on the engagement of the AP/FD systems.
(1) FD only engaged
Each DMC utilizes the bus selected for the FD orders as per the logic described in Para. C.
(2) Only one AP engaged
Each DMC utilizes the FMGC bus which corresponds to this AP.
Each PFD displays:
. AP1 or AP2 message depending on the AP engaged
. the modes corresponding to this AP
. the landing capabilities from the FMGC corresponding to the AP engaged.
(3) Both APs engaged
Each DMC is associated with the corresponding FMGC.
The CAPT (F/O) PFD (PFD1 (2)) displays:
. AP1 + 2 message
. the modes corresponding to AP1 (2)
. the landing capabilities from the FMGC1 (2).
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AES
MDCU 1
TO FCU
MDCU 1,
MDCU 2
9
MDCU 2
FCU
10
FIGURE 22-10-00-12400-A SHEET 1

Layout of AP/FD and Flight Control Components
1
2
3
4
5
6
7
8
9
10
ELEVATOR AILERON COMPUTER 1

SPOILER AND ELEVATOR COMPUTER 1
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER 1
FLIGHT AUGMENTATION COMPUTER 1
FLIGHT AUGMENTATION COMPUTER 2
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER 2
ELEVATOR AILERON COMPUTER 2
BRAKE STEERING CONTROL UNIT
3 4
56
@A318/A319/A320/A321
** On A/C ALL
N_MM_221000_0_AAM0_01_00
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** On A/C ALL
AFT AVIONICS COMPARTMENT

2CE2
1CC1
1CA2
1CE2
1CC2
1CE1
1CA1
2CE1
80VU
C
ELAC SEC
2
2
187VU
FMGC
2
FAC
2
FAC FMGC
1
1
SEC ELAC
1
1
15CA2
15CA1
24CA
21CA
23CA
FWD AVIONICS COMPARTMENT
22CA
90VU
BSCU
SEC3
10GG
1CE3
N_MM_221000_0_ACM0_01_00
AES
FIGURE 22-10-00-12500-A SHEET 1

22-10-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
8CE1
8CE2
8CE2
N_MM_221000_0_ACM0_02_00
AES
FIGURE 22-10-00-12500-A SHEET 2

22-10-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
HDG
TRK
SPD
MACH
100
V/S
FPA
UP
1000
PUSH
TO
LEVEL
OFF
METRIC
ALT
DN
FLIGHT CONTROL UNIT
BRT
F
A
I
L
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
DATA
MCDU
MENU
AIR
PORT
NEXT
PAGE
F
M
G
C
OVFY
M
C
D
U
M
E
N
U
CLR
MCDU
N_MM_221000_0_AEP0_01_00
AES
FIGURE 22-10-00-12600-C SHEET 1

Location of FCU and MCDUs
22-10-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
UPPER & LOWER
ECAM DUS
F/O
PFD
FCU
SIDE STICK CONTROLLER F/O
MDCU 2
THROTTLE CONTROL LEVERS
CAPT
PFD
MDCU 1
TAKE OVER P/B SW

CAPT
SWITCHING
PANEL
TO PFDS
&
ECAM DU
FMGC 2
FMGC 1
DMC 2
FWC 2

FWC 1
DMC 3
DMC 1
FLIGHT CONTROL UNIT

FMA
FD ORDERS
AUTO FLT AP OFF
UPPER ECAM DU
CAPT PFD
F/O PFD
STATUS
INOP SYST
CAT3 DUAL
LOWER ECAM DU
8VU
MCDU 2
MCDU 1
SWITCHING PANEL
N_MM_221000_0_AGM0_01_00
AES
FIGURE 22-10-00-14100-A SHEET 1

AP/FD Controls and Indicating in the Cockpit
22-10-00 PB001
Page 17
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
HDGV/S SELECTION
FLIGHT CONTROL UNIT

IN FLIGHT
IN RUNWAY OR ROLL OUT MODE
PITCH FD BAR
(GREEN)
ROOL FD BAR
(GREEN)
YAW FD BAR
(GREEN)
TRK FPA SELECTION
FLIGHT CONTROL UNIT

IN FLIGHT
IN RUNWAY OR ROLL OUT MODE
FLIGHT PATH DIRECTOR

(GREEN)
FLIGHT PATH VECTOR

(GREEN)
YAW FD BAR
(GREEN)
N_MM_221000_0_AJP0_01_00
AES
FIGURE 22-10-00-15500-B SHEET 1

Different FD Orders
22-10-00 PB001
Page 18
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
MANUAL CONTROL
TURNING V/S KNOB (1):
100
UP
1000
ALLOWS TO PRESELECT A
V/S (HERE + 2500 FT/MIN)
PUSH
TO
METRIC
ALT
LEVEL
OFF
WHEN PULLING THE V/S KNOB:
DN
V/S MODE ENGAGES ON

THE PRESELECTED V/S
FLIGHT CONTROL UNIT
AUTO CONTROL
WHEN PUSHING V/S KNOB:
DASHES ON V/S DISPLAY (2)
WHITE INDICATOR LIGHT COMES ON (3)
100
UP
1000
PUSH
TO
LEVEL
OFF
METRIC
ALT
DN
FLIGHT CONTROL UNIT

N_MM_221000_0_ALP0_01_00
AES
FIGURE 22-10-00-16300-B SHEET 1

LEVEL CHANGE in Manual and Automatic Control
22-10-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FAC 1
FMGC 1
RUDDER
2
AILERON
ELAC 1
ELEVATOR
SPOILERS
3
2
SEC 1
BSCU
N_MM_221000_0_ANM0_01_00
AES
FIGURE 22-10-00-17700-A SHEET 1

AFS/EFCS Interface
22-10-00 PB001
Page 20
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
MONITORING
LOGIC
AP 1 ENGD
LOGIC
AP 1
ENGD
C
M
FAC PROCES
SING HLTY
LOGIC
AP ENGD
RTL
LAW
YAW DAMPER
FROM ELAC
FAC 1
HEALTHY
RTL
ACTUATOR
DUTCH
ROLL
LAW
LAND
Y.D.
ACTUATOR
CONTROL LAWS:
TURN
COORD
BUS
CHOICE
FMGC 1
RUDDER TRIM
PANEL
NOSE
L
RTL
ACTUATOR
AP ENGD
Y.D.
ACTUATOR
ENG FAIL
RECOVERY
RUDDER
AP ENGD
R.T.
ACTUATOR
NOSE
R
ARTIFICIAL
FEEL
SURFACE
R.T.
ACTUATOR
FAC 1
FAC 2 HEALTHY
SAME AS FAC 1
FAC 2
FMGC 2
PEDALS
N_MM_221000_0_AQM0_01_00
AES
FIGURE 22-10-00-17900-A SHEET 1

Rudder Control
22-10-00 PB001
Page 21
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
THS ACTUATOR
B
HYD MOTORS
RIGHT
Y
TRIM MECHANICAL LINKAGE

G
MANUAL
PITCH CONTROL
TRIM
THS
ELEVATORS
G
LEFT
B
THS CONTROL
FMGC1
AP2
FROM FMGC 2
AP LIM
LIM
AP1
CMD
ELECTRIC MOTORS
iH
CAS
CNTRL
LAWS
HYDRAULIC
ACTUATORS
SEC2
SEC1
CMD
MON
TRAVEL
INHIBIT
A
AP1
CNTRL
SYNC
B
ELEVATOR
CONTROL
MANUAL
CONTROL
LAWS
STICKS
AP1
ENGAGED
SSM
OK
AP
DISENGAGE
LOGIC
CMD
CMD
MON
MON
CMD
MON
CMD
CMD
MON
MON
CMD
CMD
AP1
ENGD
1
AP1 CNTRL
AP1
ENGD
AP2 CNTRL
1
ELAC 1 OK (GND=OK)
ELAC 1 OK SIGNAL
MEANING IS ELAC FAIL OR POWER LOOP
FAULT IF ONLY ONE ELAC SEND THE
SIGNAL
MEANING IS AUTOPILOT DISCONNECT
ORDER IF BOTH ELACS ARE INVOLVED:
(AP OVERRIDE OR FLIGHT ENVELOPE
PROTECTIONS)
AP MANUAL OVERRIDE (STICK)

ELAC HLTHY OR POWER LOOPS
FLIGHT ENVELLOPE PROTECTION
AP MANUAL OVERRIDE (PITCH TRIM)
ELAC 1
1
ELAC 2 OK (GND=OK)
MON
MON
ELAC 2
LANDING
CAPABILITY
DOWNGRADED
N_MM_221000_0_ASM0_01_00
AES
FIGURE 22-10-00-18100-A SHEET 1

Pitch Control
22-10-00 PB001
Page 22
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
RIGHT
ELECTRO
HYDRAULIC
ACTUATORS
FMGC 1
FROM FMGC 2
CMD
p AIL AP2
p AIL AP1
CMD
MON
ROLL
ANGLE
Vc
GAIN
LIMIT
AP1 CNTRL
SYNC
p AIL
CONTROL
LAWS
B
MANUAL
CONTROL
LAWS (*)
STICKS
INTERNAL
LOGIC
INTERNAL
LOGIC
AP1 CNTRL
AP2 CNTRL
ELECTRO
HYDRAULIC
ACTUATORS
G
ELAC 1 OK
LEFT
ELAC 1
ELAC 2 OK
B
ELAC 2
N_MM_221000_0_AUM0_01_00
AES
FIGURE 22-10-00-18200-A SHEET 1

Aileron Control
22-10-00 PB001
Page 23
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
p SPOIL
AP2
FROM FMGC 2
p SPOIL
CONTROL
LAWS
TO
ELAC 2
Vc
GAIN
LIMIT
AP OFF AND ELAC MANUAL

NORMAL LAW NOT
AVAILABLE
AP1 CNTRL
SYNC
p SPOIL
AP1
B
MANUAL
CONTROL
LAWS (*)
STICKS
LOAD
ELEVATION
LAW
ELAC 1
FAULT
CMD
MON
CMD
ROLL
ANGLE
4
MANUAL
ALTERNATE
CONTROL LAW
INTERNAL
LOGIC
ROLL
SPOILER
SEC 1
AP2 CNTRL
ELAC 1 OK
FMGC 1
GROUND
SPOILER
LAW
AP1 CNTRL
INTERNAL
LOGIC
ELAC 1
SAME AS SEC 1
SAME
AS
FMGC 1
TO ELAC 1
SEC 2
SAME AS ELAC 1
FROM
FMGC 1
FMGC 2
SAME AS SEC 1
ROLL
SPOILER
ELAC 2
SEC 3
N_MM_221000_0_AWM0_01_00
AES
FIGURE 22-10-00-18400-A SHEET 1

Spoiler Control
22-10-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
BSCU HEALTHY
WHEEL SPD
AP1 OFF
BSCU A COM HEALTHY

BSCU A MON HEALTHY
BSCU B COM HEALTHY
BSCU B MON HEALTHY
WHEEL
SPD
DETECT
NOSE WHEEL
INTERNAL
MONITORING
ELECTRO
VALVE
LOGIC
HYDRAULIC
PRESSURE
BUS CHOICE
LOGIC
LEFT WHEEL SPD

RIGHT WHEEL SPD
NOSE WHEEL
EV
FMGC 1
AP2 OFF
LIMIT
LABEL 313
HYD
SV MANIFOLD
R PEDALS
R PEDALS
PEDALS
ELAC 1
TO AP ENG LOGIC
CAPABILITY LOC
ROLL OUT LOGIC
BSCU
SAME AS ELAC 1
ROLL OUT LOGIC

ELAC 2
FMGC 2
HANDWHEEL
N_MM_221000_0_AYM0_01_00
AES
FIGURE 22-10-00-18600-A SHEET 1

Nose Wheel Control
22-10-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
AP/FD LATERAL MODES
APPROACH CAPABILITY
INDICATIONS
AP/FD LONGITUDINAL MODES
AP/FD (& A/THR)

ENGAGEMENT
STATUS
A/THR MODES
FLIGHT MODE
ANNUNCIATOR
(FMA)
FLIGHT PATH
VECTOR
FLIGHT PATH
DIRECTOR
NOTE:
(
(
c : FLIGHT PATH DIRECTOR ORDERS

c AND
c : FLIGHT PATH ANGLE DEVIATION )
c : ROLL ANGLE DEVIATION )
N_MM_221000_0_BAM0_01_00
AES
FIGURE 22-10-00-19000-A SHEET 1

AP/FD Information on the PFDs
22-10-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FD1
ENGAGE
LOGIC
PFD CHANNEL
PITCH FD BAR
ROLL FD BAR
YAW FD BAR
FD
BASIC
LOOPS
ACQUISITION
AND
PROCESSING
CAPABILITY
LOGIC
AP/FD MODES
LOOPS
ND CHANNEL
PFD 1
ECAM CHANNEL
FMGC 1
N
A
DMC 1
PFD CHANNEL
FD
FD
FCU
ACQUISITION
AND
PROCESSING
SWITCHING
EIS DMC (8VU)
NORM
F/D
CAPT
3
3
ND1
ND CHANNEL
A
N
ECAM CHANNEL
DMC 3
ND2
FD2
ENGAGE
LOGIC
A
ACQUISITION
AND
PROCESSING
AP/FD MODES
LOGIC
FD
BASIC
LOOPS
ND CHANNEL
PITCH FD BAR
ROLL FD BAR
YAW FD BAR
N
PFD CHANNEL
ECAM CHANNEL
PFD2
DMC 2
FMGC 2
N_MM_221000_0_BCM0_01_00
AES
FIGURE 22-10-00-19400-A SHEET 1

Interface Between FMGCs and PFDs
22-10-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - ADJUSTMENT/TEST

** On A/C ALL
Task 22-10-00-710-001-A
Operational Test of the Takeover and Priority Pushbutton Switches
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1.
Reason for the Job

To do a check of the AP disengagement by the Takeover and Priority Pushbutton Switches and related warning.
2.
Job Set-up Information

A.
Fixtures, Tools, Test and Support Equipment
REFERENCE
No specific
B.
QTY
DESIGNATION
1
ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE
Work Zones and Access Panels

ZONE/ACCESS
120
210
822
ZONE DESCRIPTION
AVIONICS COMPARTMENT
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD
C.
Referenced Information
REFERENCE
24-41-00-861-002-A
DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power
24-41-00-861-002-A-01
Energize the Aircraft Electrical Circuits from the APU
24-41-00-861-002-A-02
Energize the Aircraft Electrical Circuits from Engine 1(2)
24-41-00-862-002-A
De-energize the Aircraft Electrical Circuits Supplied from the External Power
24-41-00-862-002-A-01
De-energize the Aircraft Electrical Circuits Supplied from the APU
24-41-00-862-002-A-02
De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)
31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A
EIS Start Procedure

EIS Stop Procedure
IR Alignment Procedure
3.
Job Set-up
Subtask 22-10-00-860-050-A
A.
AES
Aircraft Maintenance Configuration

(1)
Energize the aircraft electrical circuits

(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).
(2)
Align the ADIRS (two ADIRS are necessary in this test)

(Ref. TASK 34-10-00-860-004-A).
22-10-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(3)
On the overhead panel, on the FLT CTL panels 23VU and 24VU:
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, and FAC 1 and 2 pushbutton switches are
pushed (the FAULT and OFF legends must be off).
NOTE :
(4)
The two ELACs, one SEC and one FAC are necessary for this test.
Do the EIS start procedure

(Ref. TASK 31-60-00-860-001-A).
Subtask 22-10-00-010-050-A
B.
Get Access
(1)
Put the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE in position at the access door 822.
(a)
Open the access door 822.
(b)
On the battery power center 105VU:

. loosen the two screws and remove the protective cover.
Subtask 22-10-00-865-050-A
C.
Make sure that this(these) circuit breaker(s) is(are) closed:
49VU
PANEL
DESIGNATION
FLIGHT CONTROLS/ELAC1/NORM/SPLY
15CE1
B11
49VU
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FMGC/1
10CA1
B02
105VU
FLIGHT CONTROLS/ELAC2/STBY SPLY
16CE2
A02
105VU
FLT CTL/ELAC1/STBY SPLY
16CE1
A01
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
AUTO FLT/RUDDER/ARTF/FEEL
14CA
N17
121VU
AUTO FLT/STICK/LOCK
13CA
N16
121VU
FLIGHT CONTROLS/ELAC2/NORM/SPLY
15CE2
R20
4.
FIN
LOCATION
Procedure
Subtask 22-10-00-710-050-C
A.
Do this test:
ACTION
1.Make sure that the two FDs are engaged.
NOTE :
RESULT
On the upper section of the Captains and First Officers
PFDs:
If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view.
switches on the FCU (glareshield: 13VU).
2.On the FCU:

. Push the AP1(2) pushbutton switch to engage the
AP1(2).
AES
This pushbutton switch comes on.

On the upper section of the PFDs:
. The white AP1(2) indication comes into view.
22-10-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
3.On the Captains side stick controller:
. Push then release the Captains takeover and priority
pushbutton switch.
RESULT
The AP1(2) disengages.
On the FCU:
. The AP1(2) pushbutton switch goes off. The warnings
related to AP disengagement occur as follows:
. You can hear the cavalry charge warning for
approximately 1.5 seconds.
. On the glareshield, the red MASTER WARN lights flash
for approximately 3 seconds.
. On the upper ECAM DU, the red AP OFF indication is
shown for approximately 9 seconds.
4.On the FCU:

AP1(2).

5.On the First Officers side stick controller:

. Push then release the First Officers takeover and
priority pushbutton switch.

On the FCU:
6.Open the circuit breakers 15CE1(15CE2) and

16CE1(16CE2).
On the overhead panel, on the FLT CTL panel 23VU:

. The FAULT legend on the ELAC 1(2) pushbutton
switch comes on.
7.On the FCU:

AP1(2).
8.On the Captains side stick controller:
. Push then release the Captains takeover and priority
pushbutton switch.

On the FCU:
9.Close the circuit breakers 15CE1(15CE2) and

16CE1(16CE2).

. The FAULT legend of the ELAC 1(2) pushbutton
switch goes off after some seconds.
10.Do the tests again from step 2 to step 9 with

information between parentheses.
You must get the same results (step by step).
AES
22-10-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
5.
Close-up
Subtask 22-10-00-860-051-A
A.

(1)
On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switches to OFF.
(2)
Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).
(3)
De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
Subtask 22-10-00-410-050-A
B.
AES
Close Access
(1)
Install the protective cover on the battery power center 105VU.
(2)
Tighten the two screws.
(3)
Close the access door 822.
(4)
Remove the access platform(s).
22-10-00 PB501
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-10-00-710-002-A
Operational Test of Autopilot Disengagement and Locking Devices of the Side Stick Controller and Rudder Pedals
1.
Reason for the Job

(Ref. MPD 22-10-00-01-)
OPERATIONAL CHECK OF AP DISENGAGEMENT AND LOCKING DEVICES OF SIDE STICK CONTROLLER
AND RUDDER PEDALS
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
Pressurize the Blue Hydraulic System with a Ground Power Supply
29-10-00-863-003-A-01
Pressurize the Blue Hydraulic System with the Blue Electric Pump
29-10-00-864-003-A
Depressurize the Blue Hydraulic System
29-23-00-863-001-A
Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump
29-23-00-864-001-A
Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU
EIS Start Procedure
EIS Stop Procedure
31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A
TSM 22-11-00-810-835
3.
Results of the Operational Test of the Autopilot Engagement and Locking

Devices of the Side Stick Controller and Rudder Pedals not Satisfactory (for
corrective action)
Job Set-up
Subtask 22-10-00-860-052-A
A.

(1)
AES

24-41-00-861-002-A-02).
22-10-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(2)
Align the ADIRS (two ADIRS are necessary in this test)

(Ref. TASK 34-10-00-860-004-A).
(3)
On the overhead panel, on the FLT CTL panels (23VU and 24VU):
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, and FAC 1 and 2 pushbutton switches are
pushed (FAULT and OFF legends off). (The two ELACs, one SEC and one FAC are necessary for
this test).
(4)
Do the EIS start procedure (Ref. TASK 31-60-00-860-001-A).
(5)
On the center pedestal, on the ECAM control panel, set the F/CTL page.
(6)
Pressurize the aircraft hydraulic systems

(Ref. TASK 29-23-00-863-001-A) (Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003A-01).
Subtask 22-10-00-865-051-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FMGC/1
10CA1
B02
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
14CA
N17
121VU
AUTO FLT/STICK/LOCK
13CA
N16
4.
FIN
LOCATION
Procedure
Subtask 22-10-00-710-051-C
A.
Do this test:
NOTE :
Ignore the warnings related to this test.
NOTE :
If the result of the test is not satisfactory, do the trouble shooting procedure (Ref. TSM
22-11-00-810-835).
ACTION
NOTE :
RESULT
On the upper section of the Captains or the First Officers
PFDs:
If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view.
switches on the FCU (glareshield: 13VU).
2.Open the circuit breaker 10CA2.
On the First Officers PFD:

. The 1FD1 indication replaces 1FD2 indication.
3.Operate the rudder pedals to make a right turn, then a

left turn.
On the lower ECAM DU, on the F/CTL page:

. The rudder moves in relation with the command. Feel
the load applied on the pedals.
4.Release the rudder pedals.

5.Move the Captains side stick controller around its axis
and then to zero.
6.Move the First Officers side stick controller around its
axis and then to zero.
7.On the FCU:
AES
The side stick controllers move freely.

The side stick controllers move freely.
22-10-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
Push the AP1 pushbutton switch to engage the AP1.
8.Apply an usual load on the rudder pedals.
RESULT
Make sure that the load threshold of the rudder pedals is
more than that of step 3 (the load you apply to the pedals
must be below the new load threshold per step 9).
9.Apply a higher load on the rudder pedals until they move The AP1 disengages.
freely.
11.Engage the AP1 again.
. Apply a usual load in one direction
The side stick controller is locked.
The AP1 disengages.
Apply a higher load until it moves freely
13.Release the First Officers side stick controller.

15.Do the step 12 with the Captains side stick controller.
You must get the same results as step 12.
16.Release the Captains side stick controller.

17.Close the circuit breaker 10CA2, and after the safety
test, make sure that the FD2 engages.
On the First Officers PFD:

. The 1FD2 indication replaces the 1FD1 indication.
On the Captains PFD:

19.Engage the AP2.

20.Apply an usual load on the rudder pedals.
Make sure that the load threshold of the rudder pedals is

more than that of step 3 (the load you apply to the pedals
must be below the new load threshold per step 21).
21.Apply a higher load on the rudder pedals until they

move freely.
The AP2 disengages.

. Apply a usual load in one direction
The side stick controller is locked.
The AP2 disengages.
Apply a higher load until it moves freely
25.Release the First Officers side stick controller.

27.Do the step 24 with the Captains side stick controller.
You must get the same results as those of step 24.
28.Release the Captains side stick controller.

29.Close the circuit breaker 10CA1 and after the safety
test, make sure that the FD1 engages.
On the Captains PFD:

30.Cancel the AP warnings:

. Engage the AP1 or AP2
. Push and release the takeover and priority pushbutton
switch on Captains or First Officers side stick
controller.
or
. Push the MASTER WARN light on the glareshield
. Push the CLEAR key on the ECP (ECAM Control
Panel).
AES
22-10-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
5.
Close-up
Subtask 22-10-00-860-053-A
A.
AES

(1)
Depressurize the aircraft hydraulic system

(Ref. TASK 29-23-00-864-001-A) (Ref. TASK 29-10-00-864-003-A).
(2)
On the overhead panel , on the ADIRS CDU, set the OFF/NAV /ATT selector switches to OFF.
(3)
(4)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
22-10-00 PB501
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-10-00-710-003-A
Operational Test of the Vertical Speed and Heading Hold Modes
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
1.
Reason for the Job

To do a check of a longitudinal mode and a lateral mode.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
PTU
EIS Start Procedure
EIS Stop Procedure
31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A
3.
Job Set-up
Subtask 22-10-00-860-054-A
A.
AES

(1)

24-41-00-861-002-A-02).
(2)
Make sure that the aircraft is in the ground condition with the engines shut down.
(3)
Align the ADIRS (two ADIRS are necessary for this test)
(Ref. TASK 34-10-00-860-004-A).
22-10-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(4)
On the overhead panel, on the FLT CTL panels (23VU and 24VU):
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, FAC 1 and 2 pushbutton switches are pushed
(the FAULT and OFF legends are off).
NOTE :
One ELAC, one SEC and one FAC are necessary for this test.
(5)

(Ref. TASK 31-60-00-860-001-A).
(6)
On the center pedestal, on the ECAM control panel, set the F/CTL page.
(7)

(Ref. TASK 29-23-00-863-001-A)
(Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
Subtask 22-10-00-865-052-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FMGC/1
10CA1
B02
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
14CA
N17
121VU
AUTO FLT/STICK/LOCK
13CA
N16
4.
FIN
LOCATION
Procedure
Subtask 22-10-00-710-053-B
A.
Do this test:
ACTION
NOTE :
RESULT
On the upper section of the Captains and First Officers
PFDs:
If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view
switches on the FCU (glareshield 13VU)
. The cyan ALT indications are in view
. The cyan NAV indications are in view. On the FCU:
. The dashes are in view in the SPD, HDG and V/S
windows
. A value is shown in the ALT window
. All the indicator lights are off, except LAT.
2.On the FCU:

. Push the AP1 (AP2) pushbutton switch.

On the PFDs:
. The white AP1 (AP2) indication comes into view.
3.On the FCU:

. Pull the V/S-FPA selector knob.
On the PFDs:
. The green V/S indication with cyan value (+0) comes
into view.
. The cyan ALT indication goes out of view
. The pitch FD bar is shown centered. On the FCU, in
the V/S window:
. The dashes go out of view and are replaced by the zero
value.
AES
22-10-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
Turn the V/S-FPA selector knob to UP.
RESULT
On the FCU:
. The vertical speed shown in the V/S window increases
positively. On the PFDs:
. The pitch FD bar moves up.
. The cyan value increases. On the lower ECAM DU, on
the F/CTL page:
. The elevators move up (nose-up command).
Turn the V/S-FPA knob to DN, to cancel the vertical On the FCU:
speed.
. The vertical speed shown goes back to the zero value.
On the PDFs:
. The pitch FD bar is shown centered.
. The cyan value goes back to the value +0. On the
lower ECAM DU, on the F/CTL page:
. The elevators move back to zero.
Pull the HDG-TRK selector knob.
On the PFDs:
. The green HDG indication comes into view
. The cyan NAV indication goes out of view
. The roll FD bar is shown centered.
. cyan selected heading index comes into view in the
center of the heading scale. On the FCU, in the HDG
window:
. The dashes go out of view and the aircraft heading is
shown
. The LAT indicator light goes off.
Turn the HDG-TRK selector knob to positively

increase the heading value.
On the FCU:
. The heading shown in the HDG window increases. On
the PFDs:
. The roll FD bar moves to the right. The selected
heading index moves to the right (when the index is out
of view, digits replace it on the right of the heading
scale). On the lower ECAM DU, on the F/CTL page:
. The right aileron and the right spoilers move up
. The left aileron moves down
. The rudder moves to right
. The rudder trim moves to the right but after the
rudder. On the center pedestal, on the panel 110VU:
. A trim value is given on the rudder trim indicator.
Turn the heading selector knob to get back to the

aircraft heading.
On the PFDs:
. The roll FD bar moves to the center.
. The selected heading index returns to the center of the
heading scale. On the lower ECAM DU, on the F/CTL
page:
. The ailerons and spoilers move back to zero.
. The rudder and the rudder trim stay turned to the right
and are aligned. On the rudder trim indicator:
. The trim value is still shown.
The AP1 (AP2) disengages.
The warnings related to AP disengagement occur
momentarily.
4.On the Captains or First Officers side stick controller:

. Push the Captains AP disconnect and priority
pushbutton switch.
AES
22-10-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
5.On the center pedestal, on the panel 110VU:
. Push the RUD TRIM/RESET pushbutton switch.
RESULT
. The rudder and the rudder trim move back to zero. On
the rudder trim indicator:
. L or R 00.0 (plus or minus 0.3) is shown.
6.On the FCU:

. Push the HDG-V/S/TRK-FPA selection pushbutton
switch.
On the FCU:
. The TRK-FPA indication replaces the HDG-V/S
indication. On the PFDs:
. The roll and pitch FD bars are replaced by the Flight
Path Director and Flight Path Vector symbols.
. The green V/S indication with cyan value reverts to the
green FPA indication with cyan value.
. The green HDG indication reverts to the green TRACK
indication.
5.
Close-up
Subtask 22-10-00-860-055-A
A.
AES

(1)
Depressurize the aircraft hydraulic systems

(2)
(3)
(4)
De-energize the aircraft electrical circuits

24-41-00-862-002-A-02).
22-10-00 PB501
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-10-00-710-004-A
1.
Reason for the Job

To do a check of the integral lighting and the window lighting of the FCU.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-10-00-861-053-A
A.

(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002A-02).
Subtask 22-10-00-865-053-A
B.

PANEL
49VU
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
121VU
AUTO FLT/FCU/2
9CA2
M21
122VU
LIGHTING/INSTL LT/GLARE/SHLD
5LF
Y05
4.
FIN
LOCATION
Procedure
Subtask 22-10-00-710-054-A
A.
Do this test:
ACTION
1.On the glareshield, below the FCU:
RESULT
On the FCU:
Set the two potentiometers to their left stop.
.
.
On the front face, the indications go off.

The window lighting goes off.
2.Set the left potentiometer to the right stop.
All the indications on the front face get brighter.
AES
22-10-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
3.Set the right potentiometer to the right stop.
RESULT
The window lighting increases.
4.Set the two potentiometers to the left stop.
Same result as in step 1.
5.
Close-up
Subtask 22-10-00-862-053-A
A.
AES

22-10-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-10-00-710-005-A
Operational Test of the Indicator Lights and Displays of the FCU
1.
Reason for the Job

To do a check of the indicator lights and displays of the FCU.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-10-00-861-054-A
A.

Subtask 22-10-00-865-054-A
B.

PANEL
49VU
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FMGC/1
10CA1
B02
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
122VU
LIGHTING/TST/BOARD/SPLY
30LP
X06
4.
FIN
LOCATION
Procedure
Subtask 22-10-00-710-055-B
A.
Do this test:
ACTION
1.On the overhead panel, on the panel 25VU:
. Make sure that the ANN LT switch is set to DIM.
AES
RESULT
22-10-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
2.On the panel 25VU:
. Set the ANN LT switch to TEST.
RESULT
On the FCU:
. The 3 green bars on the pushbutton switches come on.
. All the segments in the display windows and the three
associated green indicator lights come on.
3.Set the ANN LT switch to DIM.
You must get the same result as in

step 1.
5.
Close-up
Subtask 22-10-00-862-054-A
A.
AES

22-10-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-10-00-710-006-A
1.
Reason for the Job

To
.
.
.
2.
do a check of:
the selector switches and the display windows
the changeover logic between FCU1 and FCU2
the re-initialization of the two microprocessors for a power cut of more than seven minutes.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-10-00-861-055-A
A.

Subtask 22-10-00-865-055-A
B.

PANEL
49VU
DESIGNATION
AUTO FLT/FCU/1
FIN
9CA1
LOCATION
B05
Subtask 22-10-00-865-059-A
C.
Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:
PANEL
49VU
DESIGNATION
AUTO FLT/FMGC/1
10CA1
B02
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
AES
FIN
LOCATION
22-10-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
4.
Procedure
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
Subtask 22-10-00-710-056-B
A.
Do this test:
NOTE :
During the test, ignore the visual and aural warnings.
ACTION
1.On the FCU, on the EFIS control section:
. Set the two in Hg/hPa selector switches to hPa.
RESULT
2.On the FCU:

. Pull and turn the selector knobs to change the values
in the display windows.
The FCU shows these values:

. V/S: +30oo
. ALT: 40000
. HDG: 359
. SPD: 399
. BARO pressure: 1013.
3.Close the circuit breaker 9CA2.
No change.

5.On the FCU:
. Change the values shown.
The FCU shows the same values as in step 2.

. V/S: -40oo
. ALT: 15800
. HDG: 95
. SPD: 120
. BARO pressure: 1013
No change.


On the FCU, all the values go out of view.
9.Wait more than 7 minutes and then close the circuit

breaker 9CA2.
At
.
.
.
.
.
the end of the safety test, the FCU shows these values:
V/S: +00oo
ALT: 00100
HDG: 000
SPD: 100
BARO pressure: 1013. The HDG-V/S indication is in
view.
No change.
13.On the FCU:

. Push then release the HDG-V/S/TRK FPA
pushbutton switch.
On the FCU:
. The TRK-FPA data is shown (indication and display
windows).
The HDG-V/S data is shown (indication and display

windows)
The related display shows SPD 100.
Push the pushbutton switch again.

15.On the FCU, (at the end of the safety test):
.
AES
Pull the SPD-MACH selector knob.
22-10-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
Push and release the SPD/MACH pushbutton switch.
RESULT
The related display window shows
MACH .01
or
MACH .10 if the ADIRUs are not set to OFF.
SPD 100.

** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
Subtask 22-10-00-710-056-C
A.
Do this test:
NOTE :
During the test, ignore the visual and aural warnings.
ACTION
1.On the FCU, on the EFIS control section:
. Set the two in Hg/hPa selector switches to hPa.
RESULT
2.On the FCU:

. Pull and turn the selector knobs to change the values
in the display windows.

. V/S: +30oo
. ALT: 40000
. HDG: 359
. SPD: 399
. BARO pressure: 1013.
No change.

5.On the FCU:
. Change the values shown.

. V/S: -40oo
. ALT: 15800
. HDG: 95
. SPD: 120
. BARO pressure: 1013
No change.


The displays will stay on for some time.
9.Wait more than 7 minutes and then close the circuit

breaker 9CA2.
At
.
.
.
.
.

AES
the end of the safety test, the FCU shows these values:
V/S: +00oo
ALT: 00100
HDG: 000
SPD: 100
BARO pressure: 1013. The HDG-V/S indication is in
view.
Note a residual illumination of the LED values if exists.
No change.
22-10-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
13.On the FCU:
. Push then release the HDG-V/S/TRK FPA
pushbutton switch.
RESULT
On the FCU:
. The TRK-FPA data is shown (indication and display
windows).
The HDG-V/S data is shown (indication and display

windows)

15.On the FCU, (at the end of the safety test):
.
Pull the SPD-MACH selector knob.
The related display shows SPD 100.
Push and release the SPD/MACH pushbutton switch.

MACH .01
or
MACH .10 if the ADIRUs are not set to OFF.
SPD 100.

5.
Close-up
** On A/C ALL
Subtask 22-10-00-862-055-A
A.
AES

22-10-00 PB501
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-10-00-710-007-A
WARNING : IF HYDRAULIC SYSTEMS ARE PRESSURIZED, THE PITCH TRIM COULD AUTOMATICALLY GO TO
THE NEUTRAL POSITION WHEN YOU GO BACK TO THE GROUND CONFIGURATION.
1.
Reason for the Job

To do a check of the Altitude Alert Warning.
2.

A.
REFERENCE
No specific
B.
QTY
DESIGNATION
AR SAFETY CLIP - CIRCUIT BREAKER

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
31-60-00-860-001-A
31-60-00-860-002-A
EIS Start Procedure

EIS Stop Procedure
32-00-00-860-001-A
Flight Configuration Precautions with Electrical Power
32-00-00-860-001-A-01
Flight Configuration Precautions without Electrical Power
32-00-00-860-002-A
Ground Configuration after Flight Configuration with Electrical Power
32-00-00-860-002-A-01
Ground Configuration after Flight Configuration without Electrical Power
34-10-00-860-002-A
34-10-00-860-005-A
ADIRS Start Procedure

ADIRS Stop Procedure
3.
Job Set-up
Subtask 22-10-00-860-056-A
A.

(1)
AES

24-41-00-861-002-A-02).
22-10-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(2)

(Ref. TASK 31-60-00-860-001-A).
(3)
Do the ADIRS start procedure

(Ref. TASK 34-10-00-860-002-A).
(4)
Make sure that the aircraft is in the clean configuration (on the FLAPS panel 114VU, the lever is in the
0 notch position).
Subtask 22-10-00-860-059-A
B.
Take the applicable safety precautions before you open the LGCIU circuit breakers (Ref. TASK
32-00-00-860-001-A) or (Ref. TASK 32-00-00-860-001-A-01).
NOTE :
You must do these actions to prevent probe heating and to simulate a flight configuration.
NOTE :
Push and release the MASTER CAUT (or MASTER WARN) pushbutton switch to ignore the warnings
related to this simulation.
Subtask 22-10-00-865-060-A
C.
49VU
PANEL
DESIGNATION
AUTO FLT/FCU/1
9CA1
FIN
B05
LOCATION
49VU
AUTO FLT/FMGC/1
10CA1
B02
49VU
CAPT/LOUD/SPKR
5WW
F10
49VU
FWS/FWC1/SPLY
3WW
F01
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
EIS/F/O/LOUD/SPKR
4WW
P08
121VU
EIS/FWC2/SPLY
2WW
Q07
Subtask 22-10-00-865-072-A
D.
Open, safety and tag this(these) circuit breaker(s):
49VU
PANEL
DESIGNATION
L/G/LGCIU/SYS1/NORM
1GA
C09
49VU
ANTI ICE/PROBES/AOA/1
4DA1
D04
49VU
ANTI ICE/PROBES/PHC/1
2DA1
D03
49VU
ANTI ICE/PROBES/PITOT/1
3DA1
D02
121VU
COM NAV/RAD ALTM/2
1SA2
K12
121VU
COM NAV/RAD ALTM/1
1SA1
K11
121VU
HYDRAULIC/LGCIU/SYS2
2GA
Q35
121VU
HYDRAULIC/LGCIU/SYS1/GRND SPLY
52GA
Q34
122VU
2DA3
Y16
122VU
ANTI ICE/PROBES/2/TAT
1DA2
Y15
122VU
ANTI ICE/PROBES/2/PITOT
3DA2
Y14
122VU
ANTI ICE/PROBES/2/AOA
4DA2
Y13
AES
FIN
LOCATION
22-10-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
122VU
PANEL
DESIGNATION
2DA2
FIN
Y12
LOCATION
122VU
ANTI ICE/PROBES/2/STATIC
5DA2
Y11
122VU
3DA3
Z16
122VU
4DA3
Z15
122VU
5DA3
Z14
122VU
5DA1
Z13
122VU
1DA1
Z12
2000VU
** On A/C 005-099
WASTE WIP-DRAINMAST-FWD
1DU
B06
2000VU
** On A/C ALL
1DU
B08
2001VU
WASTE WIP DRAINMAST AFT
11DU
E01
** On A/C 003-004
Subtask 22-10-00-860-057-A
E.
4.

(1)
On the center pedestal, on the SWITCHING panel 8VU, make sure that the AIR DATA selector switch
is set to NORM.
(2)
On the FCUs:
. Push the baro reference selector knobs to get baro reference,
. then turn them to set an altitude equal to zero feet on Captains and First Officers PFDs.
Procedure
Subtask 22-10-00-710-057-A
A.

NOTE :
To do a check of the altitude alert circuit, you must do a check of FCU C/Bs with FWC C/Bs with
these pairs of circuit breakers open:
. 9CA1/2WW
. 9CA1/3WW
. 9CA2/2WW
. 9CA2/3WW
ACTION
1.Open the circuit breakers 9CA1 and 2WW.
RESULT
2.In the center of the FCU:

. Turn the altitude selector knob to set an altitude of
1000 ft in the ALT field of the display window.
3.On the right side of the FCU:
. Turn the baro reference selector knob to set an
altitude of 500 ft on the right altitude counter.
The altitude alert audio warning (C chord) operates only

once briefly.
On the two PFDs, altitude counter framework flashes yellow
continuously.
The altitude alert audio warning (C chord) operates

continuously.
On the two PFDs, the altitude counter framework flashes
amber continuously.
AES
Turn the baro reference selector knob to set an

altitude of zero ft on the right altitude counter.
22-10-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
4.In the center of FCU:
RESULT
The altitude audio warning stops.
On the two PFDs, the altitude counter framework no longer
flashes.
5.Close the circuit breaker 2WW.

Open the circuit breaker 3WW.
Wait for one minute.
NOTE :
Push and release the MASTER CAUT (or

MASTER WARN) pushbutton switch to ignore
the warnings.
6.Repeat the steps 2, 3 and 4.
7.Close the circuit breakers 9CA1 and 3WW.
Open the circuit breakers 9CA2 and 2WW.
Same results as in steps 2, 3 and 4.
NOTE :

the warnings.
8.In the center of the FCU:
9.On the left side of the FCU:
. Turn the baro reference selector knob to set an
altitude of 500 ft on the left altitude counter.
The altitude alert audio warning (C chord) operates only

once briefly.
On the two PFDs, altitude counter framework flashes yellow
continuously.
The altitude alert audio warning (C chord) operates

continuously.
On the two PFDs, the altitude counter framework flashes
amber continuously.
Turn the baro reference selector knob to set an

altitude of zero ft on the left altitude counter.
10.In the center of FCU:

The altitude audio warning stops.

On the two PFDs, the altitude counter framework no longer
flashes.
11.Close the circuit breaker 2WW.

Open the circuit breaker 3WW.
NOTE :

the warnings.
12.Repeat the steps 8, 9 and 10.
Same results as in steps 8, 9 and 10.
13.Close the circuit breakers 9CA2 and 3WW.

5.
Close-up
Subtask 22-10-00-865-073-A
A.
Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):
PANEL
49VU
AES
DESIGNATION
L/G/LGCIU/SYS1/NORM
FIN
1GA
LOCATION
C09
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121VU
PANEL
DESIGNATION
COM NAV/RAD ALTM/2
1SA2
FIN
K12
LOCATION
121VU
COM NAV/RAD ALTM/1
1SA1
K11
121VU
HYDRAULIC/LGCIU/SYS2
2GA
Q35
121VU
HYDRAULIC/LGCIU/SYS1/GRND SPLY
52GA
Q34
Subtask 22-10-00-860-060-A
B.
After you close the LGCIU circuit breakers, put the aircraft back to the ground configuration (Ref. TASK
32-00-00-860-002-A) or (Ref. TASK 32-00-00-860-002-A-01).
Subtask 22-10-00-865-074-A
C.
PANEL
49VU
DESIGNATION
ANTI ICE/PROBES/AOA/1
FIN
LOCATION
4DA1
D04
49VU
2DA1
D03
49VU
ANTI ICE/PROBES/PITOT/1
3DA1
D02
122VU
2DA3
Y16
122VU
1DA2
Y15
122VU
3DA2
Y14
122VU
4DA2
Y13
122VU
2DA2
Y12
122VU
5DA2
Y11
122VU
3DA3
Z16
122VU
4DA3
Z15
122VU
5DA3
Z14
122VU
5DA1
Z13
122VU
1DA1
Z12
2000VU
** On A/C 005-099
1DU
B06
2000VU
** On A/C ALL
1DU
B08
2001VU
WASTE WIP DRAINMAST AFT
11DU
E01
** On A/C 003-004
Subtask 22-10-00-860-058-A
D.
AES

(1)
Do the EIS stop procedure

(Ref. TASK 31-60-00-860-002-A).
(2)
Do the ADIRS stop procedure

(Ref. TASK 34-10-00-860-005-A).
(3)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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AP/FD ENGAGEMENT - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The engagement of the Flight Director (FD) and the Autopilot (AP) for flight guidance are described in this section.
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** On A/C ALL
2.
System Description
A.
FD Engagement
(1) General
(Ref. Fig. 22-11-00-12500-A - FD Engagement)
The FDs are engaged automatically upon energization of the computers in flight or on the ground.
(a) Energization on ground
After the safety tests, at power rise:
. The two FDs engage if no failure is detected by internal monitoring.
The FMA indications appear on the PFDs but the FD bars are removed.
The FD orders will be displayed on the PFD for a given axis when a mode is active on this axis.
. If an FD does not engage (FMGC failure detected by internal monitoring), the two PFDs are
switched to the valid FD (same FD indication on both PFDs).
(b) Energization in flight
The safety test at power rise is not performed.
The two FDs engage in V/S and HDG modes.
(2) FD - Engage Hardware Logic
(Ref. Fig. 22-11-00-12700-A - FD - Engage Hardware Logic)
A part of the FD engage logic is accomplished through the hardware.
This logic takes into account the FD ENGD signals (generated in the software) and the FG HLTY signals
from the command and monitoring channels:
Loss of the FD ENGD signal is spread over a period of 200 ms.
The safeguard of the engage signals is ensured by back-up current Vs over a brief period.
The CMD and MON FD ENGD wired signals which are obtained are used by:
. The DMCs (FMGC bus selection logic).
. The FCU (FMGC bus selection logic).
. The opposite FMGC (FD COND logic).
(a) FLIGHT GUIDANCE HEALTHY logic (FG HLTY)
(Ref. Fig. 22-11-00-12800-A - FG HLTY Logic)
1
AES
FG HLTY logic on command side

This signal which is consolidated by an FG HLTY signal from the monitoring channel is generated
by the following monitoring functions:
a
Internal monitoring of the guidance

This monitoring function comprises the result of the safety tests.
These tests are initiated on the ground at power rise (long cutoff) The devices to be tested
are : the memories, the watchdog, the power supply monitoring circuit, etc.
. Monitoring of the +5V, +15V and -15V powers (supplied from the aircraft 28 VDC)
This is a cross - monitoring between CMD and MON channels (the CMD side monitors
the MON powers and vice versa)
. Monitoring of the access to the INNER/GUIDANCE common memory
. Monitoring of the ARINC input and output sequencers
. Monitoring of the monitor ARINC transmissions
. Monitoring of the real-time monitor of the inner loop processor
. Monitoring of the alpha-floor logic.
Internal monitoring of the inner loop CPU

This monitoring function comprises:
. Monitoring of the AP output orders
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.
.
Monitoring of the INNER/GUIDANCE common memory

monitoring of monitor ARINC transmissions.
Monitoring of the exceptions of the guidance CPU

An exception results from an instruction which cannot be performed normally for these
reasons:
. Either it does not follow the rules of the memory protection
. Or it leads to an erratic result
. Or the instruction itself is garbled.
Monitoring of the exceptions of the inner loop CPU
Guidance processor watchdog output
FG HLTY logic on monitoring side

This signal which is also consolidated by the FG HLTY signal from the command channel is
generated by the following monitoring functions:
a
Software monitoring of the monitor CPU

This monitoring function comprises:
. Result of the safety tests
. Monitoring of the +5V, +15V and -15V powers of the command channel
. Monitoring of the command ARINC transmissions
. Monitoring of the AP orders
. Monitoring of the FD orders
. Monitoring of the alpha-floor logic.
Monitoring of the exceptions of the monitor CPU
Watchdog activation
(b) FD ENGAGED logic (FD ENGD)

Three conditions are required to obtain FD ENGD
1
FD specific conditions (FD COND)

(Ref. Fig. 22-11-00-12900-A - FD Disengagement)
This logic takes into account the actions on the FD pushbutton switches on the FCU
(Ref. Fig. 22-11-00-12800-A - FG HLTY Logic)
NOTE :
The FD can be disengaged by means of the FD bars clearing pushbutton switches.
Two cases may arise:
AES
Both FMGCs valid

(FD1 on Capt PFD and FD2 on F/O PFD)
Action on one pushbutton switch results in:
. Removal of the bars on the associated PFD
. Disengagement of the corresponding FD.
One FMGC not valid (the opposite FD is presented on Capt and F/O PFDs)
Action on one pushbutton switch results in:
. Removal of the bars on the PFD associated with the pushbutton switch.
Action on the second pushbutton switch results in:
. Removal of the bars on the associated PFD
. Disengagement of the FD.
AP/FD common conditions (Ref. para. 2. A. (3).
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3
AP/FD/A THR common conditions (Ref. para. 2. A. (4).
(3) AP/FD Common Conditions : AP/FD COND

(Ref. Fig. 22-11-00-13100-A - AP/FD COND Logic)
(a) FAC parameters monitoring
This monitoring takes into account the validity (refresh and status matrix) of the data on the bus
selected by the FMGC.
Selection of the FAC bus is in function of the FAC HEALTHY wired discretes (two CMD and MON
discretes per FAC).
. The monitoring of the parameters linked to the flight envelope is not taken into account in LAND
TRACK phase.
. Parameters such as; weight, center of gravity, maneuvering speed in clean configuration, are not
monitored in LAND TRACK or GO AROUND modes.
(b) Radio altimeter monitoring
Each FMGC monitors the validity of the radio altimeter data delivered by each bus (refresh, status
matrix validity).
This monitoring selects the appropriate bus and causes disengagement of the AP/FD in case of total
loss of the two radio altimeters at LAND ARM mode selection or at GLIDE CAPTURE or GLIDE
TRACK or LAND TRACK mode selection.
(c) ROLL OUT mode validity
Two monitoring functions define the validity of the ROLL OUT mode:
. Monitoring of the runway heading delivered by the ILS (refresh and status matrix validity)
. Deviation between runway heading and magnetic track delivered by the ADIRS less than 7 deg.
between 700 ft and 100 ft.
These functions are effective as soon as the LAND Mode is selected.
(d) ILS monitoring
Each FMGC monitors the parameters transmitted by both ILS/MMR receivers.
Total loss of ILS information at LAND ARM or LOC ARM selection results in AP and FD
disengagement (except in the event of glide deviation loss below 100 ft.).
(e) Validities of lateral and longitudinal flight plans
The AP/FD is disengaged when the validity of lateral or longitudinal flight plan is lost, with FINAL
DES mode armed or active.
(f) FCU parameter monitoring
This monitoring takes into account the validity of the FCU bus data (refresh and status matrix). It is
inhibited in LAND TRACK or GO AROUND mode.
(4) AP/FD/A THR Common Conditions
(Ref. Fig. 22-11-00-13300-A - AP/FD/A THR Common Conditions)
This logic covers all the conditions common to the AP, FD and A/THR functions.
(a) Monitoring of ADIRS parameters
Two types of monitoring functions performed on the ADR and IR labels.
AES
For all the data

Status matrix and refresh monitoring (failure detected by self-test) through the peripheral).
For some important data

. comparison of the data from the 3 ADIRS
. 2 by 2 comparison of with respect to the voted value (failure not detected by self-test through
the peripheral).
At first failure (detected by self-test or not) the considered FMGC can change over automatically
on the ADIRS 3 data (manual switching can also be performed on the panel 8VU).
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A second failure causes disengagement of the AP, FD and A/THR systems.
(b) Validity of the FM part
This validity which is necessary to engage the cruise modes, is no longer taken into account in the
following modes : G/S TRACK below 700 ft., LAND TRACK and GO AROUND.
(c) Landing-gear data availability
The FAC delivers the information related to landing-gear data availability.
This item of information is not taken into account in LAND and GO AROUND modes.
(5) FD Command Generation
(Ref. Fig. 22-11-00-13500-A - FD Basic Loops)
The following basic loops generate the FD commands:
(a) FD pitch control command
This command is generated from the outer loop command - DELTA THETA C FD.
The bar control command takes into account data feedback. It is limited to plus or minus 22.5 deg.
A vertical acceleration term is added when the commands are displayed in FPV mode (flight path
vector).
(b) FD roll control command
This command is generated from the outer loop command - PHI C.
When the FD commands are presented by crossed bars, the roll FD command is limited to plus or
minus 45 deg..
(c) FD yaw control command
This command is displayed on the PFDs in these phases only: ROLL OUT, RUNWAY (to 30 ft.) and
ALIGN (Ref. para 2. A. (6).
The DELTA R YAW command is generated in the yaw AP basic loop. The FD command is limited to
plus or minus 45 deg. in amplitude.
(d) FD command monitoring
The FD pitch and yaw control commands are computed in the command and monitoring channels and
then compared
(Ref. Fig. 22-11-00-13600-A - FD Command Monitoring)
The result of these comparisons is used to generate the FG HEALTHY signal. (Ref. para 2. A. (2)
Internal Monitoring Logic)
In TAKE OFF, LANDING and GO AROUND modes, the pitch and yaw outer loop commands are
computed in the command and monitoring channels.
(6) Removal of FD Commands
(Ref. Fig. 22-11-00-13800-A - Removal of FD Commands)
The FD commands can be removed in two ways:
(a) Removal manual control
The crew can clear the FD commands by means of the FD pushbutton switches located on the FCU.
Action on one FD pushbutton switch results in:
. Extinguishing of the FD P/B
. Removal of the FD commands (tendency bars or flight path director symbols) on the associated
PFD.
A second action on the illuminated pushbutton switch leads to:
. Illumination of the P/B (three green bars)
. Display of the FD commands.
The FD pushbutton switches come on automatically:
. Upon energization
. Upon loss of the AP, the ROLL OUT mode being active.
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(b) Logic - controlled removal
The FD commands (on the three axes) are delivered to the DMCs on three different labels:
. Label 141 PITCH FD BAR
. Label 140 ROLL FD BAR
. Label 143 YAW FD BAR.
This logic orders the DMCs to clear a command by forcing the status matrix of the corresponding label
to NCD:
. NCD on the three labels when the FD ENGD condition is lost
. NCD on the label 141 when no longitudinal mode is engaged or when the ROLL OUT mode is
active
. NCD on the label 140 when no lateral mode is engaged or when the RUNWAY LOC or the ROLL
OUT modes are active
. NCD on the label 143 as long as the RUNWAY LOC, ROLL OUT or ALIGN modes are not active.
(7) FD Display Flashing
The FMGCs can send a command to the DMCs to make the FD bars flash.
(a) FD pitch bar
This bar flashes in the following conditions:
. When the transmission of the glide data is interrupted above 100 ft. with the G/S CPT,
GS/TRACK and LAND TRACK modes engaged.
. If the ALT ACQ mode is lost further to altitude reference change (the bar flashes for 10 s).
. If the V/S mode is engaged (further to pilot action or loss of the lateral approach mode) with the
G/S CPT, G/S TRACK, LAND TRACK or FINAL DESCENT modes engaged (the bar flashes for
10 s).
. When one AP or FD is engaged, when no AP/FD were previously engaged (the bar flashes for 10
s).
(b) FD roll bar
This bar flashes in the following conditions:
. When the transmission of the LOC data is interrupted above 15 ft. with the LOC CPT, LOC
TRACK and LAND TRACK modes engaged.
. If the HDG mode is engaged (further to pilot action or loss of the longitudinal approach mode)
with the LOC CPT, LOC TRACK, LAND TRACK modes engaged or in the NAV mode associated
with RNAV approach (the bar flashes for 10 s).
. When one AP or FD is engaged, when no AP/FD were previously engaged (the bar flashes for 10
s).
(c) Flight path vector (FPV)
The vector flashes when one of the conditions mentioned above is present.
B.
AP Engagement
(1) General
The AP is engaged through two pushbutton switches (AP1 and AP2) located on the center section of the
FCU.
In cruise only one AP can be engaged at a time (priority to the last AP engaged).
Both APs can be engaged when the following modes are active or armed:
. LAND mode
. GO AROUND mode.
In these cases, the AP1 has priority and is active. The AP2 is in standby and becomes active if the AP1 is
lost.
When these modes are released, the AP2 is disengaged automatically.
The AP can be engaged on the ground in any mode with engines stopped.
The AP disengages when one engine is started.
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An AP can be engaged again 5 s after lift-off in active FD modes (if at least one FD is engaged) and, in
HDG and V/S modes (if no FD is engaged).
At AP engagement, the load thresholds on the side stick controllers and on the rudder pedals are increased.
AP engagement is indicated by the illumination of the corresponding pushbutton switch (three green bars)
and by the AP1 or AP2 indication in the status column on the PFDs.
The pilot can disengage the AP in different ways:
. By action on the engagement pushbutton switch, with the green bars on.
. By action on one takeover and priority pushbutton switch on the side stick controller.
Loss of the AP is indicated by an aural and visual warning (Ref. para. 2. B. (6).
(2) AP ENGD Hardware Logic
(Ref. Fig. 22-11-00-14400-B - AP - Engage Hardware Logic)
(a) Principle
A part of the AP engage logic is accomplished through the hardware. It takes into account the
following signals:
. AP ENGD boolean generated in the software
. FG HEALTHY logic signal (Ref. para 2. A. (2))
. AP SW wired discrete from the FCU.
The AP ENGD hardware logic utilizes the command and the monitoring channels. Each output
discrete takes into account the conditions generated by each generated by each channel.
During the safety tests (at power rise) the AP SW signal is inhibited prohibiting engagement through
the pushbutton switch.
The disengagement takes place in the hardware logic:
. Upon loss of one of the AP ENGD and FG HEALTHY signals after confirmation of 200 ms.
. Through action on one takeover and priority pushbutton switch located on the side stick
controllers.
. Upon detection of long power failure (LPF) by the power unit.
In the event of short interruption, the engage signal maintains its pre-cutoff state. The final circuits are
therefore supplied with back-up current (VS).
They are isolated from the other signals during the cutoff (SW RESET signal active).
. The AP ENGD wired discretes obtained are used by : the FACs (selection of AUTO mode and
acquisition of yaw axis guidance signals)
. The ELACs (selection of AUTO mode and acquisition of guidance signals, pitch and roll axes and
nose-wheel steering)
. The FCU (illumination of the corresponding AP pushbutton switch, 3 green bars, and selection of
the FMGCs (generation of the AP warning)
. The opposite FMGC (disengagement of associated AP if in cruise modes, selection of the FMGC
having priority)
. The OWN FMGC (engagement wrap around).
(b) AP ENGD Software Logic
AES
Engagement conditions
This signal is at 1 (flip-flop set) if all the engagement conditions are activated:
. Action on the engagement pushbutton switch
. Ground conditions : engagement possible in any mode only if the engines are shut down
. Flight conditions : engagement possible 5 s after lift-off
. Conditions specific to the AP : AP COND (Ref. para. 2. B. (5)
. Conditions common to the AP/FD : AP/FD COND (Ref. para. 2. A. (3)
. Conditions common to the AP/FD and A/THR : AP/FD/A THR COND (Ref. para. 2. A.
(4).
Disengagement conditions
This signal is set to O (flip-flop reset) when a disengagement condition is present:
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.
.
.
.
.
.
Action on the engagement pushbutton switch, the associated AP being already engaged
Engagement of the opposite AP if the AP is not in LAND or GO AROUND mode
Action on one takeover and priority pushbutton switch
One engine start on the ground
Loss of one condition : either AP COND, or AP/FD COND or AP/FD/ A-THR COND
In the event of landing in dual-AP operation, disengagement of AP2 only when the LAND or
GO AROUND mode is released.
(3) AP Specific Conditions (AP COND)

(Ref. Fig. 22-11-00-14600-A - AP COND Logic)
This logic covers all the conditions required to engage the AP
(a) Feedback of wired engage discretes
Engagement is confirmed by the feedback of four AP ENGD discretes delivered by each FMGC.
Therefore for the FMGC1:
. The AP ENGAGEMENT FEEDBACK condition (command) is set to 0 upon loss of discrete AP1
ENGD1 or 2 delivered by the command channel
. The AP ENGAGEMENT FEEDBACK condition (monitor) is set to 0 upon loss of discrete AP1
ENGD3 or 4 delivered by the monitoring channel.
(b) Disengagement through AP takeover and priority pushbutton switches
(c) Availability and validity of peripherals
These are peripherals which utilize the AP commands.
1
FAC
. Availability of at least one FAC (CMD and MON FAC HEALTHY wired discretes).
. Confirmation of FAC operation in AUTO mode further to AP engagement by the FAC
. Engagement of the yaw damper function
. Engagement of the rudder trim function.
Loss of one of the above five logic conditions is not taken into account in LAND TRACK,
between 100 ft. and the ground.
ELAC
Each ELAC generates ELAC AP DISC discretes.
The AP disengages only upon a command from the two ELACs.
The disconnection command from only one ELAC results in a reduction of landing capability.
(d) Condition specific to GO AROUND and TAKEOFF modes

On the ground, the engagement of the GO AROUND mode or positioning of the both throttle control
levers in or above the MCT/FLX gate result in AP disengagement.
(4) Generation of AP Commands
(a) Pitch basic loop
(Ref. Fig. 22-11-00-14700-A - Pitch Basic Loop)
When the AP is engaged, the delta q command generated in the pitch basic loop is sent to the ELAC
and controls the power loop of the elevator servocontrols. The delta q command integrated in the
ELAC is then fed to the THS actuator for the autotrim function.
The delta q command is limited in amplitude (-18 deg., +9 deg.) and in variation speed (10 deg./s in
clean configuration, 20 deg./s with flaps and slats extended).
Two inputs are applied to the pitch basic loop:
. A cruise input
. A landing input which optimizes performances but requires higher response for the elevator
servocontrols.
Change from one input to the other occurs at selection of the G/S GPT mode.
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1
Cruise
The delta q elevator command is generated from:
. The outer loop command - delta theta c AP
. The aircraft feedbacks in pitch angle (theta), pitch attitude rate and roll angle (phi).
In certain modes (ALT, V/S, FPA) an engine torque compensation is added to the term -delta
theta c AP to minimize the path deviations due to important thrust variations. Use of the CG
position permits to improve stability when the aircraft is in nose-heavy condition.
Landing
The delta q elevator command is generated from:
. The outer loop command - delta n Z c
. The aircraft feedbacks : vertical acceleration, pitch angle, pitch attitude rate and roll angle.
(b) Roll basic loop

(Ref. Fig. 22-11-00-14800-A - Roll Basic Loop)
Two deflection commands for the various roll control surfaces are fed from the basic loop:
. A delta p aileron command is sent to the ELACs
. A delta p spoiler command is sent to the SECs via the ELACs.
In addition, the aileron delta p command is used by the FACs for turn coordination and rudder trim.
The aileron and spoiler delta p commands are generated from the outer loop command -phi c and
aircraft feedbacks.
At the output of the inner loop, a gain K (0 in approach, 1 in cruise) permits to switch from a cruise
inner loop to an approach inner loop.
These deflection orders are limited in amplitude and in variation speed as follows:
delta p aileron LIM plus or minus 25 deg.
RLIM 25 deg./s
delta p spoiler LIM plus or minus 35 deg.
RLIM 25 deg./s
Upon real or simulated engine failure, the lateral attitude is limited on the -phi c command at the
input of the basic loop:
. In takeoff phase, the lateral attitude is limited to 15 deg. as long as speed is lower than the
maneuvering speed of the clean configuration (Green dot).
. In landing phase, and on condition that LOC CPT has not been selected, the lateral attitude is
limited to 15 deg. as long as speed is lower than the maneuvering speed of the flaps/slats
configuration.
(c) Yaw basic loop
(Ref. Fig. 22-11-00-15000-A - Yaw Basic Loop)
The delta r command of the yaw basic loop is computed by the FMGC in the approach phase only. In
the other cases, the basic loop is computed in the FACs.
This command is then fed to the FACs to control the yaw power loop.
In addition, the delta r command is integrated in the FAC and transmitted to the rudder trim actuator.
This order is limited in amplitude (plus or minus 20 deg.) and in variation speed (30 deg./sec) in clean
configuration.
In approach phase (from LOC CPT to ALIGN) the delta r command is generated from the outer loop
command-phi c and aircraft feedbacks.
In roll out phase, the delta r command is generated from the delta r ROLL OUT signals computed in
the LOC laws.
In this phase the FMGC also generates a nosewheel steering command (delta NOSEWHEEL) for the
BSCU. This command is limited in amplitude (plus or minus 6 deg.) and in variation speed (5 deg./s).
(d) Deflection command consolidation
(Ref. Fig. 22-11-00-15100-A - AP Command Generation)
The basic loop is computed for each axis in the command and monitoring channels.
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The peripherals use the deflection commands resulting from the vote performed on the commands
delivered by each channel. The vote is made taking into account the smallest value (absolute value).
Comparators permit to detect:
. Differences between each input and output of voter
. Differences between the outputs of voters.
The result of these comparisons is taken into account in the generation of the FG HEALTHY signal.
In TAKE OFF, LANDING and GO AROUND modes, the outer loop commands are computed
separately by the command and monitoring channels. This duplicates the generation of deflection
commands in these modes.
In cruise modes, the outer loop commands are limited in amplitude and in speed in the basic loops. In
cruise, this limits the effects of failures affecting the outer loop commands.
(5) Increase of Load Thresholds on Side Stick Controllers and Rudder Pedals
(Ref. Fig. 22-11-00-15300-A - Side Stick Controllers and Rudder Pedals - Locking Logic)
When the AP is engaged, the command and the monitoring channels supply the relays which control the
pitch and roll lock solenoids (the command channel provides the +28V, the monitoring channel provides the
ground).
Each control has its own solenoid.
Each AP has its own relays and can therefore lock the controls.
(a) Side stick controllers
The loads are increased on both axes.
The pitch load threshold changes from 0.5 daN to 5 daN. The roll load threshold changes from 0.5
daN to 3.5 daN.
Any load on the side stick controller which exceeds these values, results in AP disconnection (wired
discrete from the ELACs, Ref. 22-10-00).
(b) Rudder pedals
The load is applied on the rudder artificial feel (addition of a spring in the artificial feel and trim unit).
The load threshold changes from 10 to 30 daN when the AP is engaged.
NOTE :
Exceeded load results in AP disconnection.
(6) Warnings
(a) AP OFF warning
(Ref. Fig. 22-11-00-15500-A - AP OFF Warning)
The FWCs generate various warnings upon AP disengagement.
Their display and the clearing actions depend on the origin of the disengagement.
AES
Manual disengagement through takeover and priority pushbutton switches

Upon disengagement through these pushbutton switches, the FWCs generate the following
warnings:
. The red MASTER WARN lights on the glareshield flash for 3 s
. The red AP OFF message is displayed for 9 s on the upper display unit of the ECAM system
in the MEMO section
. The cavalry charge aural warning sounds for 1.5 s.
All these warnings are cleared automatically. Action on one takeover and priority pushbutton
switch or on the one MASTER WARN light enables to cancel these warnings. The crew can also
clear the AP OFF message on the display unit of the ECAM system (minimum duration of the
aural warning is 0.5 s).
Disengagement resulting from a failure or from the pilot pushing the FCU AP pushbutton, or from
a force on the sidestick or rudder pedals
The FWCs generate the following warnings:
. The red MASTER WARN lights flash
22-11-00 PB001
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May 01/12
Revision n: 40
@A318/A319/A320/A321
.
The red AUTO FLT AP OFF message is displayed on the upper display unit of the ECAM
system
. The cavalry charge aural warning sounds
. The CLR pushbutton switch on the ECAM control panel comes on.
These warnings are not cancelled automatically:
. Action on one takeover and priority pushbutton switch or on one MASTER WARN light
cancels this warning and the cavalry charge warning stops after 1.5 s
. Action on the CLR pushbutton switch cancels all the AP warnings (MASTER WARN light,
message on the upper display unit of the ECAM system and aural warning).
This action enables the display of the STATUS page (AP1 or AP2 or AP1 + 2) on the lower
display unit of the ECAM system.
NOTE :
At AP disengagement, and in addition to these warnings the corresponding engagement

pushbutton switch on the FCU goes off.
The AP1 or AP2 or the AP1 + 2 message disappears in the engagement status column of
the FMA on the PFD(s).
(b) AP availability
The FMGC generates an AP INOP message to the FWCs giving the availability of the associated AP.
When this item of information is present, the AP1 or/and AP2 message is displayed in the INOP SYS
column of the lower display unit of the ECAM system.
Each FMGC takes into account the following items of information for the availability of the AP:
. Its own validity and the validity of the FM part
. ADR validity
. IR validity
. FCU validity
. Rudder trim availability
. Yaw damper availability
. FAC and characteristic speed validity
. LGCIU validity
. ELAC availability.
AES
22-11-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
a) AFTER SAFETY TEST ON GROUND
FD1
CAPT PFD
FD2
F/O PFD
b) AFTER ENGAGEMENT IN FLIGHT
V/S
HDG
V/S
FD1
CAPT PFD
HDG
FD2
F/O PFD
NOTE:"1FD2" ON BOTH SIDES IF ENERGY MANAGEMENT FUNCTION ARE ACTIVATED.
N_MM_221100_0_AAM0_01_00
AES
FIGURE 22-11-00-12500-A SHEET 1

FD Engagement
22-11-00 PB001
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SOFT
FD OFF LEFT
FD COND
FD OFF RIGHT
FD OPP
ENGD
FD ENGD
FD BARS
CLEARING
LOGIC
AP/FD COND
VS
FCU
AP/FD/ATHR COND
CONF FD1
200 ms ENGD
FG HEALTHY
FD1 ENGD
OWN CMD
DMC1
FD1 ENGD
OPP MON
COMMAND
MONITOR
FD1 ENGD
QWN CMD
FD1 ENGD
OPP CMD
FD OPP ENGD
DMC3
FD OFF LEFT
FCU 1A
p1
(MICROPROCESSOR 1)
FD OFF RIGHT
p2
(MICROPROCESSOR 2)
FMGC 1
FD2 ENGD OWN CMD
FCU
FD OPP ENGD
FD2 ENGD OPP CMD
FD OPP ENGD
SAME AS
COMMAND
FMGC 1
MONITOR
FD2 ENGD OWN MON
FCU 2A
FD2 ENGD OPP MON
DMC2
FMGC 2
N_MM_221100_0_ACM0_01_00
AES
FIGURE 22-11-00-12700-A SHEET 1

FD - Engage Hardware Logic
22-11-00 PB001
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SOFT
INTERNAL MONITORING GUIDANCE
INTERNAL MONITORING/LOOP
EXCEPTIONS GUIDANCE
EXCEPTIONS I/LOOP
OWN LANE
FG
HEALTHY
WATCHDOG ACTIVATION
TO FD AND
AP
ENGAGE
LOGIC
COMMAND
MONITOR
SOFT
FG
INTERNAL MONITORING GUIDANCE
HEALTHY
EXCEPTIONS GUIDANCE
WATCHDOG ACTIVATION
N_MM_221100_0_AEM0_01_00
AES
FIGURE 22-11-00-12800-A SHEET 1

FG HLTY Logic
22-11-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
a) NORMAL CONFIGURATION: 2 FDS ENGAGED
FD1
(1FD2)*
FD2
(1FD2)*
FCU
CAPT PFD
F/O PFD
b) ACTION ON CAPT FD P/BSW
(FD2)*
CAPT PFD
FD2
(FD2)*
F/O PFD
c) FD2 FAIL AND ACTION ON CAPT FD P/BSW
(FD1)*
CAPT PFD
FD1
(FD1)*
F/O PFD
* FD STATUS MESSAGES IF ENERGY MANAGEMENT FUNCTIONS ARE ACTIVED.
N_MM_221100_0_AGM0_01_00
AES
FIGURE 22-11-00-12900-A SHEET 1

FD Disengagement
22-11-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FAC PARAMETERS MONITORING
RADIO ALTIMETERS MONITORING
ROLL OUT MODE VALIDITY

AP/FD COND
ILS PARAMETERS MONITORING
PROFILE AND F PLAN VALIDITY
FCU PARAMETERS MONITORING
N_MM_221100_0_AJM0_01_00
AES
FIGURE 22-11-00-13100-A SHEET 1

AP/FD COND Logic
22-11-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
ADIRS PARAMETERS
MONITORING
FM VALIDITY
AP/FD/ A/THR COND
LANDING GEAR INFORMATION

MONITORING FROM FAC
N_MM_221100_0_ALM0_01_00
AES
FIGURE 22-11-00-13300-A SHEET 1

AP/FD/A THR Common Conditions
22-11-00 PB001
Page 17
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
V/S HDG SELECT

APPROACH
LIMIT
GAIN
PITCH FD BAR
WASH
OUT
GAIN
RATE
LIMIT
GAIN
GAIN
+
GAIN
f (M)
..
Z
a) PITCH
WASH
OUT
GAIN
0
f(Vc)
V/S HDG SELECT
LIMIT
+
FILTER
GAIN
LIMIT
ROLL FD BAR
+
GAIN
b) ROLL
YAW FD BAR
GAIN
LIMIT
FD ROLL OUT
FILTER
RATE
LIMIT
ALIGN
b) YAW
FD RUN WAY
RUNWAY SUBMODE
N_MM_221100_0_ANM0_01_00
AES
FIGURE 22-11-00-13500-A SHEET 1

FD Basic Loops
22-11-00 PB001
Page 18
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
CRUISE
PITCH
OUTER LOOPS T/O, G/A
G/S TRACK, LAND TRACK
PITCH FD BASIC
LOOP
PITCH FD BASIC
ROLL OUTER
LOOPS
ALL MODES
ROLL FD BASIC
LOOP
ROLL FD BAR
YAW OUTER
LOOPS
T/O
LAND
YAW FD BASIC
LOOP
YAW FD BAR
COMMAND
MONITOR
PITCH OUTER
LOOPS
YAW OUTER
LOOPS
T/O, G/A
G/S TRACK, LAND TRACK
T/O
LAND
PITCH FD BASIC
LOOP
YAW FD BASIC
LOOP
INTERNAL
MONITORING
LOGIC
N_MM_221100_0_AQM0_01_00
AES
FIGURE 22-11-00-13600-A SHEET 1

FD Command Monitoring
22-11-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FD
FD
FCU
FD2 ENGD
F/W OR
NO REFRESH ON
ONE LABEL
PITCH FD BAR
FD
COMPUTATION
ROLL
YAW
TO CAPT PFD
FD BAR
FD ORDERS CLEARING LOGIC
BUS
CHOICE
AP/FD LONG MODE
NCD ON LABEL 141
OR
BARS
CLEARING
ORDER
AP/FD LAT MODE

NCD ON LABEL 140
OR
OR
ROLL OUT MODE

RUNWAY LOC MODE
ALIGN MODE
FD OFF LEFT
FD BAR
DMC1
NCD ON LABEL 143
OR
FD ENGD
FD OFF LEFT
FD ENGAGE
LOGIC
FROM
FMGC2
FD OFF RIGHT
TO
OTHER
DMCS
FD2 ENGD
FMGC 1
N_MM_221100_0_ASP0_01_00
AES
FIGURE 22-11-00-13800-A SHEET 1

Removal of FD Commands
22-11-00 PB001
Page 20
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
AP1
3
5
AP2
AP1
(VS: EMERGENCY SUPPLY)
P1
P2
FCU
AP SW
VS
SOFT
1
2
6
8
VS
AP ENGD
AP1 ENGD
TEST ON
GROUND COND
FLIGHT COND
AP COND
AP/FD COND
AP/FD A/THR COND
DISENGAGE COND
CONF
200ms
C
M
FAC 2
1
6
3
8
VS
LPF
(FROM PS)
SW RESET
COMMAND
MONITOR
AP SW
3
4
6
8
SAME LOGIC
AS COMMAND CHANNEL
AP1 ENGD
VS
FMGC 1
AP2 ENGD
AP2 ENGD
2
4
5
6
SAME LOGIC
AS FMGC1
AP SW
AP2 ENGD
AP2 ENGD
7
8
2
4
C
M
FWC 1
AP1 ENGD
3
AP2
5
2
7
4
R*
VS
+ 28VDC
C
M
FAC 1
FG HEALTHY
TAKE OVER P/BSW NC

TAKE OVER P/BSW NO
+ 28VDC
AP1 ENGD
VS
GROUND FILTERED
AP1 ENGD
R*
AP1 ENGD
VS
5
6
7
8
5
2
7
4
C
M
FWC 2
1
3
6
8
6
8
ELAC 1
FAIL
C
M
1
3
5
7
2
4
5
7
ELAC 1
C
M
2
4
FMGC 2
ELAC 2
FCU
N_MM_221100_0_BAQ0_01_00
AES
FIGURE 22-11-00-14400-B SHEET 1

AP - Engage Hardware Logic
22-11-00 PB001
Page 21
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
AP ENGAGEMENT FEEDBACK
TAKEOVER P/BSW
FACS AVAILABILITY
AP/FD/ A/THR COND
ELACS AP DISC
TAKE OFF/GO AROUND COND
N_MM_221100_0_BCP0_01_00
AES
FIGURE 22-11-00-14600-A SHEET 1

AP COND Logic
22-11-00 PB001
Page 22
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
APPROACH
ENGINE TORQUE
COMPENSATION
+
c AP
nzc
LIM
RATE
LIMIT
f(MACH)
f(MACH)
GAIN
f(Vc)
..
Z
FILTER
GAIN
+
+
f(Vc)
LIM
f(MACH) f(XG)
GAIN
GAIN
RATE
LIMIT
f(CONFIG)
SYNCHRONIZER
f(hRA)
APPROACH
GAIN
WASH
GAIN
f(MACH)
f(Vc)
APPROACH = G/S CAPT MODE + G/S TRACK MODE + LAND TRACK MODE
+
GAIN
GAIN
f(Vc)
FLARE
0
WASH
GAIN
N_MM_221100_0_BEP0_01_00
AES
FIGURE 22-11-00-14700-A SHEET 1

Pitch Basic Loop
22-11-00 PB001
Page 23
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
GAIN
+
LIM
GAIN
GAIN
f(Vc)
STRUCTURAL
FILTER
ALIM
KINEMATICS
LIM
ALIM
P
AILERON
P
SPOILER
GAIN
APPROACH = 0
=1
CRUISE
f(MACH)
INTEGRATOR
+
+
GAIN
GAIN
+
f(CONFIG)
ACCURACY INPUT
f(Vc)
GAIN
f(Vc)
LIM
RATE
LIMIT
f(Vc)
f(Vc)
AP
GAIN
+
f(Vc)
GAIN
G/V
LIM
RATE
LIMIT
+
+
f(Vc)
AP
R1
GAIN
FILTER
+
f(Vc)
GAIN
GAIN
GAIN
+
AY1
rc
FILTER
R1c
GAIN
GAIN
GAIN
f(Vc)
f(Vc)
f(Vc)
Vc
c AP
N_MM_221100_0_BGQ0_01_00
AES
FIGURE 22-11-00-14800-A SHEET 1

Roll Basic Loop
22-11-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
GAIN
+
f(Vc)
ROLL OUT
GAIN
AP
RATE
LIMIT
LIM
f(Vc)
GAIN
+
AP
f(Vc)
GAIN
+
f(Vc)
GAIN
+
R1C
f(Vc)
r1
GAIN
WASH
GAIN
r ROLL OUT
f(V
LIM
RATE
LIMIT
NOSE WHEEL
)
GROUND
N_MM_221100_0_BJP0_01_00
AES
FIGURE 22-11-00-15000-A SHEET 1

Yaw Basic Loop
22-11-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
T/O + G/A + G/S TRACK.LOC TRACK + LAND TRACK
CRUISE OUTER
CRUISE OUTER
LOOPS
LOOP
LIM
T/O, G/A
LAND OUTER
LOOPS
RATE
LIM
LIM
FEEDBACK ORDERS
RATE
LIM
VOTER
TO
ELAC
FAC
BSCU
BASIC LOOP
COMMAND
MONITOR
SAME
AS
COMMAND
T/O, G/A
LAND OUTER
LOOPS
VOTER
N_MM_221100_0_BLP0_01_00
AES
FIGURE 22-11-00-15100-A SHEET 1

AP Command Generation
22-11-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
ARTIFICIAL FEEL
AND TRIM UNIT
301PP
TO RUDDER
14CA
16CA
15CA1
RUDDER ART FEEL

SOLENOID
15CA2
PEDALS LOCK
+28VDC
AP OPP ENGD CMD
AP ENGD
STICK LOCK
AP OPP ENGD MON
CMD
AP OPP ENGD CMD
MON
AP OPP ENGD MON
AP ENGD
CAPTAIN SIDE STICK

CONTROLLER
21CA
PEDALS LOCK
CAPT PITCH & ROLL LOCK

SOLENOID
12CA1
STICK LOCK
23CA
FMGC 1
F/O SIDE STICK
CONTROLLER
PEDALS LOCK
STICK LOCK
SAME AS
FMGC 1
22CA
PEDALS LOCK
STICK LOCK
24CA
F/O PITCH & ROLL LOCK

SOLENOID
12CA2
FMGC 2
301PP
13CA
N_MM_221100_0_BNP0_01_00
AES
FIGURE 22-11-00-15300-A SHEET 1

Side Stick Controllers and Rudder Pedals - Locking Logic
22-11-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FLIGHT CONTROL UNIT
F/O MASTER WARN LIGHT
CAPT MASTER WARN LIGHT
AUTO FLT
C
COCKPIT
LOUDSPEAKERS
UPPER ECAM DISPLAY UNIT
D
H
AP OFF
E
CAVALRY
CHARGE
F/O TAKE OVER &

PRIORITY
P/BSW
CAPT TAKE OVER &

PRIORITY P/BSW
LOWER ECAM DISPLAY UNIT
ECAM CONTROL PANEL
N_MM_221100_0_BQP0_01_00
AES
FIGURE 22-11-00-15500-A SHEET 1

AP OFF Warning
22-11-00 PB001
Page 28
May 01/12
Revision n: 40
@A318/A319/A320/A321
CRUISE MODES - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
A.
Engagement Principle
The engagement of the cruise modes on the AP/FD obeys the operational utilization principle of the AFS.
When the pilot wants to manually control a flight parameter, he must select the required value on the FCU then
pull the associated selector knob. Then, the AP/FD mode of the manual control of this parameter is engaged.
In order to have a flight parameter controlled by the flight management part of the FMGC, the pilot must push
the associated selector knob. The automatic control is then armed or activated.
B.
Engagement on the Ground

In order to facilitate the AFS test, certain cruise modes can be activated on the AP and on the FD, on the
ground when the engines are stopped.
All these modes are disengaged at engine start-up on the ground and this causes the return to a configuration in
conformity with the takeoff phase.
C.
Synchronization of Modes Between FMGCs

So as to ensure a consistent operation of the AFS, it is mandatory to have the two FMGCs in operation with the
same modes active and armed.
The logic for the selection of the FMGC which has priority takes into account the engagement of the AP, FD
and A/THR functions.
This logic is indicated below.
------------------------------------------------------------------------------! AP ENGAGEMENTS ! FD ENGAGEMENTS ! A/THR ENGAGEMENTS !
FMGC HAVING
!
!------------------!------------------!-------------------!
PRIORITY
!
!
1
!
2
!
1
!
2
!
1
!
2
!
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
1
!
!
!
!
!
!
1
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
1
!
!
!
!
!
2
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
1
!
!
!
!
1
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
0
!
1
!
!
!
2
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
0
!
0
!
1
!
!
1
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
0
!
0
!
0
!
1
!
2
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
0
!
0
!
0
!
0
! 1 (if FMGC valid) !
------------------------------------------------------------------------------NOTE :
- means : indifferent state

In cruise phase and on condition there is at least one AP/FD engaged, the FMGC which has priority
imposes the cruise modes active and armed to the FMGC which has no priority.
D. Disengagement Principle
The disengagement of a lateral mode is caused by the engagement of a new lateral mode. The disengagement of
a longitudinal mode is caused by the engagement of a new longitudinal mode.
AES
22-12-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
System Description
A.
Speed Control
In flight, the AFS ensures the permanent control of the SPEED/MACH parameter either through the automatic
thrust control or through the AP/FD longitudinal guidance.
The purpose of the control is to acquire and hold a reference speed or Mach or to monitor the evolution of this
parameter within an authorized zone, in the case of follow-up of the descent path at reduced thrust.
The speed control is:
. managed when the speed or Mach reference does not come from the FCU. In this case, the speed triangular
symbol is magenta on the PFD speed scale.
. selected when this reference is the value displayed in the SPD MACH window of the FCU display. In this
case, the speed triangular symbol is cyan on the PFD speed scale.
(1) Selected Speed Control
It is activated:
. upon energization of the FMGC in flight
. five seconds after lift-off, when no FM speed reference is available and the PITCH TAKE OFF, PITCH
GO AROUND, GS TRACK and LAND TRACK modes are not engaged
. upon disengagement of two AP/FDs on condition that the aircraft is not in approach phase
. through pull action on the SPEED/MACH selector knob, on the ground with engines stopped or in
flight (5 s after lift-off)
(Ref. Fig. 22-12-00-13700-B - Speed Control)
(item C)
. through FMS request (acceptance of a preset value upon FMS phase change Ref. NOTE 1)
. upon the loss of FM speed reference in flight when the PITCH TAKE OFF, PITCH GO AROUND, GS
TRACK and LAND TRACK modes are not engaged.
The selected control is lost:
. when the automatic speed control is selected
. upon engine start-up on the ground
. upon engagement of the AP or FD on the ground.
NOTE :
The speed is preset on the MCDU.
NOTE :
It is not possible to select selected speed control in the configuration : ground (takeoff), engines
running, and FD engaged.
NOTE :
The request for switching to selected speed will not be accepted if the SRS mode is engaged and
the altitude selected on the FCU is lower than the aircraft level.
(2) Managed Speed Control

The speed control can be managed only if a speed reference is available in the FMGC.
The nature of this reference is dependent on the flight phase (V2, V Ref., speed hold reference in climb,
descent and cruise).
It is activated:
. on the ground:
. upon engagement of the AP or FD, with V2 available
. upon engine start-up with FD engaged and V2 available
. upon selection of V2 on the MCDU, with the FD engaged.
. on the ground or in flight:
. when the SRS control law is activated due to the TAKE OFF or GO AROUND modes
NOTE :
AES
At takeoff, this mode cannot be engaged if V2 is not available.
22-12-00 PB001
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@A318/A319/A320/A321
. when you push the SPD/MACH selector knob and on condition that the reference which
corresponds to the flight phase is available in the FMGC
. when the Expedite mode is engaged.
It is lost when you switch to the selected speed control and on the ground, when the TAKEOFF, GO
AROUND AND TRACK modes are not engaged and when the validity of V2 disappears.
(3) Speed/Mach Switching
(Ref. Para. 2.C.(3)(b))
. In automatic speed control, switching is controlled by the FM part.
. In manual speed control, the Speed/Mach switching is automatic and controlled by the FM part
according to the switching altitude.
Upon switching, the FCU displays the Mach number (or speed) which corresponds to the speed (or
Mach number) selected and to the switching altitude.
This automatic switching can be overriden by the pilot through action on related pushbutton switch (on
the FCU) and upon switching, the display is synchronized on the A/C Mach number (or speed).
(4) Target Speed Limitations
The speed control permits to limit the target speed within a margin which guarantees the maneuverability
and safety with respect to the stalling speed and maximum speed.
The lower limit is the minimum selectable speed VLS which is 30% higher than the stalling speed.
The upper limit is the maximum operating speed which corresponds to the structural limits or to buffeting.
In managed speed control, when the target speed is determined by the FM part (i.e. outside the takeoff,
landing and go around phases), the lower limit is the maneuvering speed (VMAN) 45% higher than the
stalling speed.
All these typical speeds are calculated by the FAC. Their definitions and the guarantees they provide are
described in 22-60-00 : FAC.
(5) Synchronization of the SPD MACH Display of the FCU
When the managed speed control is engaged, the SPD MACH window of the FCU displays dashes and the
associated automatic control light is on.
(item A)
When in managed speed control, if you turn the SPD MACH selector knob on the FCU, the FMGC causes
the synchronization of the FCU SPD MACH window.
(item B)
The value to be synchronized is calculated and transmitted by the FMGC to the FCU.
Then, if the pilot pulls the SPD MACH selector knob, the manual speed control is engaged and the selected
speed is taken into account.
(item C)
If the pilot does not pull the SPD MACH selector knob within the 10 s which follow the selection, the
dashes are displayed again in the window and the selection is lost.
The different possibilities of synchronization are:
(a) Display of a reference in the display window which can be caused:
. by the loss of the two FMGCs ; in this case, the window displays only the speed, and the
synchronized value will be the last acquisition of the A/C speed before the loss of the two FMGCs.
. by the engagement of the manual speed control or turn action on the SPD MACH selector knob.
The synchronized value is the aircraft speed or Mach (e.g. energization of AFS or takeoff without
V2).
At takeoff or in go around, the synchronized value cannot be lower than V2 memorized or GA
speed target.
AES
22-12-00 PB001
Page 3
May 01/12
Revision n: 40
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by acceptance of a preset value entered on the MCDU.

When the pilot presets a speed or Mach value on the MCDU for the next flight phase when there
is an FMS phase change, the manual speed control is selected and this value is displayed on the
FCU.
(b) Modification of the speed or Mach reference displayed in the window, caused by the FMGC:
. when the pilot has preset a speed or Mach value on the MCDU for the next flight phase, at the
FMS phase change, this value is synchronized
. during climb when the aircraft reaches the SPD-to-MACH switching altitude, the synchronized
value is the Mach number calculated by the FMS (Mach number which corresponds to the selected
speed and to the switching altitude).
. during descent when the aircraft reaches the MACH-to-SPD switching altitude, the synchronized
value is the speed calculated by the FMS.
. when the pilot causes a Speed/Mach switching through action on the related pushbutton switch
(on the FCU), the synchronized value is the aircraft speed or Mach number.
NOTE :
Display unit limitations:

. between 100 and 399 kts for speed
. between 0.01 and 0.99 for Mach number.
B.
Lateral Modes - General

(Ref. Fig. 22-12-00-14500-A - Lateral Modes Active in Cruise)
The figure gives:
. the list of lateral modes active in cruise,
. the control laws and references associated with each mode.
C.
Lateral Modes - Heading or Track Hold Modes (HDG/TRK)

(Ref. Fig. 22-12-00-15100-B - HDG/TRK Selection)
(item A)
The choice between heading and track modes is made according to the selection made on the FCU.
After an in-flight energization, the FCU selection is HDG-V/S and the heading hold mode is engaged at the FD.
An action on the FCU related pushbutton switch causes the selection of TRK-FPA, engagement of the TRK
mode and the synchronization of the HDG TRK window on the aircraft track.
A second action on the FCU related pushbutton switch causes the selection of HDG-V/S, engagement of the
HDG mode and the synchronization of the HDG TRK window on the aircraft heading.
These logic is valid if the aircraft, with HDG or TRK mode active, is not turning (current target < 5 deg).
If not, an action on FCU related pushbutton switch leads to take the previous target for the new one. So the
turn is not interrupted.
(Ref. Fig. 22-12-00-15100-B - HDG/TRK Selection)
(item B).
(1) Operational use
(Ref. Fig. 22-12-00-15200-B - HDG/TRK Mode)
The HDG/TRK mode can be engaged in flight through pull action on the heading/track selector knob of
the FCU.
At mode engagement, the HDG TRK window of the FCU is synchronized on the aircraft heading (track).
The HDG/TRK mode enables to acquire and hold the heading (track) displayed on the FCU.
The selection on the FCU can be performed before or after the mode engagement.
In fact, with the mode not engaged, the HDG TRK window displays three dashes and if you turn the
heading/track selector knob on the FCU, the window is synchronized on the aircraft heading (track).
The pilot can then select a heading (track) which will be taken into account if he engages the HDG/TRK
mode.
If the mode is not engaged within 45 s following the selection, the dashes are displayed again in the window
and the selection is lost.
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The acquisition of the heading (track) displayed during the initial engagement is made in the shortest way.
On the contrary, with the HDG/TRK mode engaged, if a change of selected heading (track) is made on the
FCU, the acquisition of the new heading (track) will be made following the direction of rotation of the
heading/track selector knob of the FCU for the display.
(2) Elaboration of orders
(Ref. Fig. 22-12-00-15300-A - HDG/TRK Control Law)
This figure gives the principle of elaboration of the AP/FD orders in HDG/TRK mode.
(3) Operational logic
The HDG/TRACK modes are activated if one of the conditions below is met:
. pull action on the HDG TRK selector knob on the ground with engines shut down and in flight 5 s after
lift-off
. loss of lateral flight plan, with the NAV mode active and on condition that the FINAL DES mode is not
armed or active
. engagement of AP or FD in flight, with no AP/FD engaged
. loss of LOC capture or LOC track due to the loss of the LAND mode, independent of the selection of a
lateral mode and of action on the LOC pushbutton switch
. loss of the NAV mode due to the loss of FINAL DES mode active or armed and independent of the
selection of a lateral mode (action on the APPR pushbutton switch or selection of the V/S FPA mode)
. loss of the LOC capture or LOC Track mode not in the LAND mode through action on the LOC
pushbutton switch
. arming of LOC mode, the NAV mode associated to the FINAL DES mode being active.
D. Lateral Modes - Navigation Mode (NAV)
(1) Characteristics
This mode enables the aircraft to be controlled in the horizontal plane using the commands calculated by
the Flight Management (FM) section. The mode includes an arming phase, the support mode can be the
HDG/TRK or RUNWAY mode and an active phase.
The NAV mode can only be active or armed if a lateral flight plan, calculated by the FM from data
introduced on the MCDU, is available.
The possibilities of navigation in the horizontal plane are described in 22-72-00 Navigation/Lateral
Functions.
(2) Operational use
(Ref. Fig. 22-12-00-15700-B - Engagement of NAV Mode at Takeoff)
On the ground, the NAV mode is automatically armed as soon as a flight plan is available. At takeoff, the
switching to active NAV occurs at 30 ft.
In the same conditions and if the radio altimeters are failed, the NAV mode becomes active 5 s after lift-off.
In flight, the NAV mode is armed through push action on the HDG TRK selector knob except if the LOC
mode is active.
The NAV mode becomes active when the capture of the flight plan can be started.
(Ref. Fig. 22-12-00-15800-B - Engagement of NAV Mode (HDG TRK Selector Knob))
The capture condition is calculated by the FM part.
The NAV mode can become active without passing through the arming phase when the pilot modifies his
flight plan through the DIRECT TO procedure on the MCDU.
(Ref. Fig. 22-12-00-15900-B - Engagement of NAV Mode (DIRECT TO))
The arming of the NAV mode is indicated to the pilot through the illumination of the LAT indicator light
on the FCU.
When the NAV mode becomes active, the light remains on and dashes are displayed in the HDG TRK
window of the FCU display.
(3) Guidance
With the NAV mode active, the FM selects the lateral guidance mode and associated target.
The guidance modes available are:
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horizontal path : capture and holding of path that the FM computes

heading : holding of heading selected by the FM
track : holding of track selected by the FM

The principle of elaboration of AP/FD orders by the heading or track holding laws has been described in
the previous chapter. When the selected guidance consists in holding a horizontal path computed by the
FM, the AP/FD orders are elaborated by the horizontal path law.
(Ref. Fig. 22-12-00-16000-A - Horizontal Path Law)
NOTE :
Phi N is a precommand determined by the FM. XTK and TAE are used to slave the aircraft to this
predetermined path.

The logic which enables to arm and activate the NAV mode is as follows :
(a) NAV armed
The NAV is armed if a lateral flight plan is available and if one of the conditions below is present :
. push action on the heading/track selector knob except if the LOC mode is active
. aircraft on ground on condition that there is no preset heading value or any mode except the
Runway mode active
. action on APPR pushbutton switch on the FCU and on condition that a RNAV approach is
selected on the MCDU.
The NAV mode is disarmed through:
. selection of a preset heading value
. pull action on the heading selector knob
. arming of LOC mode (action on the LOC pushbutton switch)
. selection of the GO AROUND mode
. loss of the RNAV approach arming essentially due to action on the APPR pushbutton switch.
(b) NAV active
The NAV mode becomes active in presence of one of the conditions below:
. the conditions of capture of the flight plan are met, with the NAV mode armed at takeoff,
switching to NAV takes place at 30 ft.
. DIR TO is selected on the MCDU on condition that the LOC mode is not selected below 700 ft.
This mode is lost upon selection of another lateral mode and through the loss of the lateral flight plan
except when the APPR mode is engaged.
E.
Lateral Modes - LOC Mode Through LOC Pushbutton Switch

(1) Characteristics
This mode enables to capture and track a LOCALIZER beam independently of the GLIDE beam.
This mode is used:
. on the airfields not provided with glide transmitters
. in the event of very noisy ILS beams (Cat. 1 beams for example).
This mode includes:
. an arming phase,
. a capture phase,
. a track phase.
During the arming phase, the HDG, TRK and NAV modes can be used as support modes.
(2) Operational use
(Ref. Fig. 22-12-00-16400-B - LOC Mode)
After the LOC frequency and the runway heading have been selected on the MCDU or RMP, arming of the
LOC mode is controlled through push action on the LOC pushbutton switch on the FCU.
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During the arming phase, the support mode must cause the aircraft to follow a path which authorizes
capture of the LOC beam.
The conditions for activation of the LOC CPT and LOC TRACK modes and the associated guidance are
described in 22-13-00.
Engagement of the LOC mode armed or active is indicated on the FCU through illumination of the 3 green
bars on the pushbutton switch and of the LAT indicator light.
(a) LOC mode armed
The LOC mode is armed through action on the LOC pushbutton switch and on condition that:
. one ILS/MMR receiver is available
. radio altitude is higher than 400 ft, (on the ground with engine stopped, this condition is
overridden)
. the active modes are not TAKEOFF or GO AROUND.
This mode is disarmed through:
. a new action on the LOC pushbutton switch (does not arm NAV automatically)
. arming of the NAV mode
. engine starting on the ground
. engagement of the go around mode.
NOTE :
The engagement of the NAV mode by DIR TO selection does not disarm the LOC mode.
(b) LOC mode active

This mode becomes active when the capture conditions are met.
This mode is lost upon engagement of another lateral mode, the second action on the LOC pushbutton
switch engages the HDG/ TRACK mode.
F.
Longitudinal Modes - General

(Ref. Fig. 22-12-00-16800-A - AP/FD Longitudinal Modes Active)
To ensure aircraft guidance on the longitudinal axis in AP/FD, the pilot can use:
. the modes which ensure capture and holding of a level,
. the modes which ensure control of level changes.
The level change control is selected when the pilot imposes the guidance parameters via the FCU.
The level change control is managed when the guidance parameters are determined by the FM part.
The list of longitudinal modes and sub-modes active in cruise and the control laws and associated references are
given in the figure.
G.
Longitudinal Modes - Altitude Acquisition and Hold Modes

(1) Altitude acquisition mode (ALT ACQ)
(a) Characteristics
This mode permits to acquire the altitude selected in the ALT counter of the FCU or the altitude
provided by the FM part when the passage of an altitude constraint in the longitudinal flight plan
requires levelling of the aircraft.
The ALT ACQ mode includes an arming phase in which a support mode for level change control
ensures convergence toward the desired level.
The ALT ACQ mode becomes active when the capture condition is satisfied i.e. when the aircraft
altitude deviation with respect to the target level is lower than a value dependent on the vertical speed.
When the target level is actually reached, the altitude hold mode is automatically engaged and replaces
the ALT ACQ mode.
(b) Operational use
The ALT ACQ mode is always armed except in the cases below:
. in altitude hold or ALT ACQ mode
. after glide capture
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in V/S-FPA mode when the aircraft deviates from the selected altitude.
FCU level acquisition

With the ALT ACQ mode armed, the operating sequence is as follows:
. selection of a flight level on the FCU (during selection, the ALT ACQ mode is inhibited)
. engagement of a support mode which permits to reach the selected level (ALT in cyan on the
FMA)
. capture of the selected level (ALT * in green on the FMA)
. switching to the altitude hold mode when the altitude deviation becomes lower than 20 ft.
(Ref. Fig. 22-12-00-17200-B - ALT ACQ Mode)
This operating sequence can be modified if the pilot changes the reference altitude:
. During the arming phase:
If, when the pilot stops his selection the capture condition is met, the ALT ACQ mode is
immediately engaged.
(Ref. Fig. 22-12-00-17300-B - ALT ACQ Mode - Change of Selected Altitude During the
Arming Phase)
. During the capture phase
If, in spite of the reference change the capture condition is still met, the ALT ACQ mode
remains active but a performance degradation may occur.
If the capture condition is no longer met, the V/S or FPA mode is engaged with the current
aircraft Vz or FPA taken as a target at mode engagement.
(Ref. Fig. 22-12-00-17400-B - ALT ACQ Mode - Change of Selected Altitude During the
Capture Phase)
Acquisition of an altitude constraint

With the ALT ACQ mode armed, the altitude constraint delivered by the FM part will be
captured:
. if it is located between the level selected on the FCU and the aircraft level
. and if the support mode is a mode for automatic control of level changes.
During the arming phase, the ALT message is displayed in magenta on the second line of the
FMA.
The condition for activation of the ALT ACQ mode is the same as for the FCU level capture.
The FMA messages associated to the modes of capture and holding of an altitude constraint are
displayed in magenta.
If the conditions required to follow the flight plan disappear (loss of NAV mode or loss of
longitudinal flight plan) during the capture, the AP/FD switches to the V/S FPA mode and holds
the A/C vertical speed.
The FCU level capture is armed again.
(c) Barometric correction

(Ref. Fig. 22-12-00-17500-A - Barometric Correction)
The captured altitude is dependent on the barometric correction selected on the FCU.
Depending on the standard or BARO selection made on the associated side of the FCU:
. each FMGC utilizes either the standard altitude or the corrected altitude of the barometric pressure
that the ADCs supply.
Thus, in BARO (QNH) selection, the captured altitude corresponds to an altitude with respect to
the sea level.
In standard selection, the captured altitude corresponds to a level in the standard atmosphere.
(d) Elaboration of orders
(Ref. Fig. 22-12-00-17600-A - ALT ACQ Control Law)
In order to be sure that the level is reached, a fixed value Zo = plus or minus 40 ft brings an adequate
correction to the target altitude.
In order to homogenize the duration of capture according to the initial VZBI and to avoid overshoots,
the gain FVZ is elaborated with the initial VZ and kept constant during the phase.
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(e) Operational logic
1
Altitude acquire mode armed.

The ALT ACQ mode can be armed provided that:
. The modes below are not active:
ALT ACQ
ALT
G/S Capture
G/S Track
Final Des
Land Track
V/S FPA when the selected V/S FPA reference is such that the aircraft deviates from the
selected altitude reference.
PITCH TO or PITCH GA when FCU level is lower than aircraft level.
. After FCU level capture, a new level is selected or there is a difference greater than 250 ft
between the aircraft level and the level selected on the FCU.
Altitude acquire mode active

With the ALT ACQ mode armed, the ALT ACQ mode is activated if one of the conditions below
is present:
. the capture condition of the FCU level is met.
In this case, the light which indicates the automatic level change on the FCU will go off.
. the condition for capture of the altitude constraint provided by the FMS is met.
NOTE :
The altitude acquisition mode is inhibited when a level is selected or below 400 ft with the
Pitch Takeoff or Pitch Go Around modes active.
(2) Altitude hold mode (ALT HOLD)

(a) Characteristics
This mode permits to hold the altitude selected on the FCU or the altitude constraint delivered by the
FM part.
(b) Operational use
The engagement of the ALT mode is automatic when, with the ALT ACQ mode active, the difference
between the aircraft altitude and the target altitude becomes lower than 20 ft.
(Ref. Fig. 22-12-00-17200-B - ALT ACQ Mode)
The level held in ALT mode is the altitude memorized upon engagement of the mode. Then it is not
affected by a change of reference in the ALT window of the FCU display or by a change of barometric
correction.
With the ALT mode active on the FD, engagement of the AP causes:
- engagement of the ALT ACQ mode and capture of the selected level if the difference between the
selected level and the aircraft level is lower than 250 ft.
- if, at AP engagement, the difference between the aircraft level and the selected level is greater than
250 ft., the AP holds the altitude obtained after cancellation of the vertical speed.
(Ref. Fig. 22-12-00-17800-B - AP Engagement with FD in ALT Mode)
(c) Elaboration of orders
(Ref. Fig. 22-12-00-17900-A - ALT HOLD Control Law)
The Delta Vc curve corresponds to the ALT Soft mode.
In the case of flight at high speeds in ALT mode on the AP/FD and Mach hold by the autothrust, it is
permitted, if disturbances are present, to have a plus or minus 50 ft altitude variation in order to keep
the speed constant and then minimize fuel consumption.
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(d) Operational logic
The altitude hold mode becomes active if, with the altitude acquire mode engaged, the condition for
changing to the altitude mode is met.
When the altitude mode is active, it can engage two different sub-modes:
1
Vertical speed: this sub-mode is activated when the AP is engaged, with the altitude mode already
active on the flight director.
This control mode cancels the aircraft vertical speed using the vertical speed control law.
Altitude: this sub-mode is engaged:

. when the altitude mode is activated,
. when the vertical speed is cancelled with the vertical speed sub-mode engaged.
. This control mode uses the ALT HOLD control law and its reference is one of the altitudes
defined below:
. The reference altitude of the altitude acquire mode when the altitude mode is activated.
. The aircraft altitude when the vertical speed is cancelled as a result of AP engagement with
the mode active on the flight director.
NOTE :
As the ALT HOLD control law uses the IRS ZBI parameter, the level hold is not disturbed
by a barometric pressure change (QNH or QFE) or Baro/standard switching.
H. Longitudinal Modes - Manual Control Modes for Level Changes

The three manual control modes for level changes are:
. V/S - FPA
. OPEN CLB, OPEN DES
. EXP CLB, EXP DES.
These modes can be engaged in flight, 5 seconds after lift-off or on the ground, with engines stopped.
(1) Vertical speed hold mode or flight path hold mode (V/S or FPA) - General
(Ref. Fig. 22-12-00-18600-B - V/S FPA Mode Selection)
The choice between the V/S and FPA modes depends on the selection made on the FCU and is described
in Para. 2. B. (1).
At each switching, the V/S FPA window of the FCU display is synchronized on the aircraft parameter.
(2) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Characteristics
The V/S FPA mode permits to acquire and hold the vertical speed or flight path displayed in the V/S FPA
window of the FCU display.
The speed hold must be ensured by the thrust control.
(3) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Operational use
(Ref. Fig. 22-12-00-18700-B - V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob)
The V/S FPA mode is automatically engaged, upon in-flight energization of the FMGC, through FD
engagement.
The V/S FPA mode can be engaged through pull action on the corresponding FCU selector knob.
This action will cause synchronization of the V/S FPA window on the aircraft parameter which will be used
as a reference.
A preselection of vertical speed or flight path angle is possible when you turn the related selector knob.
This causes the synchronization of the V/S FPA window on the aircraft parameter.
This value can then be modified.
If the V/S FPA mode is not engaged within the 45 seconds which follow the end of the preselection, the
latter is lost.
With the ALT mode active on the AP/FD, the V/S FPA mode can be engaged even if the selected altitude
has not been modified.
This means that with this mode it is possible to deviate from the level selected on the FCU (in this case,
the ALT ACQ mode is not armed).
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If the pilot engages the AP while the V/S FPA mode is engaged on the F/D alone, the FCU window is
synchronized on the aircraft parameter.
Then, even if the pilot has not followed the flight director, engagement of the AP does not cause any sharp
modification of the aircraft flight path.
NOTE :
When the aircraft performances no longer permit to ensure speed or Mach hold considering the
great V/S or FPA values selected, the OPEN CLB or OPEN DES mode is engaged automatically
(Ref. Para. 2.C.(3)(b)).
(4) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Altitude hold in V/S FPA mode
(Ref. Fig. 22-12-00-18800-B - Altitude Hold Through V/S FPA Mode)
When the pilot selects 00 in the V/S FPA window of the FCU, the AP/FD provides a guidance in V/S
FPA mode which permits to hold the altitude obtained after cancellation of the vertical speed.
This type of guidance is cancelled as soon as the selected parameter becomes again different from zero.
When it is active, the ALT indication appears on the FMA.
When it is active, and when the DMC CPIP3 is pin programmed, the VS=0 or FPA=0 indication appears
on the FMA.
This feature is achieved via a pushing action on the vertical speed/flight path angle selector knob (PUSH
TO LEVEL OFF).
(5) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Elaboration of orders
(Ref. Fig. 22-12-00-18900-A - V/S FPA Control Laws)
(6) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Operational logic
The V/S FPA modes are activated if one of the conditions below is met:
. pull action on the V/S FPA selector knob on the ground, with the engine shut down or, in flight 5,
seconds after lift-off
. engagement of one AP or FD in flight with no AP/FD previously engaged
. engagement of one AP in flight with no longitudinal mode active
. loss of GS capture or GS track mode due to the loss of LAND mode independent of the selection of a
longitudinal mode (Ref. landing mode)
. loss of the FINAL DES mode independent of the selection of a longitudinal mode (action on the APPR
pushbutton switch or loss of the active NAV mode) (Ref. R. NAV approach mode)
. loss of the NAV, LOC CPT and LOC TRACK modes or of the longitudinal flight plan in the DES or IM
DES modes (Ref. level-change automatic-control modes)
. activation, by the FM part, of a flight phase incompatible with the active mode of the level-change
automatic control (activation of the climb, takeoff or go around phase with DES or IM DES mode
active).
. with the ALT ACQ mode active :
. loss of FCU level capture conditions after selection of a new FCU target, or
. activation of capture conditions of a lost altitude constraint
. with the DES, IM DES, EXP DES or OPEN DES mode active :
the FCU level is set above the aircraft level (the target is the current aircraft vertical speed or flight
path angle at the engagement of the V/S FPA mode)
. with the CLB, IM CLB, EXP CLB or open CLB mode active :
the FCU level is set below the aircraft level (the target is the current aircraft vertical speed or flight
path angle at the engagement of the V/S FPA mode)
. in descent modes (DES, IM DES, EXP DES, OPEN DES, F.DES) the aircraft speed becomes lower
than VLS-2 kts (or VLS-17 kts if speedbrakes are extended) (speed protections exist with FD only
engaged and A/THR active, when FD bars command is not carried out)
. in climb modes (CLB, IM CLB, EXP CLB, OPEN CLB) the aircraft speed becomes higher than
VMAX+4 kts (speed protections exist with FD only engaged and A/THR active, when FD bars
command is not carried out).
(7) Level change OPEN CLB/OPEN DES mode - General
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(8) Level change OPEN CLB/OPEN DES mode - Characteristics
This mode enables to make level changes and minimize pilot actions.
The engagement of this mode activates:
. holding of the speed or target Mach on the AP/FD
. command of a fixed thrust by the A/THR
. either limit thrust in climb
. or reduced thrust in descent.
(9) Level change OPEN CLB/OPEN DES mode - Operational use
The level change mode is engaged through pull action on the altitude selector knob on the FCU whatever
the longitudinal mode active, except landing mode.
If the level selected in the ALT window of the FCU is higher than the aircraft level, the OPEN CLB mode is
engaged and ensures the climb.
(Ref. Fig. 22-12-00-19200-B - OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude)
If the selected level is lower than the aircraft level, the OPEN DES mode is engaged and ensures the
descent.
(Ref. Fig. 22-12-00-19300-B - IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude)
The attempt of engagement of the OPEN CLB and OPEN DES modes will not be taken into account if the
mode active is ALT HOLD and if the selected altitude has not been modified.
The OPEN CLB (OPEN DES) mode is lost and V/S FPA mode engaged when FCU level is set below
(above) aircraft level.
(Ref. Fig. 22-12-00-19300-B - IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude)
The OPEN CLB or OPEN DES mode is engaged automatically to ensure speed protection of the V/S FPA
modes. When the V/S or FPA selected values are such that the aircraft performance no longer permits to
maintain speed and if the stipulated minimum or maximum speeds are reached, engagement of OPEN
CLB/OPEN DES mode permits to return to speed control on the AP/FD.
(Ref. Fig. 22-12-00-19500-B - OPEN CLB Mode - V/S Demand Above Performance Capability)
For level changes smaller than 1200 ft in OPEN CLB mode with A/THR active, the guidance is provided by
the AP/FD in vertical speed mode ( + 1000 ft/mn reference), with the A/THR controlling the speed.
This type of guidance avoids large thrust variations which are obtained through the successive activation of
ALT-OPEN-ALT ACQ modes.
(10) Level change OPEN CLB/OPEN DES mode - Speed/Mach switching
In climb mode and manual speed control, the Speed-to-Mach switching is automatic and commanded by
the FM part, when the aircraft reaches the switching altitude computed by the FM part, depending on the
selected speed.
The corresponding Mach value which corresponds to the switching altitude and displayed on the CLB page
of the MCDU is synchronized in the SPD MACH window of the FCU display.
(Ref. Fig. 22-12-00-19200-B - OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude)
Similarly, in descent mode when the aircraft reaches the switching altitude, the FM part commands the
change to speed control, and the speed which corresponds to the Mach number selected and to the
switching altitude is synchronized in the FCU window.
This automatic switching can be overridden by the pilot via the related pushbutton switch on the FCU and
on switching, the window is synchronized with the aircraft Mach number or speed.
(Ref. Fig. 22-12-00-19400-B - OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude)
(11) Level change OPEN CLB/OPEN DES mode - Elaboration of orders
(Ref. Fig. 22-12-00-19600-A - SPD/Mach Control Law)
The principle consists in splitting the aircraft total energy into two parts:
. 70% for acceleration or deceleration
. 30% for climb or descent.
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The total flight path gamma T is the checking parameter.
Upon engagement of the OPEN CLB mode and during establishment of the limit thrust to IDLE, the
AP/FD guidance is ensured by the vertical speed law (Reference equal to + 8000 ft/mn).
This type of guidance improves the load factor and speed hold performance during the thrust transient.
In the cases below:
. A/THR disengaged or not active,
. deceleration commanded in climb,
The SPD/Mach law ensures AP/FD guidance as soon as the mode is engaged.
(12) Level change OPEN CLB/OPEN DES mode - Operational logic
The OPEN CLB and OPEN DES modes can only be engaged if the conditions below are met:
. the ALT ACQ mode can be armed
. the aircraft is on the ground (engines stopped) or in flight for more than 5 seconds
. the LAND TRACK mode is not active
. the FCU level is above the aircraft level (engagement of OPEN CLB mode) or below the aircraft level
(engagement of OPEN DES mode).
The OPEN CLB mode is activated if one of the conditions below is met:
. pull action on the altitude selector knob
. with CLB or IM CLB mode active :
. switching to Descent, or
. Approach phase, or
. loss of NAV mode or loss of flight profile validity.
. Selection of the manual speed control, when in EXP, takeoff or go around mode (Ref. EXP mode, if
fitted)
. the acceleration altitude reached is an armed CLB mode on condition that the NAV mode is not active
or the flight profile is not valid (Ref. CLB mode).
The OPEN DES mode is activated if one of the conditions below is met:
. pull action on the altitude selector knob
. selection of manual speed control with the EXP mode engaged (Ref. EXP mode).
Speed protection of the V/S FPA modes is engaged if the following conditions are met :
. V/S Sel or FPA Sel >0 and speed lower than or equal to VLS + 5kts.
. or V/S Sel or FPA Sel <0 and speed greater than or equal to VMAX - 5kts in clean configuration or
VMAX +4kts in flap and slat extended configuration.
NOTE :
The speed protection is active 5 seconds after light-off but is inactive if a speed protection from
OPEN to V/S FPA mode occurred less than 30 seconds before.
(13) Expedite (EXP) mode - General

(a) Characteristics
The EXP mode permits to perform level changes with the maximum flight path angle in climb as well
as in descent.
During climb, the engagement of this mode activates holding of the maneuvering speed on the AP/FD
and command of the limit thrust by the A/THR.
During descent, the engagement of the mode activates holding of the maximum operating speed and
command of reduced thrust (IDLE) by the A/THR.
(b) Operational use
1
AES
Engagement
(Ref. Fig. 22-12-00-19800-B - EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude)
The expedite mode can be engaged through action on the EXPED pushbutton switch on the FCU
on condition that :
. the level selected on the FCU differs from the aircraft level,
. the target speed delivered by the FM part is available.
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The engagement of the EXP mode commands the selection of the automatic speed control and
acceptance of the target speed delivered by the FM part which will be:
. the maneuvering speed in climb,
. the maximum operating speed in descent.
These speeds are computed by the FAC depending on the aircraft weight and balance and slat
and flap configuration.
The choice between the EXP CLB or EXP DES mode is based on the aircraft position with
respect to the FCU level.
(Ref. Fig. 22-12-00-19900-B - EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude)
With this mode engaged, the altitude constraints imposed by the FMS are not taken into account
and the following appears on the FCU:
. the light for automatic change control is off
. the green bars on the EXPED pushbutton switch are on
. the light for automatic level change control is on.
2
Disengagement
The EXP mode can be disengaged:
. through pull action on the speed selector knob which switches the speed control to manual
mode and engages the OPEN CLB or OPEN DES mode.
(Ref. Fig. 22-12-00-20000-B - EXPED Mode - Disengagement by Selected Speed Selection)
This logic is also applicable to the takeoff and go around modes.
When these modes are active, the guidance is essentially dependent on the target speed of the
automatic speed control.
The guidance can then no longer be ensured if the manual speed control is selected through
engagement of any other longitudinal mode.
(c) Elaboration of orders

In EXP mode, the AP/FD orders are elaborated by the SPD/Mach law.
The A/THR operates in THRUST mode and commands a fixed thrust.
(d) Operational logic
The EXP mode is engaged through action on the EXPED pushbutton switch of the FCU and on
condition that:
. the aircraft has been flying for at least 5 seconds or is on the ground with engines shut down,
. the ALT ACQ mode can be armed,
. the LAND TRACK mode is not active.
The EXP mode is active only with the automatic speed control.
J.
Longitudinal Modes - Level-Change Managed Modes

(1) General
The level-change managed modes ensure guidance by the AP/FD.
This permits to follow the longitudinal flight plan elaborated in the flight management part.
These modes can be armed or active and when active, it is the FM part which selects the type of guidance
and the values of target parameters.
The CLB mode can be armed or active during the takeoff, go around, climb and cruise phases on condition
that the level selected on the FCU is higher than the aircraft level.
The DES mode can be armed or active during the cruise, descent and approach phases on condition that
the level selected on the FCU is lower than the aircraft level.
(2) Characteristics
With the CLB or DES modes active, the flight management part selects one of the five modes of guidance
below:
- SPEED/THRUST
AES
: . target speed or Mach hold by the AP/FD

. fixed thrust commanded by the A/THR
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- V PATH/SPEED
: . flight path follow-up, computed

by the FM part, by the A/THR
- FPA/SPEED
: . flight path angle hold by the AP/FD
. speed or Mach hold by the A/THR
- V.S/SPEED
: . vertical speed hold by the AP/FD
. speed or Mach hold by the A/THR
- V.PATH/THRUST : . flight path follow-up, computed
by the FM, by the AP/FD
. fixed thrust commanded by the A/THR.
This last type of guidance can only be activated if the managed speed control is selected.
If this is the case, the FM part performs a loose speed hold which consists in checking that this
parameter moves within a determined interval.
Whatever the guidance selected, the target parameter values (thrust, flight path angle, vertical speed,
longitudinal path, Speed/Mach in automatic speed control) are determined by the FM part.
Only the speed or Mach can be imposed by the pilot if manual speed control is selected.
In automatic speed control, the target speed and Mach are the optimum speed and Mach values computed
as according to
. weight,
. weather conditions,
. cost index
entered in the MCDU.
The cost index which is the ratio between the time cost and the fuel cost indicates to what extent one of
these parameters must be privileged with respect to the other.
The CAS/Mach switching is commanded by the FM part when the aircraft reaches the switching altitude
which corresponds to the optimum speed and Mach of the managed speed control.
The elaboration of the longitudinal flight plan and control in the vertical plane are described in 22-73-00 Performance/Vertical Functions.
(3) Operational use - General
(4) Operational use - Engagement
The engagement of the level-change managed modes is possible only if a longitudinal flight plan is available
in the flight management part and if the horizontal NAV mode is active on the AP/FD.
The CLB or DES mode is engaged or armed through push action on the altitude knob on the FCU.
(Ref. Fig. 22-12-00-20700-B - Managed Level Change When A/C Altitude < Selected Altitude)
When the CLB and DES modes are active:
. dashes are displayed in the V/S FPA window of the FCU display,
. the white LVL/CH light comes on on the FCU display.
(5) Operational use - Arming of the CLB and DES modes
(Ref. Fig. 22-12-00-20800-B - Managed Level Change - Leveling Off Caused by an Altitude Constraint)
The level-change managed modes enable to meet the altitude constraints which may appear in the
longitudinal flight plan.
When the capture of an altitude constraint requires leveling off of the aircraft the ALT ACQ mode is
activated and the CLB or DES mode is armed.
The altitude constraint is displayed in magenta on the altitude scale of the PFD together with the ALT or
ALT * messages armed or active on the FMA.
When the constraint is released, the FM part commands the activation of the CLB or DES mode for
continuation of the flight plan.
(6) Operational use - Disengagement
(Ref. Fig. 22-12-00-20900-B - Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control)
(Ref. Fig. 22-12-00-21000-B - DES Mode Disengagement When Climb Phase is Activated)
AES
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The managed level-change control modes are disengaged if there is a discontinuity in the longitudinal flight
plan or if the NAV mode is lost.
(Ref. Fig. 22-12-00-20900-B - Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control)
The same situation is present if the flight phase determined by the FM part becomes incompatible with the
CLB or DES mode active.
(Ref. Fig. 22-12-00-21000-B - DES Mode Disengagement When Climb Phase is Activated)
In these conditions, the reversionary mode engaged at the AP/FD will be V/S-FPA and synchronization of
the vertical speed/flight path angle in the FCU display will permit to avoid an abrupt change of flight path,
except in CLB where the reversionary mode will be OPEN CLB.
These conditions also cause disarming of the CLB or DES modes when the AP/FD is in altitude hold mode
on a constraint.
Finally, the CLB and DES modes active are lost if another longitudinal mode is engaged at the AP/FD or if
the pilot selects a level on the FCU lower than the aircraft-in-climb level or higher than the aircraft-indescent level (Ref. V/S FPA modes).
(7) Utilization in takeoff or go around phase - General
(Ref. Fig. 22-12-00-21200-B - CLB Mode in Takeoff Phase)
(8) Utilization in takeoff or go around phase - Arming of CLB mode
On the ground, before takeoff, the CLB mode is armed as soon as the pilot selects a flight plan via the
MCDU.
During takeoff, the support mode is Pitch Takeoff which ensures guidance at the AP/FD up to the
acceleration altitude.
In these conditions, the ALT ACQ mode is also armed but is not displayed on the FMA.
The CLB mode is not armed if an altitude constraint susceptible of being met or the altitude selected on
the FCU appears in the flight plan at an altitude lower than the acceleration altitude.
In these conditions, the armed mode displayed on the FMA is ALT ACQ.
In go around phase, arming of the CLB mode obeys the same rules as in the takeoff phase. The only
difference is that the CLB mode armed appears only when the Pitch-Go-Around mode is engaged on the
AP/FD.
(9) Utilization in takeoff or go around phase - Activation
When the aircraft reaches the acceleration altitude with the CLB mode armed, the FM part commands the
activation of the climb phase. This results at level of the AP/FD in the activation:
. of the CLB mode if the automatic level-change control can be engaged and particularly if the NAV
mode is active on the AP/FD (lateral mode)
. of the OPEN CLB mode in the other cases, particularly if the HDG/TRK mode is active on the AP/FD
(lateral mode) or if the heading preset value is selected.
The managed speed control selected in takeoff and go around phases commands the acceleration towards
the climb-phase optimum speed.
If the FCU level or the first altitude constraint is lower than the acceleration altitude, the acceleration and
climb phases are started upon engagement of the ALT ACQ mode and the aircraft accelerates in level
flight.
(10) Utilization in takeoff or go around phase - Speed preset for the climb phase
The pilot can preset a speed value for the climb phase when he does not want to use the optimum speed of
the automatic speed control.
This preset value is introduced on the CLB page of the MCDU then displayed on this page and on the FMA
with the CLB armed message.
When the acceleration altitude is reached, the manual speed control is automatically selected. The preset
value is synchronized in the FCU SPD window and then becomes the new target speed for the acceleration
and climb phase.
NOTE :
AES
The same procedure enables the pilot to preset a Mach value for the cruise phase.
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The Mach preset is displayed on the FMA adjacent to the ALT mode armed when the aircraft flies
the segment preceding activation of the cruise phase (Ref. 22-70-00 Flight Management System).
(Ref. Fig. 22-12-00-21600-A - Vertical Path Control Law)
The control law, flight path, vertical speed and Speed/Mach principles have been described previously.
When the selected guidance is V.PATH/SPEED or V.PATH/THRUST, the AP/FD orders are elaborated
by the vertical path follow-up law.
(12) Operational logic - General
(13) Operational logic - CLB mode armed
The climb mode is armed:
. on the ground or when the takeoff and go around modes are engaged, provided that the conditions
below are met:
. no mode active except the takeoff or go around mode
. the FCU level or the lowest FMS constraint likely to be respected is above the acceleration level
defined (with NAV mode active or armed)
. the acceleration level is valid
. in flight, except during the descent and approach phases and on condition that:
. the NAV mode is active
. the FCU level is higher than the aircraft level
. the flight profile is valid and one of the following conditions below is met:
.. capture of an altitude constraint provided by the FMS
.. push action on the altitude selector knob with ALT ACQ mode, ALT mode or ALT submode of the
V/S - FPA mode active and provided that the FM permits arming of CLB mode.
NOTE :
The climb mode is disarmed by one of the conditions below:

. conditions for arming the climb mode on the ground or in takeoff and go around modes not met
. engagement of the V/S, FPA, EXP (if fitted), CLB, DES, GS CAPTURE, OPEN CLB, OPEN
DES, ALT ACQ (FCU level) modes
. FCU level lower than the aircraft level
. FCU level reduced to the FMS constraint with the ALT or ALT ACQ mode active
. loss of NAV mode with ALT or ALT ACQ mode active
. switching to descent or approach phase
. loss of flight profile validity with the ALT or ALT ACQ mode active.
(14) Operational logic - Climb mode active

The conditions required for the climb in automatic level-change control are as follows:
. FCU level above the aircraft level
. arming of the ALT ACQ mode possible
. five seconds after lift off
. descent and approach phases not active
. NAV mode active
. flight profile valid
. G/S TRACK, LAND TRACK modes not active.
If these conditions are met, the CLB mode can be activated by one of the conditions below:
. acceleration altitude reached with the CLB mode armed
. altitude constraint met with the CLB mode armed
. IM CLB mode is engaged by pushing action on the altitude selector if :
. The ALT ACQ or ALT mode or ALT submode of V/S - FPA mode is not active
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is active, the CLB mode is not
armed and the FMS does not permit arming of CLB mode.
AES
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(15) Operational logic - DES mode armed
The DES mode is armed except in takeoff or go around phases and on condition that :
. FCU level lower than the aircraft level
. NAV, LOC CPT, LOC TRACK modes active
. flight profile available
and one of the following conditions is met :
. capture of an altitude constraint provided by the FMS
. push action on the altitude selector knob, with ALT ACQ mode, ALT mode or ALT submode active
and provided that FMS enables arming of DES mode.
The DES mode is disarmed through one of the conditions below:
. engagement of the V/S, FPA, EXP (if fitted), DES, G/S CPT, FINAL DES, GO AROUND, OPEN
CLB, OPEN DES modes
. FCU level higher than the aircraft level
. loss of NAV, LOC CPT, LOC TRACK modes
. switching to takeoff, go around or climb phase
. loss of flight profile validity
. FCU level reduced to the FMS constraint with ALT ACQ mode active.
(16) Operational logic - DES mode active
This mode is active on condition that:
. the FCU level is below the aircraft level
. arming of the ALT ACQ mode is possible
. the NAV, LOC CPT or LOC TRACK modes are active
. five s after lift off
. the takeoff, climb, go around phases are not active
. the flight profile is valid
. the active modes are not GS TRACK, LAND TRACK, DESCENT, FINAL DES, TAKEOFF or GO
AROUND.
If these conditions are met, the DES mode engages except in climb phase when an altitude constraint is
met with the DES mode armed.
IM DES mode is engaged by pushing action on the altitude selector if :
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is not active
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is active, the DES mode is not armed
and the FMS does not permit arming of DES mode.
K.
Displays Associated with the Cruise Modes

(1) FMA
(a) Messages concerning the lateral AP/FD modes
1
General rules
The active mode is always indicated in plain language.
The first line indicates the active mode in green.
The second line indicates the mode armed in cyan.
a
List of messages
1st line
NAV, HDG, TRACK, LOC*, LOC
2nd line
NAV, LOC
(b) Messages concerning the longitudinal AP/FD modes

1
AES
General rules
On the first line, the message is always indicated in plain language except in ALT mode on the
cruise flight level with A/THR engaged and NAV mode active where three dashes are displayed.
22-12-00 PB001
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The first line indicates the active mode in green.
The second line indicates the mode armed in cyan.
The messages which concern an FMS altitude constraint are displayed in magenta.
2
List of messages
1st line
ALT*, ALT, ALT CRZ, ALT CST*, V/S +/- xxxx, FPA +/- x.x deg., EXP CLB, EXP DES,
CLB, DES, OP CLB, OP DES
2nd line
ALT, CLB, DES.
3rd line
xxx, .xx
When a preset speed or Mach value has been introduced in the MCDU, the value is displayed with
the mode armed when the aircraft is in the flight segment which precedes acceptance of this
preset value (SPEED SEL: XXX or MACH SEL: .XX).
(2) FCU Automatic Control Lights

The FCU has three lights which come on whenever the automatic control is active or armed.
These lights concern:
. speed control,
. lateral control,
. longitudinal control as far as level changes are concerned.
(a) Speed control
The associated light comes on when the managed speed control is active.
(b) Lateral control
The associated light is on when:
. the lateral guidance is managed, i.e. when the modes below are active:
. NAV
. LOC CPT
. LOC TRACK
. the managed lateral guidance is armed, i.e. the modes below are armed:
. NAV
. LOC.
(c) Longitudinal control
The associated light is on when:
. the level change is automatic i.e. when the modes below are active:
. CLB
. DES
. IM CLB
. IM DES
. the automatic level change is armed when the modes below are armed:
. CLIMB
. DESCENT.
AES
22-12-00 PB001
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** On A/C ALL
FIG.1a AUTOMATIC SPEED CONTROL ENGAGEMENT
TURN
FIG.1b FCU SPEED/MACH WINDOW SYNCHRONIZATION
PULL
FIG.1c MANUAL SPEED CONTROL ENGAGEMENT
N_MM_221200_0_AAR0_01_00
AES
FIGURE 22-12-00-13700-B SHEET 1

Speed Control
22-12-00 PB001
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AES
FIGURE 22-12-00-14500-A SHEET 1

Lateral Modes Active in Cruise
TARGET
AP/FD
CONTROL LAW
SUBMODE
FMA
AP/FD MODE
H/PATH
HDG
VOR
NOTE
VOR
FMS TARGET
TRACK
NOTE
TRACK
FMS TARGET
NOTE
HDG
LOC
LOC CAPTURE
LOC
LOC
LOC TRACK
HDG
HDG
HDG
NOTE : MODES OR TARGETS NOT IN BOXES ARE CHOSEN OR COMPUTED BY NAV/PERF
NOTE
H/PATH
___
NAV
LATERAL
MANAGED MODES
HDG SEL
FCU
TRACK SEL
FCU
TRACK
TRACK
TRACK
@A318/A319/A320/A321
** On A/C ALL
N_MM_221200_0_ACR0_01_00
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** On A/C ALL
PUSH
FIG.3a TRACK SELECTION ON FCU
PUSH
FIG.3b HEADING SELECTION ON FCU
N_MM_221200_0_AER0_01_00
AES
FIGURE 22-12-00-15100-B SHEET 1

HDG/TRK Selection
22-12-00 PB001
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** On A/C ALL
THE HDG SELECTOR TO THE

LEFT SIDE = A/C WILL ACQUIRE
230 TURNING TO THE LEFT SIDE
3
THE HDG SELECTOR TO THE
RIGHT SIDE = A/C WILL
ACQUIRE 230 TURNING TO THE
RIGHT SIDE
ALT
HDG
ALT
AP1
FD1
AP/FD ARE ENGAGED IN

HDG AND WILL =
2
FOLLOWING THE
SHORTER PATH
NAV
AP1
FD1
1
INITIAL A/C CONFIGURATON
N_MM_221200_0_AGR0_01_00
AES
FIGURE 22-12-00-15200-B SHEET 1

HDG/TRK Mode
22-12-00 PB001
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Revision n: 40
AES
FIGURE 22-12-00-15300-A SHEET 1

HDG/TRK Control Law
LAT
RATE
r1
IRS
LOC
HDG
FCU
IRS
OR
IRS
GAIN
F(MACH)
GAIN
ABSOLUTE
VALUE
TURN TO LEFT
FILTER
TO ACCURACY SEE
BASIC LOOP INPUT
DIRECTION OF TURN
ACCORDING TO
SELECTION ON FCU
VARIABLE
LIMIT
TURN TO RIGHT
GAIN
@A318/A319/A320/A321
** On A/C ALL
N_MM_221200_0_AJT0_01_00
22-12-00 PB001
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** On A/C ALL
30Ft
N_MM_221200_0_ALR0_01_00
AES
FIGURE 22-12-00-15700-B SHEET 1

Engagement of NAV Mode at Takeoff
22-12-00 PB001
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** On A/C ALL
ALT
NAV
AP1
FD1
CAPTURE POINT
SELECTION OF NAV MODE
ALT
HDG
NAV
AP1
FD1
ALT
HDG
AP1
FD1
INITIAL A/C CONFIGURATION AP/FD ENGAGED IN HDG MODE

PUSH
N_MM_221200_0_ANR0_01_00
AES
FIGURE 22-12-00-15800-B SHEET 1

Engagement of NAV Mode (HDG TRK Selector Knob)
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** On A/C ALL
BBB
DDD
CCC
ALT
NAV
AP1
FD1
DIRECT TO ON MCDU
NAV IS ENGAGED
PUSH
ALT
HDG
DIR TO
*[ ]
AAA
BBB
CCC
DDD
EEE
AP1
FD1
INITIAL A/C CONFIGURATION AP/FD ENGAGED IN HDG MODE
N_MM_221200_0_AQR0_01_00
AES
FIGURE 22-12-00-15900-B SHEET 1

Engagement of NAV Mode (DIRECT TO)
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FM N
FM TAE
FM XTK
SPEED
SPEED
** On A/C ALL
N_MM_221200_0_ASR0_01_00
AES
FIGURE 22-12-00-16000-A SHEET 1

Horizontal Path Law
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** On A/C ALL
PUSH
LOC
CAPTURE PHASE
ARMING PHASE
ND
INITIAL A/C CONFIGURATION

LOC
N_MM_221200_0_AWR0_01_00
AES
FIGURE 22-12-00-16400-B SHEET 1

LOC Mode
22-12-00 PB001
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@A318/A319/A320/A321
** On A/C ALL
LVL/CH
MANAGED MODES
AP/FD MODES
CLB
DES
FMA
CLB
DES
SUBMODES
SPEED/THRUST
AP/FD CTL LAWS
SPD/MACH
V/S
V PATH/SPEED
FPA/SPEED
V/PATH
FPA
V/S/SPEED
V PATH/THRUST
V/S
V/PATH
TARGET FMS
TARGETS
VSEL/MSEL FCU
+ 8000 Ft/min
TARGET FMS
TARGET FMS
LVL/CH
SELECTED MODES
AP/FD MODES
OP.CLB
OP.DES
V/S
FPA
FMA
OP.CLB
OP.DES
V/S
FPA
SUBMODES
SPEED/THRUST
SPEED/THRUST
V/S
ALT
FPA
ALT
SPD/MACH
V/S
ALT HOLD
FPA
ALT HOLD
AP/FD CTL LAWS
TARGETS
V/S
EXP
EXP CLB
ALT
+ 1000 Ft/min
TARGET FMS
+ 8 000 Ft/min
VSEL/MSEL FCU
ALT ACQ
ALT*
EXP DES
ALT
___
ALT
FPA
SPD/MACH
ALT ACQ
ALT
V/S
ALT HOLD
V/S
FMS CONSTRAINT
V/S SEL FCU
ALT MEMO
FPA SEL FCU
ALT MEMO
TARGET FMS
ALT SEL FCU
ALT MEMO
0 Ft/mn
NOTE : MODES OR TARGETS NOT IN BOXES

ARE CHOSEN OR COMPUTED BY NAV/PERF
N_MM_221200_0_AYR0_01_00
AES
FIGURE 22-12-00-16800-A SHEET 1

AP/FD Longitudinal Modes Active
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** On A/C ALL
SPD
HDG
V/S
ALT
(CYAN)
AP1
FD1
A/THR
SPD
ALT*
HDG
AP1
FD1
A/THR
SPD
ALT
HDG
AP1
FD1
A/THR
ZSEL = 10.000 Ft
TRACK
CAPTURE
ALT ACQ MODE IS DISENGAGED

ALT MODE IS ENGAGED
V/S MODE IS DISENGAGED

ALT ACQ MODE IS ENGAGED
N_MM_221200_0_BAR0_01_00
AES
FIGURE 22-12-00-17200-B SHEET 1

ALT ACQ Mode
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** On A/C ALL
29000 FT
ALT*
HDG
AP1
FD1
A/THR
15000 FT
SPD
V/S
ALT
HDG
(CYAN)
END OF ALTITUDE SETTING : IF ALT ACQ CONDITIONS ARE

MET AP/FD CHANGES TO ALT*
AP1
FD1
A/THR
NEW ALTITUDE SETTING
INITIAL CONDITIONS
ALT ACQ IS ARMED

ALT SEL=29000 FT
N_MM_221200_0_BCR0_01_00
AES
FIGURE 22-12-00-17300-B SHEET 1

ALT ACQ Mode - Change of Selected Altitude During the
Arming Phase
22-12-00 PB001
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** On A/C ALL
SPD
SPD
ALT*
HDG
V/S
ALT
(CYAN)
AP1
FD1
A/THR
HDG
SPD
ALT*
HDG
AP1
FD1
A/THR
AP1
FD1
A/THR
30000FT
NEW CAPTURE POINT

V/S IS DISENGAGED
ALT ACQ CAPT IS ENGAGED
INITIAL CONDITIONS
15000FT
NEW ALTITUDE SETTING
IF ALT ACQ CONDITIONS
ARE LOST:AP/FD CHANGES TO V/S
V/S TARGET=CURRENT AIRCRAFT V/S
N_MM_221200_0_BER0_01_00
AES
FIGURE 22-12-00-17400-B SHEET 1

ALT ACQ Mode - Change of Selected Altitude During the
Capture Phase
22-12-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
BARO
BARO
ln Hg
ln Hg
hPa
hPa
PULL
STD
FD
ILS
ILS
FCU ARINC BUS
PULL
BARO
CORRECTIONS
FCU ARINC BUS

BARO
CORRECTIONS
ADC 1
PUSH
BARO
CORRECTIONS
ADC 3
ADC 2
FOR
FOR
RECONFIGURATION
RECONFIGURATION
STANDARD
SELECTION
BARO
SELECTION
STANDARD ALT
STANDARD ALT
BARO ALT
FD
COMPUTED
Zp
FMGC 1
COMPUTED
Zp
BARO ALT
FMGC 2
N_MM_221200_0_BGP0_01_00
AES
FIGURE 22-12-00-17500-A SHEET 1

Barometric Correction
22-12-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321
= 40 Ft
Zc
GAIN
MACH
LEVEL
DETECTOR
COMPARATOR
ALT COND
TO LOGIC
ALT ACQ COND

TO LOGIC
** On A/C ALL
+
Zo
100
Fvz
V/S BI (ADIRS)
ALT ACQ COND
MEMORY
+
Z (ADIRS)
FM
Z SEL FCU
1000
LVL/CH
ALT
FM ALT CONS TRAINT
Z TARGET
N_MM_221200_0_BJV0_01_00
AES
FIGURE 22-12-00-17600-A SHEET 1

ALT ACQ Control Law
22-12-00 PB001
Page 35
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
MACH
HDG
MACH
HDG
ALT
MACH
AP1
FD1
A/THR
FD1
A/THR
340
340
20
20
10
10
290
300
280
10
20
00
80
20
10
10
190
780
0
10
20
10
10
780
35
ALT
HDG
20
20
10
10
AP1
FD1
A/THR
200
320
288
280
190
STD
780
35
20
00
80
290
300
280
10
10
260
STD
MACH
340
300
190
20
00
80
10
260
STD
35
288
280
260
20
AP1
FD1
A/THR
320
300
10
HDG
340
20
320
320
ALT
20
00
80
10
10
190
260
STD
780
35
NOTE :
MANUAL
ALTITUDE CHANGE
IF I
l 250 Ft AP ACQUIRES THEN
HOLDS PRESELECTED ALTITUDE
IF I
l 250 Ft AP HOLDS THE
NEW ALTITUDE ACQUIRED AFTER
V/S CANCELLATION
1
SELECTED ALTITUDE
29000 F
250 ft
1
2
AP ENGAGEMENT
HDG
LAT
LVL/CH
ALT
HDG V/S
MACH
V/S
HDG
LAT
LVL/CH
ALT
HDG V/S
V/S
MACH
V/S
FPA
HDG
TRK
UP
1000
100
PUSH
TO
LEVEL
OFF
METRIC
ALT
SPD
MACH
AP1
AP2
HDG
TRK
V/S
FPA
100
PUSH
TO
LEVEL
OFF
METRIC
ALT
SPD
MACH
ALT
HDG
20
20
10
10
AP1
FD1
A/THR
UP
1000
AP2
340
DN
DN
320
LOC
A/THR
EXPED
APPR
LOC
A/THR
EXPED
APPR
286
300
280
20
00
80
10
10
190
260
STD
780
35
N_MM_221200_0_BLR0_01_00
AES
FIGURE 22-12-00-17800-B SHEET 1

AP Engagement with FD in ALT Mode
22-12-00 PB001
Page 36
May 01/12
Revision n: 40
@A318/A319/A320/A321
A/THR ACTIVE
MACH HOLD
CRUISE PHASE
GAIN
GAIN
VC
ZBI (IRS)
ZBI (IRS)
ALT MODE
MEMO
V/S BI (IRS)
XG
LIMIT
FILTER
+WASH
GAIN
MACH
** On A/C ALL
N_MM_221200_0_BNR0_01_00
AES
FIGURE 22-12-00-17900-A SHEET 1

ALT HOLD Control Law
22-12-00 PB001
Page 37
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SPEED
SPD
HDG
LVL/CH
ALT
LAT
FPA TRACK
V/S
30
TRK FPA
220
PUSH
V/S
FPA
HDG
TRK
100
UP
1000
SPD
MACH
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
A/THR
LOC
FD1
A/THR
200
20
25 00
80
DN
EXPED
15
180
APPR
20
160
STD
ENGAGEMENT OF FPA MODE
16
17
18
19
INITIAL STATE OF V/S MODE

HDG
SPD
LAT
ALT
HDG V/S
HDG
TRK
100
V/S
FPA
LVL/CH
V/S
UP
1000
SPD
MACH
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
DN
A/THR
LOC
SPEED
V/S
EXPED
HDG
APPR
FD1
A/THR
35
220
200
20
30 00
80
15
180
25
160
STD
16
17
18
NEW SETTING OF FPA TARGET
19
SPD
HDG
LAT
ALT
LVL/CH
V/S
TRK FPA
TURN
HDG
TRK
V/S
FPA
100
UP
1000
SPD
MACH
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
DN
LOC
A/THR
EXPED
APPR
N_MM_221200_0_BQR0_01_00
AES
FIGURE 22-12-00-18600-B SHEET 1

V/S FPA Mode Selection
22-12-00 PB001
Page 38
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
PULL
TURN
FIRST CUP
SYNCHRONIZATION
TO V/S ACTUAL
V/S MODE
ENGAGEMENT
V/S SELECTION
N_MM_221200_0_BSR0_01_00
AES
FIGURE 22-12-00-18700-B SHEET 1

V/S Mode Engagement Using (Turn and Pull) V/S FPA
Selector Knob
22-12-00 PB001
Page 39
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SPD
AP1
V/S
HDG
AP1
FD1
A/THR
SPD
ALT
HDG
AP1
FD1
A/THR
AP2
ALTITUDE HOLD
NEW VERTICAL SPEED SETTING

SPD
V/S
ALT
HDG
AP1
FD1
A/THR
V/S SETTING : 0 FT/MN
INITIAL CONDITION
V/S MODE
V/S SETTING = 2500 FT/MN
AP1
AP2
PUSH
N_MM_221200_0_BUR0_01_00
AES
FIGURE 22-12-00-18800-B SHEET 1

Altitude Hold Through V/S FPA Mode
22-12-00 PB001
Page 40
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
V/S TARGET
LIM
V/S BI (ADIRS)
GAIN
MACH
a) VERTICAL SPEED CONTROL LAW
FPA TARGET
+
+
LIM
GAIN
FRA (IRS)
GROUND SPEED (IRS)
MACH
b) FLIGHT PATH ANGLE CONTROL LAW
N_MM_221200_0_BYR0_01_00
AES
FIGURE 22-12-00-18900-A SHEET 1

V/S FPA Control Laws
22-12-00 PB001
Page 41
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
CLB
AP1
FD1
A/THR
HDG
OP CLB
ALT
(CYAN)
30000 FT
ALT ACQ CAPTURE POINT

SPD MACH
HDG
LAT
ALT
HDG V/S
LVL/CH
TURN THEN PULL

HDG
TRK
SPD
MACH
V/S
FPA
100
1000
V/S
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
MACH
DN
LOC
A/THR
EXPED
CROSSOVER ALTITUDE
ALT *
HDG
AP1
FD1
A/THR
APPR
CAS TO MACH CONTROL

SWITCHING
FCU
SPD
HDG
LAT
LVL/CH
100
HDG
LAT
LVL/CH
ALT
HDG V/S
PUSH
TO
LEVEL
OFF
AP2
V/S
FPA
HDG
TRK
UP
1000
METRIC
ALT
AP1
MACH
V/S
SPD
MACH
100
A/THR
EXPED
UP
1000
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
DN
DN
LOC
V/S
TRK FPA
V/S
FPA
HDG
TRK
SPD
MACH
ALT
HDG V/S
A/THR
LOC
APPR
APPR
EXPED
15000 FT
SELECTION OF A NEW ALTITUDE
(GREATER THAN ACTUAL ALTITUDE)
AND ENGAGEMENT OF OPEN CLB MODE
SPD
ALT
HDG
WHEN THE CROSSOVER ALTITUDE IS REACHED

THE FM SECTION COMMANDS THE SWITCHING
FROM CAS CONTROL TO MACH CONTROL.
THE MACH VALUE CORRESPONDING TO THE CAS AT
THE CROSS OVER ALTITUDE AND DISPLAYED ON THE
MCDU IS SYNCHRONIZED IN THE SPD/MACH
WINDOW OF THE FCU AND IS TAKEN INTO ACCOUNT
AS THE NEW MACH TARGET.
CLB
ACT MODE
SPD 280
SPD/MACH
280/.80
AP1
FD1
A/THR
PHASE
BRT
F
A
I
L
F
M
G
C
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
DATA
MCDU
MENU
AIR
PORT
NEXT
PAGE
X
OVFY
M
C
D
U
M
E
N
U
CLR
MCDU
N_MM_221200_0_CAR0_01_00
AES
FIGURE 22-12-00-19200-B SHEET 1

OPEN CLB Mode - Mode Selection When ALT SEL >
Current Altitude
22-12-00 PB001
Page 42
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Z SEL = 29000 Ft
SPD
HDG
LAT
ALT
LVL/CH
AP2
FD1
HDG
V/S
V/S
HDG V/S
V/S
FPA
HDG
TRK
100
UP
1000
SPD
MACH
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP2
AP1
DN
LOC
OP CLB
ALT
(CYAN)
A/THR
HDG
EXPED
APPR
AP2
FD1
NEW ALTITUDE
SETTING
LOWER THAN A/C ALTITUDE
V/S ENGAGEMENT WITH
CURRENT V/S AS TARGET
SPD
HDG
LAT
ALT
HDG V/S
LVL/CH
V/S
TRK FPA
HDG
TRK
V/S
FPA
1000
100
SPD
MACH
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP2
AP1
DN
LOC
INITIAL CONDITIONS
A/THR
EXPED
APPR
TURN
ALT ACQ IS ARMED

ALT SEL = 29000 FT
OP CLB IS ENGAGED
N_MM_221200_0_CCT0_01_00
AES
FIGURE 22-12-00-19300-B SHEET 1

IN OPEN CLB Mode - V/S Mode Selection When ALT SEL
< Current Altitude
22-12-00 PB001
Page 43
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
OP DES HDG
ALT
(CYAN)
IDLE
SELECTION OF A NEW ALTITUDE (LOWER THAN ACTUAL ALTITUDE)
AND ENGAGEMENT OF OPEN DES MODE
SPD
HDG
AP1
FD1
A/THR
LAT

SPD
MACH
CHANGES
MACH TO SPEED CONTROL
ABOVE CROSSOVER
ALTITUDE
30000 Ft
LOC
AIRCRAFT SPEED IS SYNCHRONIZED

IN FCU SPD/MACH WINDOW
CROSSOVER ALTITUDE
MACH
ALT
AP1
FD1
A/THR
HDG
ALT
ACQ CAPTURE POINT
15000 Ft
MACH
HDG
LAT
V/S
FPA
HDG
TRK
LVL/CH
ALT
HDG V/S
100
AP1
TURN THEN PULL
AP2
A/THR
EXPED
100
1000
SPEED ALT*
METRIC
ALT
AP1
DN
LOC
V/S
FPA
HDG
TRK
PUSH
TO
LEVEL
OFF
METRIC
ALT
LVL/CH
ALT
HDG V/S
UP
1000
SPD
MACH
V/S
APPR
AP1
FD1
A/THR
HDG
AP2
A/THR
IDLE OP DES
ALT
HDG
(CYAN)
AP1
FD1
A/THR
SPD
HDG
LAT
ALT
HDG V/S
V/S
FPA
HDG
TRK
100
LVL/CH
UP
1000
SPD
MACH
V/S
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
DN
LOC
A/THR
EXPED
APPR
N_MM_221200_0_CER0_01_00
AES
FIGURE 22-12-00-19400-B SHEET 1

OPEN DES Mode - Mode Selection When ALT SEL <
Current Alitude
22-12-00 PB001
Page 44
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
MACH
HDG
V/S
340
10
280
80
1500
F.F
KG/H
10
10
EGT
C
N2
%
320
200
60. 1
10
350
300
20
00
80
10
355
20
10
10
AP1
FD1
A/THR
.
.
1550
280
180
190
500
STD
35
MACH TARGET IS NOT HELD

Vc = VLS + 5 kts
SPD
HDG
LAT
LVL/CH
ALT
HDG V/S
V/S
FPA
100
20
20
10
10
300
300
10
20
00
80
10
190
260
STD
780
35
MACH TARGET IS HELD
V/S
UP
1000
PUSH
TO
LEVEL
OFF
METRIC
ALT
SPD
MACH
AP1
AP1
FD1
A/THR
TRK FPA
HDG
TRK
HDG
200
280
160
20
00
80
10
10
OP CLB
320
200
.
.
CLB
340
200
220
FLAP
80. 2
STD
35
20
FOB : 18000 KG
190
780
HDG
90. 9%
CL
10
260
V/S
240
5
20
10
MACH
10
N1
%
60
200
20
AP1
FD1
A/THR
AP2
DN
LOC
A/THR
EXPED
APPR
TURN AND
PULL
AUTOMATIC SWITCHING
TO OPEN CLB MODE
IN ORDER TO CONTROL
THE MACH
V/S SELECTION = 3000 FT/MN
N_MM_221200_0_CET0_01_00
AES
FIGURE 22-12-00-19500-B SHEET 1

OPEN CLB Mode - V/S Demand Above Performance
Capability
22-12-00 PB001
Page 45
May 01/12
Revision n: 40
AES
FIGURE 22-12-00-19600-A SHEET 1

SPD/Mach Control Law
VLS (FAC)
VOTER
TARGET
SPEED
a (FA)
T (FAC)
FM SPEED TARGET
MACH
CONTROL
V MAX OP (FAC)
FCU SELECTED SPEED
MANUAL SPEED CONTROL
FM MACH TARGET
FCU SELECTED MACH
(ADC) MACH
(ADC) CAS
GAIN
GAIN
GAIN
FILTER
LIMIT
@A318/A319/A320/A321
** On A/C ALL
N_MM_221200_0_CGR0_01_00
22-12-00 PB001
Page 46
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SPEED
AP1
FD1
A/THR
HDG
ALT
ALTITUDE 29000 Ft
ALT ACQ CAPTURE

POINT
AP1
FD1
A/THR
CLB EXP CLB HDG

ALT
(CYAN)
HDG
ALT
SPEED
AP1
FD1
A/THR
INITIAL CONDITIONS
15000 Ft
EXPEDITE MODE SELECTION
NEW ALTITUDE SELECTION
SPEED AUTO CONTROL

IS AUTOMATICALLY SELECTED
SPD
HDG
LAT
LVL/CH
ALT
HDG V/S
TURN
HDG
TRK
V/S
FPA
100
1000
SPD
MACH
V/S
HDG
LAT
PUSH
TO
LEVEL
OFF
AP2
HDG
TRK
SPD
MACH
LVL/CH
ALT
HDG V/S
UP
METRIC
ALT
AP1
SPD
V/S
FPA
100
1000
LOC
EXPED
APPR
LAT
HDG
TRK
SPD
MACH
LVL/CH
ALT
HDG V/S
PUSH
TO
LEVEL
OFF
AP2
DN
A/THR
HDG
UP
METRIC
ALT
AP1
SPD
V/S
V/S
FPA
100
1000
LOC
EXPED
APPR
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
DN
DN
A/THR
V/S
LOC
A/THR
EXPED
APPR
N_MM_221200_0_CJR0_01_00
AES
FIGURE 22-12-00-19800-B SHEET 1

EXP Mode - EXP CLB When Aircraft Altitude < Selected
Altitude
22-12-00 PB001
Page 47
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SPEED
V/S
HDG
AP1
FD1
A/THR
SPEED
ALT*
HDG
AP1
FD1
A/THR
EXPEDITE MODE
SELECTION
IDLE
EXP DES HDG

ALT
(CYAN)
AP1
FD1
A/THR
INITIAL CONDITIONS :
A/C IN V/S
A/C ALT > ALT SELECTED
ALT ACQ CAPTURE
POINT
10 000 Ft
FCU LEVEL
N_MM_221200_0_CLR0_01_00
AES
FIGURE 22-12-00-19900-B SHEET 1

EXP Mode - EXP DES When Aircraft Altitude > Selected
Altitude
22-12-00 PB001
Page 48
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
TURN/PULL
N_MM_221200_0_CNR0_01_00
AES
FIGURE 22-12-00-20000-B SHEET 1

EXPED Mode - Disengagement by Selected Speed Selection
22-12-00 PB001
Page 49
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SPEED
ALT *
AP1
FD1
A/THR
SPEED
ALTITUDE HOLD
CRUISE LEVEL
AP1
FD1
A/THR
ALTITUDE 29000 Ft
ALTITUDE ACQUIRE
POINT
CLB
SPEED
ALT
CLB
ALT
(CYAN)
AP1
FD1
A/THR
AP1
FD1
A/THR
INITIAL CONDITIONS
15000 Ft
CLB MODE SELECTION
NEW ALTITUDE SELECTION
MANAGED LEVEL CHANGE
GREEN LIGHT IS ON

GREEN LIGHT IS OFF
TURN
PUSH
N_MM_221200_0_CQT0_01_00
AES
FIGURE 22-12-00-20700-B SHEET 1

Managed Level Change When A/C Altitude < Selected
Altitude
22-12-00 PB001
Page 50
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
IDLE
SPD
AP1
FD1
A/THR
DES
ALT
(MAGENTA)
HDG
LAT
V/S
FPA
HDG
TRK
SPD
MACH
ALT
HDG V/S
100
LVL/CH
1000
V/S
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP2
AP1
DN
A/THR
LOC
(MAGENTA)
SPEED
ALT
DES
(CYAN)
AP1
FD1
A/THR
APPR
INITIAL STATE:
WITH FCU LEVEL BELOW
A/C LEVEL
IDLE
DES
ALT
(CYAN)
AP1
FD1
A/THR
AUTOMATIC RESUMPTION OF
THE DESCENT CONTROLLED BY FM
DES MODE IS ENGAGED
NO CHANGE ON FCU
SPD
HDG
LAT
ALT
HDG V/S
LVL/CH
V/S
(MAGENTA)
SPEED
ALT*
AP1
FD1
A/THR
DES
320
300
280
18 00
260
. 80
15
16
17
18
19
MAGENTA
ALT ACQ MODE ACTIVATION

CAUSED BY THE CAPTURE
OF THE ALTITUDE CONSTRAINT
DISPLAYED IN MAGENTA ON
THE ALTITUDE SCALE OF THE PFD
DES MODE IS ARMED
FCU LEVEL
N_MM_221200_0_CUT0_01_00
AES
FIGURE 22-12-00-20800-B SHEET 1

Managed Level Change - Leveling Off Caused by an Altitude
Constraint
22-12-00 PB001
Page 51
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
CLB
CLB
ALT
(CYAN)
AP1
FD1
A/THR
UNSUCCESSFULL ATTEMPTS TO REVERT
IN MANAGED LEVEL CHANGE
INITIAL STATE : MANAGED LEVEL

CHANGE WITH CLB MODE
CLB
OP CLB
ALT
(CYAN)
HDG
AP1
FDA1
A/THR
TURN & PULL
SELECTION OF HDG MODE RESULTING IN OPEN CLB MODE ENGAGEMENT
N_MM_221200_0_CWT0_01_00
AES
FIGURE 22-12-00-20900-B SHEET 1

Loss of Managed Level Change Prompted by Loss of
Managed Lateral Control
22-12-00 PB001
Page 52
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
___
___
ALT
___
AP1
FD1
A/THR
INITIAL STATE:
WITH FCU LEVEL BELOW
A/C LEVEL
SPEED
V/S
ALT
___
AP1
FD1
A/THR
LOSS OF DES MODE CAUSED BY CLIMB

PHASE ACTIVATION REVERSION TO V/S MODE
LAT REV FROM PPOS
ACTIVATION OF THE
ALTERNATE FLIGHT PLAN
WITH NEW DESTINATION
THE CLIMB PHASE IS
ACTIVATED BY FM SECTION
CLB OP CLB _ _ _
ALT
(CYAN)
AP1
FD1
A/THR
NEW SETTING
OF ALTITUDE
TURN AND PULL TARGET ABOVE
A/C ALTITUDE
OPEN CLB MODE
IS ENGAGED AFTER
A PULL ACTION
N_MM_221200_0_CYR0_01_00
AES
FIGURE 22-12-00-21000-B SHEET 1

DES Mode Disengagement When Climb Phase is Activated
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** On A/C ALL
INITIAL STATE : ON GROUND
THE FLIGHT PLAN IS AVAILABLE CLB MODE IS ARMED
SPEED AUTO CONTROL IS SELECTED
THE HEADING PRESET IS SELECTED IN THE LAT WINDOW OF THE FCU
OPEN CLB MODE IS ENGAGED WHEN HDG MODE IS ACTIVE
CLB250
FD1
CLB OP CLB HDG
ALT
(CYAN)
AP1
FD1
A/THR
CLB MODE IS ENGAGED WHEN NAV MODE IS ACTIVE
CLB
TAKE OFF
V2
148
THR RED/ACC
1500/3000
AP1
FD1
A/THR
CLB
ALT
(CYAN)
THE PRESET OF SPEED FOR THE CLIMB PHASE

IS TAKEN INTO ACCOUNT THROUGH AUTOMATIC
SELECTION OF MANUAL SPEED CONTROL
CLB
3000 Ft ACCELERATION ALTITUDE
SPD/MACH
250/67
1500 Ft THRUST REDUCTION ALTITUDE
AP/FD ARE ENGAGED

IN TAKE OFF MODE
TAKE OFF DATA FOR THE
TAKE OFF PHASE
TO GA
PRESET OF SPEED FOR

THE CLB PHASE
TO GA
SRS
CLB250
(CYAN)
SRS
CLB250 HDG
(CYAN)
AP1
FD1
A/THR
AP1
FD1
A/THR
HDG MODE IS ENGAGED WITH

THE HEADING PRESET VALUE AS TARGET
OR THE HDG PRESET IS CANCELLED AND

THE NAV MODE IS ACTIVATED
N_MM_221200_0_DAR0_01_00
AES
FIGURE 22-12-00-21200-B SHEET 1

CLB Mode in Takeoff Phase
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GAIN
MACH
** On A/C ALL
VERTICAL SPEED BI (ADIRS)
FM VERTICAL SPEED TARGET
+
PRESSURE ALTITUDE (ADIRS)
FM ALTITUDE TARGET
GAIN
N_MM_221200_0_DCP0_01_00
AES
FIGURE 22-12-00-21600-A SHEET 1

Vertical Path Control Law
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COMMON MODES - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The AP/FD modes common to the longitudinal and lateral axes are:
. TAKEOFF (TO)
. ILS approach (LAND) or FMS approach (AREA.NAV)
. GO AROUND (GA).
These modes are engaged simultaneously on both axes.
However, it is possible to leave TO and GA modes one axis after the other.
The selection of the LAND or GA mode authorizes the engagement of both APs.
The engagement of the lateral and the longitudinal cruise modes is impossible as long as the AP or the FD is
engaged in LAND TRACK or GO AROUND mode below 100 ft RA.
AES
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** On A/C ALL
2.
System Description
A.
TAKEOFF Mode (TO)

(1) Principle
This mode provides lateral guidance function, at takeoff, on the runway centerline by means of the LOC
beam and by following an optimum longitudinal flight path after rotation.
This mode is available:
. for the FD during takeoff run and in flight
. for the AP 5 seconds after lift-off.
The mode is engaged when the pilot selects the takeoff thrust by positioning the throttle control levers
beyond the MCT/FLX TO gate.
Engagement of the mode is shown by the green SRS and RWY indications in the FMA columns
corresponding to the longitudinal and lateral modes.
(2) Pitch Axis
(a) Operational use
(Ref. Fig. 22-13-00-12600-B - Takeoff with NAV Armed)
The pitch guidance law enables holding of V2 + 10 kts in dual-engine configuration.
Prior to mode engagement, the pilot must select speed V2 on the TAKEOFF page of the MCDU.
With V2 selected, the managed speed control is activated and the TO longitudinal mode (PITCH
TAKEOFF) can be engaged. Without V2 selection on the MCDU, the mode is not engaged on this
axis.
Engagement of the PITCH TO mode results in managed thrust control (A/THR (aotothrust)). The
A/THR is not active as long as the throttle control levers are positioned beyond the CLB gate.
(b) Engage logic
(Ref. Fig. 22-13-00-12700-A - PITCH TAKEOFF Mode - Logic)
The engagement conditions of the PITCH TAKEOFF mode are shown in figure.
The engagement condition on the position of the throttle control levers takes into account the
following facts:
. if a FLEX limit has been selected, the mode is engaged as soon as the MCT/FLX TO gate is
reached
. if no FLEX limit has been selected, the mode is engaged as soon as at least one throttle control
lever is positioned beyond the MCT/FLX TO gate.
It is possible to disengage the PITCH TO mode only by engaging another longitudinal mode. The
mode will be lost further to selection of selected speed control for engagement of the OPEN CLB mode
(Ref. 22-12-00-00).
(c) Guidance law
(Ref. Fig. 22-13-00-12800-A - SRS Control Law)
The SRS guidance law called when the PITCH TO mode is engaged, is shown in figure.
This law enables to hold V2 + 10 kts in dual-engine configuration (V2 is memorized in the guidance
part at engagement of the PITCH TO mode).
In single-engine operation, the law enables to hold:
. the aircraft speed if it is greater than V2 when the engine failure occurs.
. V2 if aircraft speed is lower than V2 when the engine failure occurs.
In addition, the guidance law includes:
. an attitude protection to reduce the A/C nose-up attitude during this phase
. a vertical speed protection to ensure a minimum climbing rate
. an attitude pre-command to initialize the aircraft rotation when the mode is engaged (this precommand is active in PITCH GA mode only which calls the same control law, Ref. Para.3.C.).
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(3) Lateral Axis
(a) Operational use
(Ref. Fig. 22-13-00-12600-B - Takeoff with NAV Armed)
The guidance law on the lateral axis provides guidance of the aircraft on the runway centerline by
means of the LOC beam. The pilot makes this possible by selecting the ILS frequency associated with
the takeoff runway.
This selection can be made :
. implicitly by selecting the takeoff runway or departure procedure on the MCDU
. expressly, by selecting the frequency on the RMP or the MCDU.
The lateral TO (RUNWAY) mode can be engaged when the aircraft is at the end of the runway and
receives the LOC deviation signals.
If the ILS is not available or if the ILS frequency is not selected, the TO mode is not engaged on this
axis.
(b) Engage logic
(Ref. Fig. 22-13-00-13000-A - RUNWAY Mode Logic)
This logic takes into account certain protections:
. possible modification of the takeoff runway ILS (through the RMP) when an implicit selection has
been made through a takeoff procedure
. engagement of the mode when not yet aligned
. takeoff on a parallel runway.
The RUNWAY mode includes two sub-modes:
. RUNWAY LOC to 30 ft.; the FD law provides guidance of the aircraft on the runway centerline
. RUNWAY TRACK from 30 ft. when the NAV mode is not armed (Ref. Para. 2.A.(3)(d)). The
guidance law provides hold of the aircraft track memorized at engagement of the sub-mode.
The RUNWAY mode can be disengaged:
. by engaging another lateral mode
. when the LOC signal is lost before 30 ft.
. if a difference between COM and MON channels greater than 12 deg. is detected on yaw FD bars.
(c) Guidance law
(Ref. Fig. 22-13-00-13100-A - RUNWAY Control Law)
The RUNWAY guidance law called when the RUNWAY LOC sub-mode is engaged is shown in figure.
The TRACK guidance law called when the RUNWAY TRACK sub-mode is engaged is described in
22-12-00.
(d) Heading/track preset at takeoff
(Ref. Fig. 22-13-00-13200-B - Takeoff with Heading Preset)
During takeoff, when the aircraft is on the ground or at an altitude less than 30 ft., the pilot can select
a heading/track preset value in the HDG/TRK display on the FCU (by action on the heading/track
selector knob) provided that one of the following modes is engaged : LOC CPT, LOC TRACK, LAND
TRACK, FINAL DES, GO AROUND.
The NAV mode is disarmed when the preset is activated and the FCU HDG TRK window is
synchronized with the aircraft heading or track. As a result, the RUNWAY mode remains engaged at
30 ft. in the RUNWAY TRACK sub-mode.
The heading preset value is cancelled by:
. acceptance of the preset value when the HDG or TRACK mode is engaged (pull action on the
heading/track selector knob)
. engagement of the NAV mode (direct TO)
. push action on the heading/track selector knob
. AP/FD disengagement.
B.
AES
APPROACH Mode
The automatic flight control system installed enables two types of approach to be considered :
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. ILS approach (LAND mode) : guidance is performed on the ILS beam (LOC and GLIDE)
. FMS approach : guidance is performed from a theoretical path computed by the FMS.
The type of approach is selected by means of the MCDU.
The selection of an ILS frequency on the RMP forces the selection of the ILS approach whatever the selection
made on the MCDU.
The APPROACH mode (ILS or FMS) is engaged when you push the APPR pushbutton switch on the FCU.
(1) ILS Approach
(a) Characteristics
This mode provides the capture and track of the ILS beam (LOC and GLIDE) and ensures the
following functions : alignment, flare and roll out.
This mode is available for the AP and FD. It enables landings to be performed in Cat. III operation.
Therefore, the selection of the LAND mode authorizes the engagement of a second AP.
(Ref. Fig. 22-13-00-13700-B - ILS Approach)
(b) Operational use
The ILS approach can be selected:
. implicitly, through the flight plan definition. In this case, the frequency of the ILS/MMR receivers
is adjusted automatically on the value read in FM memory.
. expressly, by selecting a frequency and a runway heading by means of the MCDU or the RMP.
In these conditions, the LAND mode can be armed by action on the APPR pushbutton switch on the
FCU.
The arming of this mode enables the LOC and GLIDE modes to be armed on the lateral and
longitudinal axes. The support modes, active on these axes, remain engaged until the LOC and GLIDE
beams are captured.
Switching to the G/S CPT and LOC CPT modes occurs when the capture conditions are met.
When the aircraft is stabilized on the LOC and GLIDE beams:
. the LOC TRACK and GLIDE TRACK modes are activated
. the AP/FD guides the aircraft along the ILS beam to 30 ft.
At this altitude, the LAND mode provides the alignment on the runway centerline on the yaw axis
and flare on the pitch axis. When the A/THR is engaged, the thrust reduction (RETARD) is
activated.
The ROLL OUT sub-mode is engaged at touchdown and provides guidance on the runway
centerline.
As the LAND mode is latched below 400 ft. (switching to LAND TRACK), it can be de-activated
only by engaging the GO AROUND mode. Actions on the FCU are no longer taken into account.
NOTE :
The GLIDE mode can only be captured after LOC mode capture. However the GLIDE capture
can be independent from the LOC capture (option activated by pin programming).
(c) Engage logic

1
LAND mode arming

(Ref. Fig. 22-13-00-13800-A - LAND Mode Arm - Logic)
The arming of the LAND mode enables arming of the LOC and GLIDE modes.
LAND mode disarming

The LAND mode is disarmed in the following conditions:
a
AES
Arming phase (LOC and GLIDE modes armed)

The LAND mode is disarmed by:
. action on the APPR pushbutton switch
. arming another mode : NAV (push action on the heading/track selector knob) or LOC
(action on the LOC pushbutton switch) on the lateral axis
. engagement of the GO AROUND mode.
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The support modes previously engaged remain active. The LOC and GLIDE modes are
disarmed except when the LOC mode is armed by means of the LOC pushbutton switch.
b
Active phase (LOC and GLIDE modes active)

The LAND mode is disarmed by:
. action on the APPR pushbutton switch which engages the V/S mode if the GLIDE mode
was active, and the HDG/TRACK mode if the LOC mode was active.
. action on the LOC pushbutton switch which engages the V/S-FPA mode if the GLIDE
mode was active or causes loss of GLIDE mode arming if this mode was armed.
. pull action on the V/S-FPA selector knob when the GLIDE mode is active. Engagement
of the V/S or FPA mode engages the HDG/TRACK mode on the lateral mode on the
lateral axis.
. pull action on the heading/track selector knob which engages the HDG/TRACK mode.
Engagement of this mode engages the V/S-FPA mode if the GLIDE mode was active.
. engagement of the GO AROUND, EXP, OPEN and NAV modes.
NOTE :
The disengagement of the LAND mode below 400 ft. will be possible by action on
the APPR pushbutton switch provided the aircraft has been on the ground for 10 s
and the AP is disengaged.
GLIDE and LOC capture

(Ref. Fig. 22-13-00-13900-A - Active LOC and GLIDE Modes - Capture Conditions)
Switching to G/S CPT and LOC CPT modes occurs when the capture conditions are met and
provided the LOC and GLIDE modes have been armed. Switching to G/S TRACK and LOC
TRACK modes occurs when associated conditions are met. All the switching conditions are given
in figure.
The term delta psi is the deviation between the aircraft track (IR) and the runway heading (ILS).
LAND TRACK capture

(Ref. Fig. 22-13-00-14000-A - LAND TRACK Logic)
The mode engage logic is shown in figure.
The LAND TRACK mode includes two sub-modes:
. ALIGN which engages at 50 ft. provided the FACs are armed (below 100 ft. loss of the FACs
does not cause AP/FD disengagement or loss of LAND TRACK mode).
. ROLL OUT which is activated (only below 50 ft.) using:
. wheelspeed data if the BSCU is healthy
. landing-gear shock-absorber compressed data if the BSCU has failed.
Flare phase
(Ref. Fig. 22-13-00-13900-A - Active LOC and GLIDE Modes - Capture Conditions)
The flare phase is initiated when the flare condition is activated.
(d) Display
(Ref. Fig. 22-13-00-14100-A - FMA Displays)
The selection of the LAND mode is indicated by:
. illumination of the APPR pushbutton switch on the FCU
. illumination of various indications on the flight mode annunciator (FMA) section of the PFD.
These indications are:
. during the arming phase:
. cyan G/S indication in the lower part of the section corresponding to the longitudinal modes
. cyan LOC indication in the lower part of the section corresponding to the lateral modes.
In addition, the active support mode indication remains visible (in green) until the LOC or GLIDE
capture is effective.
. during the capture phase, the indications are changed into:
green LOC* indication : the lateral support mode is disengaged and the corresponding mode
indication is cancelled.
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Green G/S* indication : the longitudinal support mode is disengaged and the corresponding mode
indication is cancelled.
The LOC* indication can be displayed at the same time as the cyan G/S indication (G/S mode
armed) but the G/S capture phase can start only after the LOC capture phase except when the
GLIDE BEFORE LOC pin program is activated.
. during the track phase and above 400 ft. the indications are replaced by:
LOC (green)
G/S (green)
. during the track phase and below 400 ft. the green LOC and G/S indications are replaced by the
green LAND indication across the line dividing the two sections corresponding to the longitudinal
and lateral mode annunciations.
. in flare phase, the green LAND indication is replaced by the green FLARE indication.
. in ground roll out phase, the FLARE indication is replaced by the green ROLL OUT indication.
In addition, the landing capability is displayed on the PFD, as soon as the LAND mode is selected, by
the following indications:
CAT 1
CAT 2
CAT 3 SINGLE
CAT 3 DUAL
(e) Command generation
1
Lateral axis
(Ref. Fig. 22-13-00-14200-A - LOC Law - Computation Principle)
The following figure gives the computation principle in the various phases associated with LOC
axis capture and track, alignment and roll out. These computations are characterized by:
. filtering of the metric deviation from the ILS receiver and the estimated lateral speed. This
enables to obtain a guidance signal which partly cancels the LOC noises and the data
derivatives coming from the IRS.
. utilization for computation of the distance to the runway threshold, of estimated distance to
LOC transmitter delivered by the FM part.
a
LOC capture phase

(Ref. Fig. 22-13-00-14300-A - LOC CPT Control Law)
The computation principle of the guidance law is given in figure.
LOC track phase

(Ref. Fig. 22-13-00-14400-A - LOC TRACK and ALIGN Control Law)
The computation principle of the law in the LOC TRACK phase is given in figure.
Align phase
(Ref. Fig. 22-13-00-14400-A - LOC TRACK and ALIGN Control Law)
The deviation between the aircraft heading and the runway heading (d PSI) is used to place
the aircraft parallel to the runway centerline before touchdown. This law is also characterized
by the acquisition of an estimated skidding term.
Roll out phase

(Ref. Fig. 22-13-00-14500-A - ROLL OUT Control Law)
Longitudinal axis
a
AES
GLIDE capture and track phase

(Ref. Fig. 22-13-00-14700-A - GLIDE Capture and Track Phase)
The principle of the guidance law is given in figure.
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b
FLARE phase
(Ref. Fig. 22-13-00-14600-A - FLARE Control Law)
The principle of the guidance law is given in figure.
(f) Speed control in LAND mode

During automatic landing, speed hold is ensured by the autothrust (A/THR) system.
At landing, speed control can be:
. manual : reference speed = speed selected on the FCU
. automatic : reference speed = speed delivered by the FM part.
This reference speed is memorized at 700 ft. (radio altimeter) in automatic approach to continue
approach below this altitude independently of loss of the FM part. Above this altitude, loss of the FM
part switches speed control to manual mode.
In the case of approaches with head wind, and in order to take precautions against wind shear, a term
is added to the VAPP ; this term allows the aircraft to have a ground speed during approach at least
equal to the speed it will have at the runway threshold. This term, which takes into account the
difference between the wind speed provided by the control tower displayed on the MCDU and the
actual wind speed, will be added in automatic speed control as soon as the approach phase of the FM
part is active. In these conditions, the speed bug is magenta and is controlled by this reference on the
PFD speed scale.
(g) Landing capabilities
Each FMGC computes its own automatic landing category according to the availability of the various
sensors and functions.
LAND 2 category:
. at least 1 AP engaged with the LAND mode armed or LAND TRACK mode active
. at least 1 FWC valid
. 2 PFDs valid
. 2 ILS/MMR receivers valid.
LAND 3 FAIL PASSIVE category:
. LAND 2 conditions
. At least one A/THR function engaged
. 2 radio-altimeters valid.
LAND 3 FAIL OPERATIONAL category:
. 2 APs engaged with the LAND mode armed or the LAND TRACK mode active
. at least one A/THR function engaged
. 2 FWCs valid
. FMGCs must be supplied by two separate electrical power supply systems
. 2 PFDs valid
. 2 ELACs valid
. 2 ILS/MMR receivers valid
. 2 radio-altimeters valid
. 3 IRS valid
. 3 ADCs valid
. BSCU valid
. 2 FACs valid
. No IRS or ADC failures detected by FAC 1 or 2
. 2 yaw dampers engaged
. 2 rudder trims engaged.
Each FMGC computes the landing capability of the system made up of the two FMGCs:
. when the AP and FD are disengaged for one FMGC, the landing capability corresponds to the
category of the only FMGC likely to provide automatic landing.
. when the AP or FD is engaged for the two FMGCs, the landing capability corresponds to the
lowest category coming from the 2 FMGCs.
The landing capability is sent to the EFIS for display on the FMAs.
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The LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have the LAND 3
FAIL OPERATIONAL category.
In this configuration, the objective is to continue automatic landing in spite of the simple failures which
might affect the various systems used during this phase.
NOTE :
Below 100 ft. (radio altimeter), LAND 3 FAIL PASSIVE and LAND 3 FAIL OPERATIONAL
categories are memorized until the LAND TRACK mode is disengaged or the 2 APs are
disengaged.
A failure occuring below 100 ft. will thus not cause any capability downgrading.
The CAT1, CAT2, CAT3 SINGLE and CAT3 DUAL messages are displayed on the FMA according to
the landing capabilities sent by the FMGCs.
------------------------------------------------------------------!
CAPABILITY
!
FMA
!
------------------------------------------------------------------! LAND 3 FAIL OPERATIONAL (FO)
! CAT 3 DUAL
!
!------------------------------------!----------------------------!
! LAND 3 FAIL PASSIVE (FP)
! CAT 3 SINGLE
!
!------------------------------------!----------------------------!
! LAND 2
! CAT 2
!
!------------------------------------!----------------------------!
! LAND ARM or LAND TRACK
! CAT 1
!
------------------------------------------------------------------(h) Controls and warnings associated with automatic landing
1
ILS TUNE INHIBIT

When the LAND mode is armed with radio height below 700 feet or LAND TRACK mode or
RUNWAY mode, the FMGC sends an ILS TUNE INHIBIT signal which allows the value and
validity of the selected frequency to be frozen in the ILS/MMR receivers and the runway heading
to be memorized in the FMGC.
Removal of FD bars
. the pitch FD bar is removed when the ROLL OUT mode is active and no longitudinal mode is
active.
. the roll FD bar is removed when the ROLL OUT mode is active and no lateral mode is active.
. the yaw FD bar is removed as long as the ROLL OUT or ALIGN mode is not active.
Availability of landing categories

Whatever the flight phase, each FMGC computes the following three items of information
according to the validity of sensors and the AP availability:
. LAND 2 INOP
. LAND 3 FAIL PASSIVE INOP
. LAND 3 FAIL OPERATIONAL INOP.
On the ECAM, loss of availability of the various landing categories is displayed according to a
logic which primarily takes into account loss of validity of the lowest landing category provided by
the two FMGCs.
Warnings
a
AES
Excessive deviations
This warning is activated if the position of the aircraft with respect to the ILS beam exceeds:
. 75 microamperes for the GLIDE axis (above 100 ft. RA)
. 20 microamperes for the LOC axis (above 15 ft. RA).
This warning makes the LOC and GLIDE scales flash on the PFD.
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b
AUTOLAND warning
This warning covers several warnings:
. excessive deviations
. loss of both APs.
The AUTOLAND warning is only activated below 200 ft. (illumination of the AUTOLAND
warning light on the CAPT glareshield panel 131VU).
Capability downgrading
A triple click aural warning is generated in the event of landing capability downgrading.
FD bar flashing
The FMGC computes a command to make the longitudinal FD bar flash in the following
conditions:
. with the G/S CPT, G/S TRACK, LAND TRACK and above 100 ft. RA when the ground
transmission of the GLIDE is interrupted.
The FMGC computes a command to make the lateral FD bar flash in the following
conditions:
. with the LOC CPT, LOC TRACK, LAND TRACK and above 15 ft. RA when the ground
transmission of the LOC is interrupted.
(2) FMS Approach (AREA NAV or R.NAV)

(a) Characteristics
This mode provides lateral and longitudinal guidance of the aircraft along a theoretical profile defined
by the flight plan
** On A/C 003-007
(Ref. 22-73-00-00)
** On A/C 008-099
(Ref. 22-73-00-00-02).
Guidance is ensured down to the MDA (Minimum Descent Altitude), altitude at which the pilot
regains control of the aircraft. This mode is available on the AP and FD.
(b) Operational use
** On A/C ALL
(Ref. Fig. 22-13-00-14900-B - AREA NAV Approach)
The AREA NAV approach is selected through the flight plan. In these conditions, the FINAL DES and
NAV modes can be armed on the lateral and longitudinal axes by action on the APPR pushbutton
switch on the FCU. If the NAV mode was already active, the mode will remain engaged.
(c) Engage logic
AES
Arming of FINAL DES and NAV modes

(Ref. Fig. 22-13-00-15000-A - FINAL DES Mode - Logic)
The arming logic of the FINAL DES mode is shown in figure.
The arming logic of the NAV mode is described in 22-12-00.
Disarming of NAV and FINAL DES modes

This is commanded by:
. action on the APPR pushbutton switch
. action on the LOC pushbutton switch with the ILS signal available (the LOC mode is armed)
. engagement of the GO AROUND mode.
De-activation of active NAV and/or FINAL DES modes

The de-activation is commanded by:
. action on the APPR pushbutton switch which engages the V/S-FPA mode if the FINAL DES
mode is active and the HDG/TRACK mode if the NAV mode is active.
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.
push action on the LOC pushbutton switch if the ILS is available which arms the LOC mode
and activates the HDG/TRACK mode if the NAV mode is active and the V/S-FPA mode if
the FINAL DES mode is active.
. with the FINAL DES mode active as a result of V/S-FPA, OP CLB, OP DES or EXP mode
engagement, engagement of this mode engages the HDG/TRACK mode on the lateral axis if
the NAV mode is active.
.
with the NAV mode active as a result of HDG/TRACK mode engagement, engagement of
this mode engages the V/S-FPA mode if the FINAL DES mode is active.
.
engagement of the GO AROUND mode.
When the aircraft goes down to the minimum descent altitude (MDA), the pilot can continue the
AREA NAV approach if the visibility conditions are correct. If not, the pilot must interrupt the
approach phase. This phase does not ensure landing.
(d) Displays
Selection of the AREA NAV approach is indicated by:
. illumination of the APPR pushbutton switch on the FCU
. display of various indications on the FMA section of the PFD, as follows:
. in the arming phase:
cyan FINAL indication in the lower part of the PFD section corresponding to the longitudinal
modes,
cyan APP NAV indication in the lower part of the PFD section corresponding to the lateral modes.
. in the active phase:
green FINAL indication on the 1st line of the section corresponding to the longitudinal modes,
green APP NAV indication on the 1st line of the section corresponding to the lateral modes.
C.
GO AROUND Mode
(1) Principle
(Ref. Fig. 22-13-00-15400-B - GO AROUND Mode)
On the lateral axis, this mode enables to hold the path followed by the aircraft when the mode was
engaged.
On the longitudinal axis, it ensures managed speed control. The speed reference of the guidance law is the
aircraft speed when the mode was engaged (the lower limit of this speed is the approach speed).
This mode is available on the AP and the FD. It is engaged when the pilot selects the maximum thrust by
positioning the throttle control levers in the TO/GA gate.
Engagement is indicated by the green SRS and GA TRK indications displayed in the FMA sections
corresponding to the longitudinal and lateral modes.
(2) Engage Logic
(Ref. Fig. 22-13-00-15600-A - GO AROUND Logic (Pitch and Roll Axes))
Engagement of the GO AROUND mode results in:
. engagement of the PITCH GO AROUND mode on the pitch axis
. engagement of the ROLL GO AROUND mode on the roll axis.
The PITCH GO AROUND mode can only be disengaged by engaging another longitudinal mode.
The ROLL GO AROUND mode can only be disengaged by engaging another lateral mode.
When in PITCH GO AROUND mode, engagement of a cruise mode is possible only above 100 ft RA.
In dual-AP configuration, disengagement of the GO AROUND mode on one axis causes disconnection of
the AP2.
(3) Command Generation
(a) Pitch axis
Engagement of the PITCH GO AROUND mode calls the SRS guidance law described in Para.
2.A.(2)(c). The speed reference is the aircraft speed memorized when the GA mode was engaged.
However this reference speed cannot be lower than the approach speed memorized at 700 ft. during
approach.
AES
22-13-00 PB001
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
(b) Roll axis
Engagement of the ROLL GO AROUND mode calls the TRACK guidance law (Ref. Para. 2.A.(3)(c)).
The path reference of the guidance law is the path followed by the aircraft when the ROLL GO
AROUND mode is engaged.
(4) Heading/Track Preset
The heading/track preset function is available in LOC CPT, LOC TRACK, LAND TRACK and ROLL GO
AROUND modes if the pilot selects a heading/track value on the FCU.
In ROLL GO AROUND mode, the NAV mode can be armed only by push action on the heading/track
selector knob on the FCU. The preset function can be cancelled as described in Para. 2.A.(3)(d).
D. Display of Common Modes
(1) Flight Mode Annunciator (FMA)
(a) General rules
The common modes are always displayed in plain language. The first line indicates the active mode in
green.
The second line indicates the armed mode in cyan.
In automatic landing configuration, when LAND TRACK is engaged, the message is displayed in the
section common to the lateral and longitudinal modes.
(b) List of messages
. Lateral mode section:
1st line : RWY, LOC*, LOC, APP NAV, GA TRK, RWY TRK
2nd line : LOC, APP NAV, NAV
. Longitudinal mode section:
1st line : SRS, G/S*, G/S, FINAL
2nd line : G/S, FINAL
. Common section:
LAND, FLARE, ROLL OUT
. Landing category section:
CAT1, CAT2, CAT3,
CAT3
SINGLE
DUAL
(2) Automatic - Control Indicator Lights on FCU
(a) Lateral control
The associated indicator light comes on in the following cases:
. lateral guidance is managed, i.e. the following modes are active:
RUNWAY
LOC CPT
LOC TRACK
LAND TRACK
NAV
GO AROUND.
. managed lateral guidance is armed, i.e. the following modes are armed:
LOC
NAV.
(b) Longitudinal control
The associated indicator light comes on in the following cases:
. longitudinal guidance is managed, i.e. the following modes are active:
TAKEOFF
G/S CPT
G/S TRACK
LAND TRACK
AES
22-13-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
AES
FINAL DESCENT
GO AROUND.
managed longitudinal guidance is armed, i.e. the following modes are armed:
GLIDE
FINAL DESCENT.
22-13-00 PB001
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
ACCELERATION ALTITUDE
CLB MODE IS ACTIVE
PUSH THROTTLE CTL LEVERS

TO TO/GA GATE
8
7
6
(WHITE)
2
1
CO RTE IS SELECTED : ILS IS AUTOTUNED
NAV IS ARMED
ACCELERATION ALTITUDE IS SELECTED : CLB IS ARMED
V2 IS SELECTED : SPEED AUTO CONTROL
TAKEOFF
LIFT OFF
ENGAGEMENT
A/THR IS ENGAGED
THROTTLE CTL LEVERS ARE ON CLB GATE

A/THR BECOMES ACTIVE
30 Ft ROLL MODE
RWY IS CANCELLED
NAV IS ENGAGED
YAW BAR IS CANCELLED
ROLL BAR APPEARS
(CYAN)
AP ENGAGEMENT
THRUST REDUCTION ALTITUDE
THROTTLE CTL LEVERS MUST BE SET TO CLB GATE
INITIAL STATE : ENGINES STARTED

FD IS ENGAGED WITH NO MODE ACTIVE OR ARMED
N_MM_221300_0_AAR0_01_00
AES
FIGURE 22-13-00-12600-B SHEET 1

Takeoff with NAV Armed
22-13-00 PB001
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FM V2 AVAILABLE
PITCH TO MODE OPP
FMGC OPP PRIORITY
BOTH AP ENGD
PITCH GA MODE
MAIN LANDING GEAR
SET PITCH TO MODE
CONF
30s
PITCH TO MODE
PITCH TO MODE
FLAPS/SLATS LEVER > 2
FM V2 AVAILABLE
TLA OWN SUP MCT/FLX

TLA OWN=MCT/FLX
FLEX LIMIT OWN
TLA OPP SUP MCT/FLX
PULSE
SRS RWY COND
TLA OPP=MCT/FLX
FLEX LIMIT OPP
ENGAGEMENT OF ANOTHER
LONGITUDINAL MODE
AES
FIGURE 22-13-00-12700-A SHEET 1

PITCH TAKEOFF Mode - Logic
N_MM_221300_0_ACP0_01_00
22-13-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
TO/GA ENGAGEMENT
+
_
FILTER
0
K2
FROM IR
Vc
K4
FILTER
V2
ENGINE FAIL
VLS
FROM FAC
V2 + 10
SPEED TARGET
V2
VC MEMO
FILTER
K3
LIMIT
VMAX OP
FROM FAC
Vc
LIMIT
FROM ADR
FILTER
VERTICAL
SPEED
+
_
K1
C1
VZ0
C2
MLGP
N_MM_221300_0_AEP0_01_00
AES
FIGURE 22-13-00-12800-A SHEET 1

SRS Control Law
22-13-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SET RUNWAY MODE
RUNWAY MODE OPP
FMGC OPP PRIORITY
S
BOTH AP ENGD
RUNWAY MODE
RUNWAY MODE
F/S = 2
SRS RWY COND
MTRIG
0.9s
PSI (IR SEL)= RWY HDG (ILS SEL)

LOC DEV
30 MICRO A
RUNWAY LOC COND
QFU (ILS SEL)=QFU (CDU OWN)

FM RUNWAY HDG NOT VALID
NCD LOC
BOTH ILS LOST
MAIN LANDING GEAR
CONF
30s
YAW FD BARS MONITORING

RUNWAY MODE
LATERAL MODE RESET

SET RUNWAY MODE
GEN ILS F/W
NCD LOC
NAV ALT COND
N_MM_221300_0_AGP0_01_00
AES
FIGURE 22-13-00-13000-A SHEET 1

RUNWAY Mode Logic
22-13-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
f (GND SPD)
K
R1 (BODY YAW RATE)
f (GND SPD)
K
FILTERED RUNWAY LAT SPD
f (GND SPD)
K
RUNWAY LAT SPD
ERROR
RUNWAY HDG
FILTER
FD RUNWAY
** On A/C ALL
N_MM_221300_0_AJP0_01_00
AES
FIGURE 22-13-00-13100-A SHEET 1

RUNWAY Control Law
22-13-00 PB001
Page 17
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
TO/GA
CLB
FD1
TURN
V/S
FPA
HDG
TRLK
SPD
MACH
METRIC
ALT
RWY
SRS
CLB
V/S
FPA
HDG
TRLK
PUSH
TO
LEVEL
OFF
TO/GA
FD1
A/THR
SPD
MACH
SRS
CLB
RWY TRK
FD1
A/THR
PUSH
TO
LEVEL
OFF
METRIC
ALT
2 HEADING PRESET IS SELECTED

NAV IS DISARMED
LAT GREEN LIGHT GOES OFF
LOC BEAM
3 TAKE OFF MODE

ENGAGEMENT
LIFT OFF
5
30FT
6
ACCEPTANCE OF THE PRESET VALUE
ENGAGEMENT OF HDG MODE
RUNWAY TRACK SUBMODE

IS ACTIVE
TO/GA
CLB
NAV
SID
FD1
HDG
SRS
CLB
FD1
A/THR
PULL
HDG
TRLK
V/S
FPA
SPD
MACH
METRIC
ALT
HDG
TRLK
PUSH
TO
LEVEL
OFF
SPD
MACH
V/S
FPA
METRIC
ALT
PUSH
TO
LEVEL
OFF
1 INITIAL STATE NAV IS ARMED
N_MM_221300_0_ALP0_01_00
AES
FIGURE 22-13-00-13200-B SHEET 1

Takeoff with Heading Preset
22-13-00 PB001
Page 18
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
APPROACH SPEED AVAILABLE
APPR
RADIO NAV
IDLE
SPD
HDG
LAT
HDG V/S
HDG
TRK
LVL/CH
ALT
V/S
FPA
100
AP1
AP2
A/THR
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
AIR
PORT
F
A
I
L
F
M
G
C
DN
LOC
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
BRT
PUSH
TO
LEVEL
OFF
METRIC
ALT
EXPED
NEXT
PAGE
DATA
MCDU
MENU
OVFY
F
A
I
L
F
M
G
C
ACTION ON APPR
P/B SW
AND
AP2 ENGAGEMENT
CAT3
DUAL
AP1+2
FD1
A/THR
BRT
V/S
UP
1000
SPD
MACH
VAPP
135
ILS/FREQ
OLN/110.30
CRS
022
SET ILS FREQUENCY AND RUNWAY HEADING
ROLL OUT
M
C
D
U
M
E
N
U
DATA
MCDU
MENU
AIR
PORT
NEXT
PAGE
C
INITIAL
A/C CONFIGURATION
D
U
M
E
N
U
SPEED
CLR
OVFY
LAT
AP1
FD1
A/THR
_ _ _
CLR
CAT3
DUAL
ROLL OUT
ARM LAND
MODE AND ENGAGE SECOND AP
AP1+2
FD1
A/THR
HDG V/S
SPEED
ALT
G/S
_ _ _
LOC
CAT3
DUAL
IDLE
AP1+2
FD1
A/THR
FLARE
V/S
FPA
HDG
TRK
AP1
CAT3
DUAL
AP1+2
FD1
A/THR
SPD
HDG
LAT
LVL/CH
ALT
HDG V/S
V/S
AP2
A/THR
LOC CAPTURE
V/S
FPA
HDG
TRK
SPD
MACH
100
UP
1000
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
DN
LOC TRACK
SPEED
ALT
G/S
LOC *
CAT3
DUAL
G/S CAPTURE
G/S TRACK
400FT LAND TRACK
AP1+2
FD1
A/THR
LOC
50 FT
FLARE
30 Ft.
ALIGN
THRUST
RETARD
30FT
A/THR
EXPED
APPR
THROTTLE CTL LEVERS IN REVERSE

A/THR IS DISENGAGED
TOUCH DOWN
SPEED
ALT
G/S
LOC
CAT3
DUAL
AP1+2
FD1
A/THR
SPEED
G/S *
LOC
CAT3
DUAL
AP1+2
FD1
A/THR
SPEED
SPEED
G/S
LOC
CATS 3 AP1+2
FD1
DUAL
A/THR
SPEED
LAND
CAT3
DUAL
FLARE
CAT3
DUAL
AP1+2
FD1
A/THR
SPEED
FLARE
CAT3
DUAL
AP1+2
FD1
A/THR
AP1+2
FD1
A/THR
N_MM_221300_0_ANP0_01_00
AES
FIGURE 22-13-00-13700-B SHEET 1

ILS Approach
22-13-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
LAND TRACK MODE

LAND MODE ARM OPP
FMGC OPP PRIORITY
BOTH AP ENGAGED
CONF
0.9s
FM ILS APPROACH SELECT

GEN ILS F/W
ENGINES STOPPED
ZRA
400 FT
GEN RA F/W
APPR P/BSW
LAND MODE ARM
PULSE
CONF
0.45s
SET LAND MODE ARM
F.DES MODE
F.DES MODE ARM
PITCH TO MODE
LAND MODE ARM
PITCH GA MODE
ROLL GA MODE
RUNWAY MODE
RUNWAY HDG FAIL

FREQ FAIL
FREQ(ILS OWN)=FREQ(ILS OPP)
QFU(ILS OWN)=QFU(ILS OPP)
ILS OWN FAIL
ILS OPP FAIL
RESET LAND MODE ARM
N_MM_221300_0_AQP0_01_00
AES
FIGURE 22-13-00-13800-A SHEET 1

LAND Mode Arm - Logic
22-13-00 PB001
Page 20
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
LOC
115
DEG
180
A
LOC CAPTURE COND
5DEG
CONVERGENT TOWARDS BEAM
15 DEG
LOC
100
LOC
15
LOC TRACK COND
A FOR 10s
GLIDE
150 A
CONVERGENT TOWARDS BEAM
GLIDE
25
G/S CAPTURE COND
A
G/S TRACK COND
G/S CAPTURE MODE
CONF
15s
RA NOT NO
ZRA
FLARE COND
LD
CONF
0.36s
f (GROUND SPD)
FLARE
LAND TRACK MODE
R*
ZRA
LOC
GLIDE
: A/C HEADING
: A/C PITCH ANGLE
: A/C BANK ANGLE
: RADIO ALTITUDE IN FEET
: LOCALIZER DEVIATION ( A)
: GLIDE SLOPE DEVIATION ( A)
LOC
: ABSOLUTE VALUE OF LOC DEVIATION
GLIDE
: ABSOLUTE VALUE OF GLIDE DEVIATION

: ABSOLUTE VALUE OF A/C HEADING MINUS RUNWAY HEADING
FLARE : DIFFERENCE BETWEEN COMPUTED A/C PITCH ATTITUDE

AND ACTUAL A/C PITCH ATTITUDE
N_MM_221300_0_ASP0_01_00
AES
FIGURE 22-13-00-13900-A SHEET 1

Active LOC and GLIDE Modes - Capture Conditions
22-13-00 PB001
Page 21
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
LAND TRACK MODE OPP

FMGC OPP PRIORITY
BOTH AP ENGD
SET LAND TRACK MODE
G/S TRACK MODE
S
LOC TRACK MODE

ZRA
400 FT
CONF
1.2s
LAND TRACK MODE
CONF
0.72s
LAND TRACK MODE
R*
ENGAGEMENT OF ANOTHER
LAT OR LONG MODE
SET LAND TRACK MODE
SET PITCH GA MODE
CONF
0.72s
AP ENGD
AP ENGD OPP
APPR P/BSW
MTRIG
0.54s
MAIN LANDING GEAR
CONF
10s
N_MM_221300_0_AUP0_01_00
AES
FIGURE 22-13-00-14000-A SHEET 1

LAND TRACK Logic
22-13-00 PB001
Page 22
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SPEED
V/S
G/S
HDG
LOC
CAT3
SINGLE
AP1
FD2
A/THR
LAND MODE ARM : ARMING PHASE
SPEED
G/S *
LOC
CAT3
SINGLE
AP1
FD1
A/THR
LAND MODE ARM : ACTIVE PHASE
SPEED
LAND
CAT3
SINGLE
AP1
FD1
A/THR
LAND TRACK MODE
N_MM_221300_0_AWM0_01_00
AES
FIGURE 22-13-00-14100-A SHEET 1

FMA Displays
22-13-00 PB001
Page 23
May 01/12
Revision n: 40
AES
FIGURE 22-13-00-14200-A SHEET 1

LOC Law - Computation Principle
LOC TRK
ERROR
LOC POS
LOC POS
AND
LOC LAT
SPD
FILTERING
FILTERED GND SPD
FILTERED
LOC LAT
SPD
LOC POS
LOC TRK
ERROR
FILTERED
GND SPD
FILTERED
LOC POS
LOC
SENSIBILITY
K AND A
METRIC
GAIN
LOC HDG ERROR
DISTANCE TO
THRESHOLD
LOC POS
AND
LOC LAT
LOC LAT SPD
SPD
COMPUTATION
D LOC
ESTIMATED
DISTANCE
AT
RUNWAY
THRESHOLD
BODY YAW RATE (IR)
(IR)
SET (ILS)
GND SPD (IR)
LOC (ILS)
ZRA
DISTANCE TO LOC (FMS)
ROLL
OUT
ALIGN
LOC
TRACK
LOC
CPT
r ROLL OUT
CAPTURE
@A318/A319/A320/A321
** On A/C ALL
N_MM_221300_0_AYM0_01_00
22-13-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
ABS
O.
GND SPD
LOC POS ERROR
COR LOC TRACK ERROR
A VALUE
ABS
IF A < 0
f (GND SPD)
CAPTURE
** On A/C ALL
N_MM_221300_0_BAM0_01_00
AES
FIGURE 22-13-00-14300-A SHEET 1

LOC CPT Control Law
22-13-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
LOC TRACK
ALIGNMENT
SLIN
+
FILTER
+
K
K
LOC HDG ERROR
+
K
f(Vc)
+
K
f(hRA)
+
K
K
FILTERED
LOC LAT SPD
FILTERED LOC POS
f(hRA)
SLIN
LOC ONLY
LIM
** On A/C ALL
N_MM_221300_0_BCP0_01_00
AES
FIGURE 22-13-00-14400-A SHEET 1

LOC TRACK and ALIGN Control Law
22-13-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
FILTERED LOC POSITION ERROR
FILTERED LOC LAT SPD
BODY YAM RATE
FILTER
f (GND SPD)
+
K
f (GND SPD)
K
FILTER
f (GND SPD)
r ROLL OUT
** On A/C ALL
N_MM_221300_0_BEP0_01_00
AES
FIGURE 22-13-00-14500-A SHEET 1

ROLL OUT Control Law
22-13-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
K
TO FLARE COND LOGIC
0
0
GND SPD
WASH
NOSE DOWN
CONDITION
XG
+
(IR)
V TAS
F
f (GND SPD)
GND SPD
+
+
LIM
+
K
+
f (GND SPD)
0
WASH
LIM
R LIM
FLARE
FILT
ZRA
FILT
NZC FLARE
H1
GND SPD (IR)
..
Z (IR)
WASH
WASH
+
K
+
N_MM_221300_0_BGP0_01_00
AES
FIGURE 22-13-00-14600-A SHEET 1

FLARE Control Law
22-13-00 PB001
Page 28
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
DELTA Q FMGC
DELTA Q FMGC OPP
INT
EQUALIZATION
+
GLIDE DEV (ILS)
AVERAGE
+
FILT
f(hRA)
GND SPD (IR)
f(hRA)
+
K
+
G/S TRACK MODE
VZBI (IR)
WASH
+
f(ZRA)
0
FLARE
Z (IR)
+
K
DECEL
COMPENSATION TERM
CONF COMPENSATION
XG
K
+
NZC GLIDE
NZC FLARE
N_MM_221300_0_BJP0_01_00
AES
FIGURE 22-13-00-14700-A SHEET 1

GLIDE Capture and Track Phase
22-13-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
APPR
MDA
650
SELECT MDA ON
APPROACH PAGE
BAT
HDG
TRLK
V/S
FPA
METRIC
ALT
SPD
MACH
PUSH
TO
LEVEL
OFF
F
A
I
L
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
AIR
PORT
NEXT
PAGE
DATA
F
M
G
SPEED
ALT
AP1
FD1
A/THR
ARM FINAL DES

MODE
NAV MODE BECOMES APP NAV
SPEED ALT
APP NAV
FINAL
SPEED FINAL APP NAV

FD1
A/THR
AP1
FD1
A/THR
FINAL DESCENT STARTS
TOUCH DOWN
MDA:APPROACH SHOULD BE CONTINUED MANUALLY
AP DISENGAGEMENT
N_MM_221300_0_BLP0_01_00
AES
FIGURE 22-13-00-14900-B SHEET 1

AREA NAV Approach
22-13-00 PB001
Page 30
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
LAND TRACK MODE
F.DES MODE ARM OPP

FMGC OPP PRIORITY
SET F.DES MODE ARM
FM PROFILE VALIDITY
S
FM FPLAN VALIDITY
FM RNAV APPROACH SELECT
F.DES MODE ARM
ENGINES STOPPED
ZRA
400 FT
R*
GEN RA F/W
LAND MODE ARM
PITCH TO MODE
RUNWAY MODE
PITCH GA MODE
ROLL GA MODE
F.DES MODE
F.DES MODE ARM
APPR P/BSW
CONF
0.72s
PULSE
RESET F.DES MODE ARM
N_MM_221300_0_BNP0_01_00
AES
FIGURE 22-13-00-15000-A SHEET 1

FINAL DES Mode - Logic
22-13-00 PB001
Page 31
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
TURN THEN PULL
AP2 DISENGAGES
5
V/S MODE
ENGAGEMENT
PUSH THROTTLE CTL LEVERS

TO TO/GA GATE
HDG MODE
ENGAGEMENT
4
THROTTLE CTL LEVERS ON
CLB GATE
3

SLATS EXTENDED
THRUST REDUCTION 2
ALTITUDE
1
(WHITE)
BECOMES ACTIVE
GO AROUND
ENGAGEMENT
(CYAN)
CLB FLASHING : THROTTLE CTL LEVERS MUST BE SET ON CLB GATE
N_MM_221300_0_BQP0_01_00
AES
FIGURE 22-13-00-15400-B SHEET 1

GO AROUND Mode
22-13-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
PITCH GA MODE OPP
FMGC OPP PRIORITY

SET PITCH GA MODE
BOTH AP ENGD
S
PITCH GA MODE
PITCH GA MODE
PITCH TO MODE
MAIN LANDING GEAR
F/S
CONF
30s
R*
TLA OWN=TO/GA
MTRIG
0.9s
TLA OPP=TO/GA
LONG MODE RESET
SET PITCH GA MODE
CONF
0.72s
SET ROLL GA MODE
a) PITCH GO AROUND
ROLL GA MODE
S
PITCH GA MODE
PULSE
ROLL GA MODE
LATERAL MODE RESET
SET ROLL GA MODE
R*
CONF
0.72s
b) ROLL GO AROUND
N_MM_221300_0_BSP0_01_00
AES
FIGURE 22-13-00-15600-A SHEET 1

GO AROUND Logic (Pitch and Roll Axes)
22-13-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
AUTOTHRUST - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The autothrust (A/THR) system is part of the auto flight system (Ref. 22-00-00 AUTO FLIGHT - GENERAL).
The autothrust system ensures the functions below through the control of the thrust:
. speed hold (pilot selection i.e. manual control or FMS computed i.e. auto control)
. Mach hold (pilot selection i.e. manual control or FMS computed i.e. auto control)
. thrust hold
. thrust reduction during flare-out (RETARD)
. protection against excessive angle of attack (ALPHA FLOOR function).
The A/THR is integrated in the Flight Management and Guidance System (FMGS).
The Engine Interface Units (EIUs) and the Electronic Control Units (ECUs)/ Electronic Engine Control (EECs)
ensure the link between this system and the engines.
The use of digital engine control units simplify the autothrust system through:
. the deletion of the autothrottle actuator (use of a digital link between the FMGC and the ECUs/EECs)
. the deletion of the limit thrust computation (already performed by the ECUs/EECs)
. the deletion of the limit thrust panel (the ECUs/EECs make this selection automatically depending on the
position of the throttle control levers)
. the deletion of the TO/GA levers (the engagement of these modes is made through push action on the throttle
control levers).
AES
22-30-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Component Location
(Ref. Fig. 22-30-00-12400-A - Cockpit - Location of Controls and Indications)
(Ref. Fig. 22-30-00-12500-A - Electronics Rack - Location of Computers)
FIN
1CA1
1CA2
2CA
3CA1
3CA2
7CA1
FMGC-1
FMGC-2
FCU
MCDU-1
MCDU-2
P/BSW-A/THR INST DISC, CAPT
83VU
84VU
13VU
11VU
11VU
211VU
ZONE ACCESS
DOOR
127
128
210
210
210
210
7CA2
P/BSW-A/THR INST DISC, F/O
210VU
210
22-31-00
1CC1
1CC2
1KS1
1KS2
FAC-1
FAC-2
EIU-1
EIU-2
83VU
84VU
85VU
86VU
127
128
127
128
22-66-34
22-66-34
73-25-34
73-25-34
AES
PANEL
22-30-00 PB001
ATA REF.
22-83-34
22-83-34
22-81-12
22-82-12
22-82-12
22-31-00
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
System Description
A.
Autothrust System
(Ref. Fig. 22-30-00-13900-A - Autothrust System - Block Diagram)
B.
Engine Thrust Control Modes

(Ref. Fig. 22-30-00-14400-A - Thrust Setting)
(1) Manual thrust control
In this mode, the thrust is dependent on the position of the throttle control levers.
(a) Throttle definition
(Ref. Fig. 22-30-00-14500-A - Throttle Definition)
1
The throttle control levers move over a sector divided into three separate sections:
. rear section : application of reverse thrust
. center section : normal throttle control levers displacement in flight from idle to max. climb
(CL) thrust. The forward position of this section corresponds to the selection of the CL thrust
limit (gate).
. forward section : it has two mechanical devices which allow to select thrust limit modes below
MCT/FLX TO (gate) and TO/GA (stop).
Each ECU/EEC (one per engine) associates a thrust (N1/EPR CMD) with the position of the
corresponding throttle control lever.
(b) Selection of the limit thrust modes
AES
Principle
The selection of the limit thrust modes (CL, MCT, FLX TO, TO/GA) is made when the throttle
control levers are placed in one of the gates (or stops) below:
. CL (gate)
. MCT/FLX TO (gate)
. TO/GA (stop).
When the throttle control levers are between two positions, the limit thrust mode selected is the
one which corresponds to the most advanced position.
Initialization on the ground

On the ground, with engines stopped, the computation of the limit thrust is initialized on the
mode which corresponds to the position of the throttle control levers.
On the ground, with engines running, the computation of the limit thrust is made in the TO/GA
mode.
Specific case of FLX TO mode - FLX TO/MCT switching

As the gates for the FLX TO/MCT modes correspond to a same position, a specific logic has been
adopted for the selection of these modes:
. On the ground
If a fictitious temperature (FLX TO temperature) higher than the TAT is entered on the
MCDU (TAKEOFF page), the limit thrust computation is made in FLX TO mode.
The fictitious temperature is shown on the ECAM display unit together with the engine
parameters as long as the FLX TO mode is engaged.
For safety reasons, the fictitious temperature is frozen at takeoff as soon as a throttle control
lever reaches the CL position.
. In flight
22-30-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
The FLX TO-to-MCT switching is made when the throttle control levers are moved from the
FLX TO/MCT position to another position (TO/GA or CL) and returned to the FLX
TO/MCT position.
(2) Autothrust control
In this mode, the thrust is computed by the autothrust (A/THR) system.
The A/THR function engaged can be:
(a) Active
Two cases are considered:
1
Case 1 : Alpha floor protection inactive:

With the two throttle control levers between IDLE and CL, the engines are controlled by the
A/THR function. However, the ECU/EEC limits the control of each engine to a max. rate
depending on the position of the throttle control lever.
NOTE :
When the A/THR function is engaged, the normal position of the throttle control levers is
the CL gate (two-engine operation) or the MCT gate (in the event of an engine failure).
The throttle control levers shall be positioned outside the gates only if the pilot wishes to
limit the max. thrust.
Case 2 : Alpha floor protection active

The A/THR-controlled thrust is equal to the TO/GA thrust for any control lever position.
For safety reasons, each ECU/EEC gives a low limit to the controlled thrust, according to the rate
which corresponds to the position of the throttle control lever.
(b) Not active

As soon as one throttle control lever is placed outside the IDLE-MCT zone, the two engines are
controlled by the position of the throttle control levers.
This lasts as long as the Alpha floor protection is not activated and if at least one throttle control lever
stays beyond the IDLE-MCT zone.
(3) Memothrust control
In this mode, the thrust is frozen at the loss of the autothrust control.
Upon the disengagement of the A/THR function (which occurs in its active phase), the thrust is frozen for
the engines on which the associated throttle control lever is in the CL or MCT gate.
NOTE :
If a throttle control lever is not in one of the CL or MCT gates, there is a return to the manual
thrust control on the corresponding engine.
The controlled thrust of each engine becomes again dependent on the position of the throttle control lever
as soon as the associated lever is outside the CL or MCT gates.
AES
22-30-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
E A
A
B
AP 2
AP 1
A/THR
FCU (PART)
A/THR P/BSW
B
4
10
10
10
10
10
6 8
PFDCAPT (F/O)
8
10
10
0
4
6 8
10
2
0
DUECAM UPPER
P/B SW.
A/THR INST DISC, CAPT & F/O
(7CA1 & 7CA2)
DIR
PROG
PERF
INIT
FPLN
T/O
APPR
FUEL
PRED
SEC
FPLN
DATA
MCDU
MENU
AIR
PORT
NEXT
PAGE
MCDU 1(2)
OVFY CLR
CTL UNITTHROTTLE ENG 1 & 2

N_MM_223000_0_AAM0_01_00
AES
FIGURE 22-30-00-12400-A SHEET 1

Cockpit - Location of Controls and Indications
22-30-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A
80VU
81VU
82VU
FMGC
2
FAC
2
FAC
1
FMGC
1
83VU
EIU1
EIU2
84VU
85VU
86VU
88VU
87VU
N_MM_223000_0_AEM0_01_00
AES
FIGURE 22-30-00-12500-A SHEET 1

Electronics Rack - Location of Computers
22-30-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
ECU(EEC)1
CL
MCT
TO/GA
TLA
THRUST ACTUAL
SAME AS
ECU (EEC)2
CHANNEL A
EIU
1
TLA
CHANNEL A
POWER CNTRL
ENGINE 1
CHANNEL B
SAME AS
ECU (EEC)2
CHANNEL B
THRUST ACTUAL
ECU(EEC)2
THRUST REF
THRUST REF = f (TLA)
TLA
FMGC
2
FMGC2
FCU1
MAN
IDLE THRUST
EIU
2
LIMIT
&
MEMO
THRUST
THRUST TARGET
THRUST
MODE
SEL
= f (TLA)
FMGC
1
THRUST
LIMIT
COMP
= f (MOD)
FCU2
THRUST ACTUAL
TO/GA LIMIT THRUST

THRUST ACTUAL
POWER
CHANNEL A
GA
ENGINE 2
CNTRL
(FUEL)
CHANNEL B
CL
FCU
XXX
THRUST MAX
TO
FMGC1
A/THR
SAME AS
CHANNEL A
MCT
THRUST ACTUAL
FLX
CL
MCT
TO/GA
XXX
XXX
NOTE : CMD THRUST IS

DISPLAYED ON ECAM WHEN
A/THR IS ACTIVE.
N_MM_223000_0_AGM0_01_00
AES
FIGURE 22-30-00-13900-A SHEET 1

Autothrust System - Block Diagram
22-30-00 PB001
Page 7
May 01/12
Revision n: 40
AES
FIGURE 22-30-00-14400-A SHEET 1

Thrust Setting
TLA = CL
TLA = MCT
THRUST
ACTUAL
THRUST REF
= f (TLA)
IDLE
THRUST
TO/GA THRUST
(THR MAX)
A/C IN FLIGHT
FLOOR MODE
A/THR ENGD
THRUST
TARGET
22-30-00 PB001
A/THR ACTIVE
A/THR ENGD
THRUST TARGET
VALID
FLOOR MODE
TLA
MCT
INST DISC (5CA2)
INST DISC (5CA1)
FROM
FMGC
MEMO
UPPER
LIMIT
MEMO THRUST
CONTROL
LOWER
LIMIT
MANUAL THRUST CONTROL
N1/EPR COMMAND
AUTO THRUST CONTROL
@A318/A319/A320/A321
** On A/C ALL
N_MM_223000_0_AJM0_01_00
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
THROTTLE
CONTROL
LEVER
REVERSE
UNLOCK
A/THR ACTIVE
(NORMAL OPERATION)
T.O.
G.A.
FLX T.O.
CL
MCT
IDLE
REVERSE
N_MM_223000_0_ALM0_01_00
AES
FIGURE 22-30-00-14500-A SHEET 1

Throttle Definition
22-30-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
AUTOTHRUST - DEACTIVATION/REACTIVATION
** On A/C ALL
Task 22-30-00-040-004-A
Check of the Throttle Control Units
FIN 8KS1, 8KS2
Task Summary
MMEL OR CDL TITLE
ACCESS
TEST
SPECIFIC
TOOLS
MHR
E/T
NB MEN
MMEL 22-30-01A
1.
Reason for the Job

MMEL 22-30-01A
Autothrust (A/THR) (FAA only)
2.

A.
REFERENCE
No specific
B.
QTY
1
WARNING NOTICE(S)
DESIGNATION

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
31-60-00-860-001-A
31-60-00-860-002-A
EIS Start Procedure

EIS Stop Procedure
3.
Job Set-up
Subtask 22-30-00-860-059-A
A.
AES

(1)

24-41-00-861-002-A-02).
(2)
Do the EIS start procedure (Upper ECAM DU and lower ECAM DU only)
(Ref. TASK 31-60-00-860-001-A)
(3)
On the center pedestal, make sure that all the throttle control levers are set to IDLE (0 degree TLA).
22-30-00 PB401
Page 1
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Revision n: 40
@A318/A319/A320/A321
(4)
On the maintenance panel 50VU:

. release the ENG FADEC GND PWR 1 and 2 pushbutton switches (The ON legend of these
pushbutton switches comes on).
Subtask 22-30-00-865-062-A
B.
49VU
PANEL
DESIGNATION
ENGINE/2/FADEC A/AND EIU 2
2KS2
A05
49VU
2KS1
A04
121VU
ENGINE/IGN/ENG2/SYS B
3JH2
P42
121VU
ENGINE/IGN/ENG1/SYS B
3JH1
P41
121VU
ENGINE/IGN/ENG2/SYS A BAT
2JH2
P40
121VU
ENGINE/IGN/ENG1/SYS A BAT
2JH1
P39
121VU
ENGINE/ENG2/FADEC B
4KS2
Q40
121VU
ENGINE/ENG1/FADEC B/AND EIU 1
4KS1
R41
4.
FIN
LOCATION
Procedure
Subtask 22-30-00-710-059-B
WARNING : MAKE SURE THAT YOU OPEN THE CIRCUIT BREAKERS AS FOLLOWS:
1JH, 2JH1 AND 3JH1 BEFORE 2KS1
1JH, 2JH2 AND 3JH2 BEFORE 2KS2.
IF YOU DO NOT OBEY THIS SEQUENCE, THERE IS A RISK OF ELECTROCUTION. THIS IS
BECAUSE YOU WILL START CONTINUOUS IGNITION IF YOU OPEN CIRCUIT BREAKER 2KS1 OR
2KS2 FIRST.
A.
Operational Test of the Throttle Control Units
ACTION
. open circuit breakers 2JH1, 3JH1, 2JH2 and 3JH2.
. open circuit breakers 1JH, 2KS1 and 2KS2.
3.On the center pedestal:
. move the ENG1 and 2 throttle control levers.
RESULT
On the upper ECAM display unit:

. the thrust limit mode indication and the EPR value
limit follow the position of the throttle control levers.
. move the throttle control levers to IDLE position.

4.Close circuit breakers 2KS1, 2KS2.
5.Open circuit breakers 4KS1, 4KS2.
. move the ENG1 and 2 throttle control levers.
On the upper ECAM display unit:

. the small circles on EPR indications follow the position
of the throttle control levers.
. move the throttle control levers to IDLE position.

7.Close circuit breakers 4KS1, 4KS2 and then close circuit
breakers 1JH, 2JH1, 3JH1, 2JH2 and 3JH2.
AES
22-30-00 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
5.
Close-up
Subtask 22-30-00-860-060-A
A.
AES
Put the aircraft back to its initial configuration.

(1)
On the maintenance panel 50VU:

. push the ENG FADEC GND PWR 1 and 2 pushbutton switches (The ON legend of these
pushbutton switches goes off).
(2)
(3)
Put a WARNING NOTICE(S) in the cockpit to tell the crew that the autothrust function does not
operate.
(4)
Make an entry in the logbook.
(5)

24-41-00-862-002-A-02).
22-30-00 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
AUTOTHRUST - ADJUSTMENT/TEST
** On A/C ALL
Task 22-30-00-710-003-A
Operational Test of the Engine / Autothrust System Isolation (with AIDS)
1.
Reason for the Job

(Ref. MPD 22-30-00-01-)
OPERATIONAL CHECK OF ENGINE/AUTOTHRUST SYSTEM ISOLATION
2.

A.

ZONE/ACCESS
ZONE DESCRIPTION
210

B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
34-10-00-860-004-A
3.
Job Set-up
Subtask 22-30-00-860-056-A
A.

(1)

24-41-00-861-002-A-02).
(2)
Make sure that the ventilation of the electronics racks operates correctly.
(3)
Align the IRs.

NOTE :
AES
Two ADIRSs are necessary to do this test (Ref. TASK 34-10-00-860-004-A).
(4)
On the maintenance panel 50VU, release the ENG/FADEC GND PWR 1 and 2 pushbutton switches
(ON legends on).
(5)
Check that the throttle control levers are in the IDLE STOP position.
(6)
On the glareshield, on the FCU, push the FD pushbutton switches to disengage the FDs (the legends
are off).
22-30-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-30-00-865-061-A
B.

PANEL
49VU
DESIGNATION
2KS2
A05
49VU
2KS1
A04
49VU
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FMGC/1
10CA1
B02
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
ENGINE/ENG2/FADEC B
4KS2
Q40
121VU
ENGINE/ENG1/FADEC B/AND EIU 1
4KS1
R41
4.
FIN
LOCATION
Procedure
Subtask 22-30-00-710-060-D
A.
Do this test:
ACTION
1.On the MCDU menu:
. push the line key adjacent to AIDS indication.
RESULT
The AIDS menu comes into view.
2.On the AIDS menu:

. push the line key adjacent to the CALL-UP PARAM
indication.
3.On the AIDS PARAM CALL-UP page:
. push the line key adjacent to the PARAM LABEL
CALL-UP indication.
4.On the MCDU scratchpad:
. enter the parameter:
7C/1/146/01.
The AIDS PARAM CALL-UP page comes into view.
5.On the AIDS PAR LAB CALL-UP page:

. push the line key 1L.
7C, 1, 146, 01 come into view in their associated boxes with

label 146 bits status.
The AIDS PAR LAB CALL-UP page comes into view.
6.On the MCDU scratchpad:

. enter the parameter:
7C/2/146/10.
7.On the AIDS PAR LAB CALL-UP page:
. push the line key 4L.
7C, 2, 146, 10 come into view in their associated boxes with

label 146 bits status.
8.On the overhead C/B panel 49VU:

. open the circuit breaker 10CA1.
9.On the glareshield, on the FCU:
. push the A/THR pushbutton switch.
On
On
.
.
the FCU, the A/THR pushbutton switch comes on.

the PFDs:
green SPEED comes into view,
white A/THR comes into view.
On the MCDU, on the AIDS PAR LAB CALL-UP page,

check that the bit 23 of the label 146 is set to 0.
AES
22-30-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
10.On the right throttle lever:
. push the A/THR instinctive disconnect pushbutton
switch.
On
On
.
.
RESULT
the FCU, the A/THR pushbutton switch goes off.
the PFDs:
green SPEED goes out of view,
white A/THR goes out of view.

On the MCDU, on the AIDS PAR LAB CALL-UP page

check that bit 23 of label 146 remains to 0.
On the FCU, the A/THR pushbutton switch comes on.
On the PFDs:
. green SPEED comes into view,
. white A/THR comes into view.

switch.
Keep it pushed for more than 15 seconds.
The A/THR pushbutton switch goes off.

On the PFDs:
. green SPEED goes out of view,
. white A/THR goes out of view.
13.On the rear C/B panel 121VU:

. open and close the circuit breaker 10CA2 (wait for
safety tests).

. move the ENG 1&2 MASTER switch from OFF to
ON then back to OFF to reset the EEC.
16.On the left throttle lever:

switch.

check that bit 23 of label 146 is set to 1.
At the end of the safety test, the triple click aural warning
sounds.
check that the bit 23 of label 146 is set to 0.
On
On
.
.

the PFDs:

check that the bit 23 of the label 146 remains to 0.
On the FCU, the A/THR pushbutton switch goes off.
On the PFDs:


On the PFDs:

switch.

On the PFDs:
AES
22-30-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
safety tests).

. close the circuit breaker 10CA1 (wait for safety test).
RESULT
sounds.
sounds

. open the circuit breaker 10CA2.

switch.
On
On
.
.

the PFDs:

check that the bit 23 of the label 146 is set to 0.
On the PFDs:


On the PFDs:

switch.

On the PFDs:

safety tests).

AES

sounds.
On
On
.
.

the PFDs:
22-30-00 PB501
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION

switch.
RESULT
check that the bit 23 of the label 146 remains to 0.
On the PFDs:


On the PFDs:

switch.

On the PFDs:

safety tests).

. close the circuit breaker 10CA2.
5.

sounds.
Close-up
Subtask 22-30-00-860-057-A
A.
AES

(1)
On the maintenance panel 50VU, push the ENG/FADEC GND PWR 1 and 2 pushbutton switches (ON
legends go off).
(2)

24-41-00-862-002-A-02).
22-30-00 PB501
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
AUTOTHRUST ENGAGEMENT - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The A/THR function can be engaged in three different ways:
. When the A/THR pushbutton switch on the FCU is pushed in, with aircraft on the ground and engines stopped
or in flight at an altitude higher than 100 feet (except in LAND TRACK phase)
. Automatically further to the engagement of the AP/FD TAKE OFF or GO AROUND modes
. Automatically if the ALPHA FLOOR condition elaborated in the FAC is present and if the altitude is higher than
100 feet.
The engagement logic is explained in Para. 2.C.
AES
22-31-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
System Description
A.
FMGC Priorities at FCU Level

The FMGC which has priority, depending on the AP/FD and the A/THR engagement, controls the engine
thrust.
The logic below defines the FMGC which has priority:
------------------------------------------------------------------------------!
AP engagement
!
FD engagement
!
A/THR engagement !
FMGC
!
!--------------------!---------------------!---------------------!
having
!
! FMGC1 !
FMGC2 !
FMGC1 !
FMGC2 !
FMGC1 !
FMGC2 ! priority !
!---------!----------!----------!----------!----------!----------!------------!
!
1
!
!
!
!
!
!
1
!
!
0
!
1
!
!
!
!
!
2
!
!
0
!
0
!
1
!
!
!
!
1
!
!
0
!
0
!
0
!
1
!
!
!
2
!
!
0
!
0
!
0
!
0
!
1
!
!
1
!
!
0
!
0
!
0
!
0
!
0
!
1
!
2
!
------------------------------------------------------------------------------. : indifferent
B.
Autothrust Control States

(Ref. Fig. 22-31-00-13000-A - A/THR Engage Logic)
The different states of the A/THR can be:
(1) Disengaged
In this case:
. the engines are controlled by the throttle control levers,
. on the FCU, the A/THR pushbutton switch is off,
. the FMA does not display the A/THR engagement status and the A/THR modes.
(2) Engaged
When the A/THR engage logic conditions are present, the A/THR can be engaged.
The A/THR engaged can be:
(a) Active when the two throttle control levers are in the A/THR active area.
In this case:
. the autothrust system controls the engines,
. on the FCU, the A/THR pushbutton switch is on,
. the FMA displays A/THR in white in the right column and one A/THR mode in the left column.
(b) Not active, if both throttle control levers are above CL gate or one throttle control lever above MCT
gate.
In this case:
. the throttle control levers control the two engines,
. the A/THR pushbutton switch is on,
. the FMA displays A/THR in cyan in the right column and the thrust setting in the left column.
C.
A/THR Engage and Disengage Logic

(Ref. Fig. 22-31-00-13000-A - A/THR Engage Logic)
The A/THR can only be engaged when all the necessary conditions are present and if there is a request for
engagement (pilot action or automatic).
(1) Required engagement conditions
Two conditions are required to make the engagement possible:
AES
22-31-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
(a) AP/FD/A/THR common condition
This condition results from the monitoring functions below:
. monitoring of the validity of the ADIRS input parameters (two ADIRS must be valid). This
monitoring consists in a check of the SSM and refreshment period.
The monitoring of the main parameters is made by vote or comparison.
. monitoring of LGCIUs parameters. This monitoring is made in the FAC which informs the FMGC
of the validity of the LGCIU parameters. One LGCIU at least must be healthy. This condition is
not required at landing or during go around.
. internal monitoring of the guidance portion healthy.
. internal monitoring of the management portion healthy. This condition is not required at landing
or during go around.
NOTE :
The monitoring functions common to the AP/FD and A/THR are described in 22-11-00
AP/FD Engagement.
(b) A/THR specific condition

This condition specific to A/THR includes the conditions below:
. A/THR must be either in the manual speed or in the auto speed control mode (Ref. 22-10-00
AP/FD)
. the two ECUs/EECs must be healthy
. the FCU must be healthy
. no discrepancy between the N1/EPR target computed in the FMGC and the N1/EPR feedback
from each ECU/EEC when the A/THR is active
. the various parameters used in the flight envelope protection such as VLS, VMAX, etc. must be
healthy
. no action on one of the two A/THR instinctive disconnect pushbutton switches lasts more than
15s.
(2) Disengagement conditions
The presence of one of the conditions below causes the disengagement of the A/THR:
(a) Loss of one common or specific condition described above
(loss of the ADIRS or FAC parameter validity does not cause A/THR disengagement as long as the
Alpha floor protection is active).
(b) Synchronization between FMGC condition.
This condition forces the disengagement if the A/THR function on the opposite FMGC is disengaged
and on condition that this FMGC has priority.
(c) Action on the A/THR pushbutton switch, with the A/THR function already engaged. This action has
no effect in LAND TRACK mode.
(d) Action on one of the A/THR instinctive disconnect pushbutton switches.
(e) AP/FD loss condition i.e. total loss of AP/FD below 100ft with the RETARD mode not engaged.
(f) Go around condition i.e. one throttle control lever is placed in the non active area (> MCT) below
100ft without engagement of the GO AROUND mode on the AP/FD.
(g) One engine start on the ground.
(h) Both throttle control levers placed in the IDLE position.
(i) ECU/EEC autothrust control feedback i.e. the A/THR being active at level of the FMGCs, one of the
two ECUs/EECs indicates that it is not in autothrust control mode.
(j) both throttle control levers placed in the REVERSE position.
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(3) A/THR ACTIVE logic
After engagement, the A/THR is active if:
. the two throttle control levers are between IDLE and CL (CL included)
. one throttle control lever is between IDLE and CL (including CL), and the other is between IDLE and
MCT (including MCT) with FLEX TO limit mode not selected
. the Alpha floor protection is active whatever the position of the throttle control levers.
D. Realization of the Engage or Disengage Logic
(Ref. Fig. 22-31-00-13800-A - Realization of the Engage or Disengage Logic)
The engagement of the A/THR function is duplicated in each FMGC at level of the guidance, command and
monitoring channels.
The A/THR ENGD signal that the ECUs/EECs receive via the FCU and the EIUs comes from the command
channel. The A/THR ENGD C and M discrete outputs used in the A/THR instinctive disconnect circuit (Ref.
Para. 2.E.) take into account the result of computation of the command and monitoring channels.
The Alpha floor condition from the FACs is used in the command and monitoring processors for the elaboration
of the Alpha floor protection. This causes the automatic engagement of the A/THR.
When both FACs are healthy, the logic condition makes engagement of the Alpha floor protection only when
both FACs deliver the Alpha floor condition.
If one FAC is not healty and the Alpha Floor condition is present, the protection is achieved by the other healty
FAC.
A comparison between the command and monitoring channels at level of this protection is performed.
If there is a difference between these channels, the A/THR function is disengaged.
The comparison between the computed N1/EPR target and the N1/EPR target feedback sent by each
ECU/EEC is performed at level of the command and monitoring channels of each FMGC.
Any excessive deviation is taken into account at level of the A/THR engage logic of the command and
E.
Isolation of the Engines from the A/THR System

(Ref. Fig. 22-31-00-14200-A - Isolation of the Engines)
The engine control is no longer dependent on the throttle control levers when the conditions below (elaborated
by the FMGC and transmitted to the ECU) are met:
. A/THR ENGD
. A/THR ACT
. TARGET N1/EPR VALID
. throttle control lever in the area which authorizes the autothrust control or Alpha floor protection active.
Action on one of the two A/THR instinctive disconnect pushbutton switches or the disengagement of the
A/THR function detected by the FMGCs on the command or monitoring channels forces the thrust control
function of the throttle control lever position.
This is done through the wired discretes that the ECU receives directly.
This device permits to get rid of any failure downstream of the FMGC which might cause an untimely
engagement of the A/THR function.
At level of the A/THR engage logic performed by the FMGC, an action on one of the two A/THR instinctive
disconnect pushbutton switches for more than 15 s. inhibits any engagement of the A/THR function, whatever
the reason (A/THR pushbutton switch on the FCU, Alpha floor protection etc.) (Ref. Para. 2.B.).
A similar protection is available at level of each ECU/EEC. Action on one of the two A/THR instinctive
disconnect pushbutton switches for more than 15 s. inhibits operation of each ECU/EEC in autothrust control
mode.
F.
A/THR Warnings
(Ref. Fig. 22-31-00-14700-A - A/THR Warnings)
(1) Presentation
Upon disengagement of the A/THR and in certain flight phases, the FWCs elaborate the warnings below:
(a) Illumination of the MASTER CAUT lights in amber on the glareshield.
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(b) Display of A/THR OFF amber message in the memo area of the upper display unit of the ECAM
system when the disengagement is due to use of the instinctive disconnect pushbutton switch,
display of AUTO FLT-A/THR OFF amber message in the warning area of the upper display unit of
the ECAM system when the disengagement is not due to use of the instinctive disconnect pushbutton
switch.
(c) Aural warning (single chime).
(d) THR LK message flashing on the two PFDs if, upon disengagement, the thrust is frozen on at least
one engine (THR LK = thrust lock).
In addition, the A/THR engage pushbutton switch goes off on the FCU and the A/THR indication
(white or cyan) disappears on the PFD.
If energy management functions are activated, memothrust situation is indicated by:
. amber ENGINE THRUST LOCKED flashing message on Upper ECAM DU
. repetitive single chime and MASTER CAUT light on.
THR LEVERS ..... MOVE message is repeated on upper ECAM DU.
(e) Throttle control levers below CL warning
If energy management functions are activated, if both throttle control levers are set below the CL gate
(or one throttle control lever below MCT gate in case of engine failure), the following warnings are
provided:
. amber AUTO FLT A/THR LIMITED flashing message on upper ECAM DU
. repetitive single chime
. MASTER CAUT light on.
THR LEVERS ..... MOVE message is repeated on upper ECAM DU.
(2) Conditions for clearing of A/THR warnings
There are several causes of A/THR disengagement (Ref. Para. 2.C. (2)).
(a) Upon disengagement of the A/THR through the throttle control levers in the IDLE position below 50
ft., the FWC generates no warning.
(b) Upon intentional disengagement of the A/THR through action on one of the two instinctive disconnect
pushbutton switches or through the throttle control levers in the IDLE position above 50 ft., the
warnings are automatically cancelled:
. the MASTER CAUT light goes off after 3s
. the A/THR OFF message disappears after 9s.
NOTE :
The two warnings above can be cancelled faster by pilot through action on the MASTER
CAUT light or on one of the two instinctive disconnect pushbutton switches.
(c) Upon disengagement of the A/THR due to one of the other causes, the two visual warnings can be
cancelled:
. through action on one of the CLR keys located on the ECAM control panel
. through action on the MASTER CAUT light
. through action on one of the two instinctive disconnect pushbutton switches.
(3) Elaboration of A/THR warning
(Ref. Fig. 22-31-00-14800-A - A/THR Warnings Computation and Display)
Each FWC elaborates the A/THR warning and uses the signals below:
. A/THR engagement (boolean from the FMGC via the FCU)
. position of the throttle control levers from the ECUs/EECs.
The warning cancellation is made by the input discretes from the instinctive disconnect pushbutton
switches.
The 3 DMCs convert these codes into specific codes which are sent to the PFDs and to the upper display
unit of the ECAM system through the DSDL bus.
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.
.
AES
the DMC1 drives the PFD1 and the upper display unit of the ECAM system,
the DMC2 drives the PFD2.
In case of DMC1 or DMC2 failure, the crew can switch over to the DMC3 through the use of the EIS
DMC selector switch.
The DMC3 replaces totally the failed DMC.
22-31-00 PB001
Page 6
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Revision n: 40
AES
FIGURE 22-31-00-13000-A SHEET 1

A/THR Engage Logic
22-31-00 PB001
IDLE COND
ENGINE/GROUND COND
LOSS OF AP/FD COND
INST DISCONNECT
A/THR ACTIVE FEEDBACK COND
GA COND
A/THR P.B COND
OR
OR
A/THR P.B.
TO/GA COND
ALPHA FLOOR COND
A/THR OPP COND
AND
AP/FD/A/THR COMMON COND

A/THR SPECIFIC COND
S
ENGD
A/THR
A/THR
AP2
ALPHA FLOOR
CONDITION
OR
2 THROTTLE CTL LEVERS

BETWEEN IDLE/MCT GATES
AND
FCU
AP1
AND
AND
FMGC
A/THR ACTIVE
(WHITE)
(CYAN)
A/THR
A/THR
PFD
PFD
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** On A/C ALL
N_MM_223100_0_AAR0_01_00
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** On A/C ALL
FMGC1
THRUST
PRECOMMAND
FM
FCU
FLOOR
MODE
CMD
THRUST
TARGET
COMPUTATION
THRUST TARGET FEEDBACK (ECU1/EEC1)
THRUST
TARGET
FAC 1
(
FLOOR
COND
FLOOR
COND
CMD
FLOOR
MODE
LOGIC
S
A/THR
ENGD
(CMD)
FLOOR
MODE
(MON)
CMD
FCU2
FAIL
FROM
FMGC2
CMD
THRUST
TARGET
FLOOR MODE
FLOOR
COND
FLOOR
COND
A/THR
CHANGE
OVER
FLOOR
MODE
(CMD)
THRUST
TARGET
FEEDBACK
(ECU1/EEC1)
FAC2 SEL
LIM
FCU1
FAIL
ARINC BUS CMD TO MON (EXTERNAL)
FAC HLTHY
THR
TGT
AP/FD
A/THR
ENGD
STATUS
ARINC BUS MON TO CMD (INTERNAL)
FAC HLTHY
MON
FMGC
SEL
FCU1
INTL
MON
FAC HLTHY
MON
FAC HLTHY
THR
TGT
FDBK
FROM
FMGC
2
ENG 1
ENG 2
FCU2
INTL
MON
ECU (EEC)2
(MON)
A/THR
ENGD
C
FLOOR
MODE
LOGIC
EIU2
FAC 2
(
ECU (EEC)1
A/THR
ENGD
C
THRUST
TARGET
FEEDBACK
(ECU2/EEC2)
FAC1 SEL
A/THR
ACTIVE
EIU1
FMGC
SEL
SAME
AS
FCU1
SAME
AS
ABOVE
THRUST TARGET FEEDBACK (ECU2/EEC2)

(
) COMPARISON OF EACH THRUST TARGET FEEDBACK WITH THRUST TARGET LIMITED

(SAME LIMIT COMPUTATION AS ECU S /EEC S)
N_MM_223100_0_ACN0_01_00
AES
FIGURE 22-31-00-13800-A SHEET 1

Realization of the Engage or Disengage Logic
22-31-00 PB001
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** On A/C ALL
7CA1
A/THR ENGD
THRUST TARGET
VALID
7CA2
CONF
15S
S
R
ECU(EEC) RESET
A/THR 2 ENGD
A/THR INSTINCTIVE DISCONNECT CAPT OR F/O

5CA1
5CA2
A/THR INSTINCTIVE DISCONNECT CAPT OR F/O
A/THR ACTIVE
FLOOR
TLA
MCT
THRUST REF
(= f (TLA))
THRUST TARGET
(FMGC)
A/THR ENGD
ECU(EEC)1
S.AS CMD CHANNEL

+28VDC
FMGC1
MON CHANNEL
CMD CHANNEL
18CA1
17CA1
A/THR 2 ENGD
(18CA2/17CA2)
A/THR ENGD
SAME AS ABOVE
ECU(EEC)2
S
DLY
15
FMGC POWER UP
FMGC 1
N_MM_223100_0_AET0_01_00
AES
FIGURE 22-31-00-14200-A SHEET 1

Isolation of the Engines
22-31-00 PB001
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** On A/C ALL
A
FLIGHT CONTROL UNIT (PART)
AP 1
AP 2
A/THR
F/O MASTER CAUT LIGHT
CAPT MASTER CAUT LIGHT

A/THR P/B SW LIGHT GOES OFF
CAPT AND F/O PRIMARY FLIGHT DISPLAY

MASTER
CAUT
MASTER
CAUT
D
COCKPIT
LOUDSPEAKERS
A/THR WHITE
INDICATION
DISAPEEARS
PUSH
FOR WARNING
CANCELLATION
SINGLE
CHIME
C
G
F
A/THR INSTINCTIVE DISCONNECT
P/BSW
7CA2
7CA1
E
ECAM CONTROL PANEL
ECAM
UPPER DISPLAY
T.O
CONFIG
CANC
ENG
BLEED
PRESS
ELEC
HYD
APU
COND
DOOR
WHEEL
F/CTL
FUEL
AUTO FLT:A/THR OFF

OFF
BRT
LOWER DISPLAY
CLR
OFF
STS
ALL
RCL
CLR
BRT
PUSH
FOR WARNING
CANCELLATION
AES
FIGURE 22-31-00-14700-A SHEET 1

A/THR Warnings
22-31-00 PB001
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N_MM_223100_0_AGM0_01_00
AES
FIGURE 22-31-00-14800-A SHEET 1

A/THR Warnings Computation and Display
A/THR INS DISC

TLA OPPOSITE POSITION
TLA OWN POSITION
FMGC 2
A/THR ENGD
FMGC OWN A
FCU
FMGC BUS
CHOICE
LOGIC
FMGC OWN A
A/THR ACTIVE
FMGC 1
A/THR ENGD
A/THR ACTIVE
TLA OWN POSITION

TLA OPPOSITE POSITION
A/THR INS DISC
FCU 1B
FCU 2
FCU 2B
FCU PROCES
SELECTION
LOGIC
FCU 1
FWC 2
A/THR WARNING
LOGIC
FWC 1
A/THR WARNING
LOGIC
DMC 2
EIS DMC
SELECTOR
SWITCH
SWITCHING
ECAM CHAN
PFD CHAN
ECAM CHAN
PFD CHAN
ECAM CHAN
PFD CHAN
SINGLE
CHIME
ACQUISI
TION
DMC 3
ACQUISI
TION
DMC 1
ACQUISI
TION
SINGLE
CHIME
CAPT MASTER
LIGHT
22-31-00 PB001
PFD
F/O MASTER CAUT

LIGHT
MASTER
CAUT
F/O
CAPT PFD
MASTER
CAUT
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** On A/C ALL
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AUTOTHRUST MODES - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The A/THR modes which enable to perform the automatic thrust control are SPD/MACH, THRUST and RETARD.
These modes are activated automatically as a function of the AP or FD - selected longitudinal modes.
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** On A/C ALL
2.
System Description
A.
Engage Logic of A/THR Modes

(Ref. Fig. 22-32-00-12500-A - Activation of A/THR Mode according to AP/FD Modes)
The choice of A/THR mode according to the AP/FD active mode or sub-mode is shown in the table below:
------------------------------------------------------------------------------!
AP/FD
!
A/THR Mode
!
Remarks
!
!
Mode
!
Sub-Mode
!
!
!
!------------------!------------------!------------------!--------------------!
! Takeoff-Go Around!
!
Thrust
! If A/THR is not
!
!
!
!
! active the takeoff !
!
!
!
! or go-around thrust!
!
!
!
! is directly
!
!
!
!
! controlled by the !
!
!
!
! ECUs/EECs.
!
!------------------!------------------!------------------!--------------------!
! V/S-FPA
!
V/S-FPA
!
SPD/MACH
!
!
!
!------------------!------------------!--------------------!
!
!
ALT
!
SPD/MACH
!
!
!------------------!------------------!------------------!--------------------!
! ALT ACQUIRE
!
!
SPD/MACH
!
!
!------------------!------------------!------------------!--------------------!
! ALT
!
ALT
!
SPD/MACH
!
!
!
!------------------!------------------!--------------------!
!
!
V/S
!
SPD/MACH
!
!
!------------------!------------------!------------------!--------------------!
! CLB-DES
!
SPEED/THRUST
!
THRUST
!
!
!
!
V.PATH/SPEED
!
SPD/MACH
!
!
!
!
FPA/SPEED
!
SPD/MACH
!
!
!
!
V/S/SPEED
!
SPD/MACH
!
!
!
!
V. PATH/THRUST !
THRUST
!
!
!------------------!------------------!------------------!--------------------!
! EXPEDITE
!
!
THRUST
!
!
!------------------!------------------!------------------!--------------------!
! OPEN CLB
!
!
THRUST
!
!
! OPEN DES
!
!
!
!
!------------------!------------------!------------------!--------------------!
!
!
!
! _
!
! FINAL DESCENT
!
!
SPD
! _! R.NAV APPROACH !
! GLIDE CAPT
!
!
SPD
! !
!
! GLIDE TRACK
!
!
SPD
! ! ILS APPROACH
!
! LAND TRACK
!
!
SPD
! _!
!
------------------------------------------------------------------------------The RETARD mode is available only in automatic landing i.e. the AP is engaged in LAND TRACK mode. Then
the RETARD mode is engaged when the radio altitude becomes lower than 40 ft.
If the AP is disengaged during flare-out before touchdown, the RETARD mode is replaced by the SPD/MACH
mode.
On ground, this logic is not active and the RETARD mode is kept.
In automatic landing, the FWC auto call out delivers a RETARD message at 10 ft.. The pilot then moves the
throttle control levers to the IDLE position to take manual control of the thrust for the landing. With the
A/THR engaged but not in the automatic landing conditions, this message is delivered at 20 ft.
If no longitudinal mode is active on the AP/FD, the A/THR mode selected is SPD/MACH.
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When the AP and FD are not engaged, the A/THR mode selected is SPD/MACH on condition that the
RETARD mode is not already active.
The RETARD mode is kept if the AP/FD is disengaged.
As for the AP/FD modes, the A/THR modes of the FMGC which has no priority are synchronized on the
A/THR modes of the FMGC which has priority.
B.

(Ref. Fig. 22-32-00-12900-A - Alpha Floor Protection)
When the angle of attack reaches a limit value dependent on the configuration and longitudinal wind gradient,
the FAC sends an order to the FMGC.
This order is taken into account in the FMGC as soon as the landing gear shock absorbers are extended at
takeoff and up 100 ft at landing.
This causes:
. the engagement of the A/THR function
. the activation of the Alpha FLoor Protection of the A/THR which commands max. thrust to the engines
whatever the AP/FD mode engaged.
The activation logic of the Alpha Floor Protection is not synchronized between the two FMGCs.
The Alpha Floor can only be cancelled through the disengagement of the A/THR function.
C.
A/THR Control Laws and Associated Reference Data

The A/THR laws available are:
. fixed thrust hold (THRUST law)
. speed or MACH hold (SPD/MACH law of A/THR).
(1) THRUST law
This law is selected when the A/THR operates in THRUST or RETARD mode or when the Alpha floor
protection is active.
The THRUST law permits to command to the two engines a fixed thrust which can be:
. N1/EPR LIM: limit thrust (calculated by the FADECs according to the throttle control levers position)
when the AP/FD mode gives a climb order
. N1/EPR IDLE: reduced thrust when AP/FD mode gives a descent order or RETARD mode engaged
. N1/EPR MAX : max. thrust whatever the position of the throttle control levers when the Alpha Floor
Protection is active.
This thrust corresponds to the thrust that would be obtained when the two throttle control levers are in
TO/GA position.
. FM N1/EPR target: thrust that the flight management section calculates when it ensures the
longitudinal guidance of the aircraft.
(2) SPD/MACH law
(Ref. Fig. 22-32-00-13400-B - SPD/MACH Law)
This law is selected when the A/THR operates in SPD/MACH mode on condition that the Alpha Floor
Protection is not active.
Depending on the logic for MACH control selection and selected or managed speed control (Ref. 22-10-00AP/FD), the SPD/MACH law enables to acquire and hold:
. either the speed displayed on the FCU when the selected control of the speed is active
. or the Mach on the FCU when the Mach control is selected and the selected speed control is active
. or a speed chosen by the managed speed control
. or a Mach chosen by the managed speed control when the Mach control is active.
Depending on the target speed or Mach, a precommand N1/EPR is calculated:
. from an aerodynamic model
. from a simplified engine model independent from the flight management section.
A direct channel and an integrated channel permit to hold the speed or Mach and compensate the
computation error of the precommand N1/EPR
The VLS and VMAX limit the target speed and Mach.
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A load factor precommand in V/S and ALT ACQ mode permits to minimize the speed variation during
dynamic maneuvers which involve climb or descent at constant speed.
(3) Elaboration of N1/EPR controlled by the A/THR
(Ref. Fig. 22-32-00-13500-A - A/THR Basic Loop)
To perform the automatic thrust control, the A/THR transmits to the FADECs the rate which must be
commanded to the engines: N1/EPR target.
The N1/EPR target is elaborated in the basic loop of the A/THR.
When the A/THR is not active, the N1/EPR target which is transmitted is the recopy of the N1
corresponding to the throttle control lever in the most advanced position.
When the A/THR is activated, the basic loop permits to pass smoothly from N1/EPR TLA to the N1/EPR
elaborated by the THRUST or SPD/MACH control laws.
D. Realization of Control Laws and Modes (Ref. 22-31-00)
(Ref. Fig. 22-32-00-13400-B - SPD/MACH Law)
The processors on the command side of the FMGC calculate the mode logic, control laws, the A/THR basic
loop and the precommand of the SPEED/MACH mode.
The command and monitor sides calculate the Alpha Floor Protection logic.
The comparison of the results is taken into account at level of the FMGC internal monitoring.
E.
Indications on the FMA

(Ref. Fig. 22-32-00-14300-B - A/THR Indications)
During A/THR operation, different messages are displayed on the FMA. The FMA is located on the upper
section of the Primary Flight Display (PFD).
This area is divided into 5 columns of 3 lines each, on which several FMGC operations are displayed.
The right column shows the engagement status.
The left column shows different A/THR modes and actions required.
(1) A/THR engagement status
The A/THR of message is displayed on the 3rd line of the right column in one of the two colors below.
(a) White
When the A/THR is engaged and active: the autothrust system controls the engines.
(b) Cyan
When the A/THR is engaged but not active: the two engines are controlled by the position of the
throttle control levers and by the ECUs/EECs.
(2) A/THR modes
The A/THR modes are displayed on the left column if the A/THR is engaged.
Two different types of indications are displayed with appropriate colors.
(a) On
.
.
.
the first line and second line, green and white messages indicate A/THR mode when:
the A/THR function is override by a throttle control lever set beyond the MCT position
the AP/FD active modes are: takeoff, landing go around, V/S or FPA, OPEN CLB, OPEN DES
the thrust is not consistent with the engine configuration (engine failure or not).
(b) On the third line, white flashing messages for action to be taken by the crew on the throttle control
levers and amber messages for indication which requires special attention.
(3) Message meaning
(a) On the first line and second line:
. MAN TOGA: A/THR is engaged, not active one throttle lever at least in TO/GA position, the
thrust is under the control of the ECUs/EECs.
. MAN FLX 50: A/THR is engaged not active . The takeoff is performed in FLX TO with a FLEX
TO temperature (50 deg. C for example), selected on the MCDUs. One throttle control lever at
least is in FLX TO/MCT position, the other one is in the same position or below.
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22-32-00 PB001
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.
.
.
.
.
.
.
.
.
MAN MCT: A/THR is engaged, not active. All throttles in MCT position.
THR MCT: A/THR is active in thrust mode and the most advanced throttle lever is in the MCT
position (single-engine configuration).
THR CLB: A/THR is active in thrust mode and the most advanced throttle control lever is in the
CLB position.
THR LVR: A/THR is active in thrust mode. The throttle control levers are neither in the CLB nor
in the MCT position.
MAN THR: A/THR is engaged and not active and the most advanced throttle control lever is
between FLX TO/MCT and TO/GA position or between CL and FLX TO/MCT.
THR IDLE: A/THR is active in minimum thrust.
SPEED: A/THR is active in SPEED mode.
MACH: A/THR is active in MACH mode.
A. FLOOR: A/THR is active with the Alpha Floor protection is active.
TOGA LK: A/THR is active with the Alpha Floor protection active but the Alpha Floor detection
from the FAC is no longer present (TOGA LK = TOGA LOCK).
(b) On the FMA third line:

. LVR CLB: this white message flashes to inform the crew to set the throttle levers to the CLB
position to permit normal A/THR in dual-engine configuration.
. LVR MCT: this white message flashes to inform the crew to set the throttle to the MCT position
to permit normal A/THR in single-engine configuration.
. LVR ASYM : only one throttle control lever is in the MCT or CLB gate, resulting in asymmetrical
thrust.
The figures which show the display of AP/FD-A/THR messages according to the various typical
flight cases are given in 22-10-00 AP/FD.
(4) Principle of messages displayed
All the messages are generated in the FMGCs and sent to the DMCs through discrete data, by the FCU on
ARINC 429 bus.
The 3 DMCs acquire these discrete data to generate specific codes which correspond to the messages to be
displayed on the PFDs.
AES
22-32-00 PB001
Page 5
May 01/12
Revision n: 40
AES
FIGURE 22-32-00-12500-A SHEET 1

Activation of A/THR Mode according to AP/FD Modes
22-32-00 PB001
A/THR CTL LAWS

TARGETS
A/THR CTL LAWS

TARGETS
A/THR MODES
(ALPHA FLOOR ACT)
A/THR MODES
(ALPHA FLOOR INOP)
SUB MODES
AP/FD MODES
TARGETS
A/THR CTL LAWS
A/THR MODES
(ALPHA FLOOR ACT)
TARGETS
A/THR CTL LAWS
A/THR MODES
(ALPHA FLOOR INOP)
SUB MODES
AP/FD MODES
G/A
A/THR
NOT ACTIVE
T/O
SPD/MACH
SPD/MACH
FPA/SPEED
FINAL DES
FPA
V/S
V/S
VSEL FCU
MACH SEL FCU
SPD/MACH
FM TARGET
SPD/MACH
ALT
ALT
SPD/MACH
VSEL FCU
MACH SEL FCU
SPD/MACH
AP/FD
DISENGAGED
THRUST
MAX TO
NOTE : NOT SURROUNDED SUBMODES ARE CHOSEN BY FLIGHT
MANAGEMENT SECTION.
A. FLOOR
THRUST
THRUST
N1/EPR LIM
IDLE
FM TARGET
VSEL FCU
MACH SEL FCU
SPD/MACH
THRUST
THRUST
ALT
EXP OPCLB OPDES
IDLE
THRUST
RETARD
LAND TRACK
FM TARGET
VSEL FCU
VAPP MEMO
SPD/MACH
FM TARGET
THRUST
THRUST
G/S
SPD/MACH
G/S CAPT
V PATH/THRUST
SPD/MACH
ALT
FPA
V/S
MAX TO
THRUST
A.FLOOR
LVL/CH
MANAGED
MODES
DES
V/S/SPEED
FM TARGET
FM TARGET VSEC FCU
MACH SEL FCU
THRUST
THRUST
LVL/CH
SELECTED
MODES
MAX TO
THRUST
THRUST
SPEED/THRUST
V PATH/SPEED
CLB
A/THR AND AP/FD LONGITUDINAL ACTIVE MODES
@A318/A319/A320/A321
** On A/C ALL
N_MM_223200_0_AAM0_01_00
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
WINDSHEAR
COMPENSATION
IRS1 OR
3 OK
ADC1 OR
3 OK
CLEAN
CONFIG
OWN
(OR 3)
SFCC1
OR 2 OK
LEVEL
DET
=
f(F/S)
FLOOR
COND
TO/GALK
THR MAX
ECU(EEC)1
274
BIT
29
THR MAX
ECU(EEC)2
THR TARGET
ALPHA FLOOR
COND NOT PRESENT
MAX
ALPHA FLOOR
COND
PRESENT
ALPHA FLOOR MODE
F/S POS
THR
MAX
COMP
A FLOOR
FAC HEALTY
SIDE STICK COND

FROM ELAC
FLOOR
MODE
THRUST
VIA DMCS
TARGET
THRUST
COMPUT.
TARGET
LIMIT
A/THR
ENGINE 1
THRUST REF
MAN
TO/GA
LK
ALPHA
FLOOR CONDITION
FLOOR
EIU1
FAC 1
A/THR
ACTIVE
A/THR
ENGD
FCU
EIU2
ECU (EEC)2
TLA MCT
FLOOR MODE
A/THR ACTIVE
A/THR ENGD
A/THR ENGD CMD (OWN)

A/THR ENGD MON (OWN)
S
TARGET THRUST
HLTHY
18CA1 17CA1
FAC 2
OPPOSIT
R
FMGC
18CA2 17CA2
FMGC
CONF
15S
INSTINCTIVE
DISC
ECU/EEC
RESET
R
ECU (EEC)1
N_MM_223200_0_ABM0_01_00
AES
FIGURE 22-32-00-12900-A SHEET 1

22-32-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
Vc
N1/EPR
Z = N1/EPR (LOAD FACTOR)
WASH
t a
FILTER
DERIV
Vc
VOTE
VLS
SPEED TARGET
V MAX
MACH TARGET
Vc
N1/EPR
PRECOMMAND
WEIGHT
CONF PS
SOL Pt Tt
5 Kts
Vc
N1/EPR SPD/MACH
** On A/C ALL
N_MM_223200_0_ACP0_01_00
AES
FIGURE 22-32-00-13400-B SHEET 1

SPD/MACH Law
22-32-00 PB001
Page 8
May 01/12
Revision n: 40
AES
FIGURE 22-32-00-13500-A SHEET 1

A/THR Basic Loop
THRUST CONTROL LAW
RATE LIM
NOTE : N1/EPR TLA : N1/EPR VALUE CORRESPONDING TO THROTTLE POSITION
N1/EPR THRUST
N1/EPR SPD/MACH
SPD/MACH CONTROL LAW
MAX (N1/EPR TLA 1, N1/EPR TLA 2)
SYNCHRO
ACTIVATION
A/THR
N1/EPR TARGET
@A318/A319/A320/A321
** On A/C ALL
N_MM_223200_0_AEM0_01_00
22-32-00 PB001
Page 9
May 01/12
Revision n: 40
AES
FIGURE 22-32-00-14300-B SHEET 1

A/THR Indications
22-32-00 PB001
TOGA LK
(AMBER
BOX
FLASHING)
GREEN MESSAGES
SPEED
MACH
THR LVR
THR MCT
THR CLB
THR IDLE
A FLOOR
FCU
FMGC OWN A
B
AND
MAN
MCT
FCU 2A
MESSAGES
FCU2
(WHITE)
(WHITE WITH
AMBER BOX)
MAN
FLX50 (WHITE)
MAN
THR
FCU 1A
FCU PROCES
SELECTION
LOGIC
FCU1
MAN
TOGA (WHITE)
FMGC BUS
CHOICE
LOGIC
FMGC OWN A
A/THR (WHITE OR CYAN)
FMGC 2
MESSAGES
LOGIC
COMPUTATION
FMGC 1
MESSAGES
LOGIC
COMPUTATION
DMC 2
PFD CHANNEL
PFD CHANNEL
PFD CHANNEL
MESSAGES
LVR ASYM (AMBER)
LVR CLB
(WHITE
LVR MCT
WORDING FLASHING)
ACQUISITION
DMC 3
ACQUISITION
DMC 1
ACQUISITION
EIS DMC
SELECTOR
SWITCH
CAPT PRIMARY
FLIGHT DISPLA
F/O PFD
SAME DISPLAY
@A318/A319/A320/A321
** On A/C ALL
N_MM_223200_0_AGP0_01_00
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLIGHT AUGMENTATION (FAC) - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
The Flight Augmentation Computer (FAC) fulfills the functions given below:
A.
Yaw Damper
The yaw damper function ensures:
. In manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC)
(stabilization and manual turn coordination). It also provides a yaw-damping degraded law in the event of
ELAC failure (alternate law).
. In automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance
Computer (FMGC) for:
. Turn coordination (ILS approach mode and roll out).
. Guidance (align and roll out).
It also ensures in automatic flight:
. Engine failure recovery.
. Yaw stability.
. Turn coordination (cruise).
B.
Rudder Trim
The rudder trim function ensures:
. In manual control:
. The accomplishment of the pilot trim orders from the manual trim control (control and reset)
. In automatic control:
. The accomplishment of the autopilot orders (autotrim on the yaw axis)
. The generation and the accomplishment of the engine failure recovery function.
C.
Rudder Travel Limiting

The rudder travel limiting function ensures:
. The limitation of the rudder travel as a function of a predetermined law
. The return to low speed limitation in case of loss of function as soon as the slats are extended.
D. Calculation of Characteristic Speeds and Protection of Flight Envelope

The FAC generates, independently of the engage status of the pushbutton switches, different functions necessary
to:
. The control of the speed scale on the PFDs
. The adaptation of gains for the FMGC and ELAC
. The distribution of signals necessary to the FMGC control laws
. The flight envelope protection in automatic flight (speed limits for the FMGC, alpha floor for the
autothrust)
. The display of the rudder trim order and the rudder travel limiter position if available
. The windshear detection (option activated by pin program)
. The low energy detection (option activated by pin program).
E.
AES
Maintenance
The Centralized Fault-Display System (CFDS) has two modes of operation (Ref. 22-90-00):
22-60-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(1) Normal mode
In this mode, the system FIDS (BITE concentrator) stores all the analysis results of the various BITE. It
may perform a crosscheck to determine the faulty LRU. It transmits the reference of the LRUs which have
failed during the current flight to the Centralized Fault-Display Interface-unit (CFDIU).
(2) Menu mode
In this mode:
. It is possible to activate the various AFS tests and to display maintenance snapshots.
AES
22-60-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Component Location
(Ref. Fig. 22-60-00-14000-A - FAC - Component Location (Cockpit))
(Ref. Fig. 22-60-00-14100-A - FAC - Component Location (Electronics Rack))
FIN
1CC1
1CC2
8CC
FAC-1
FAC-2
P/BSW-RUD TRIM/RESET
83VU
84VU
110VU
ZONE ACCESS
DOOR
127
128
210
9CC
12CC1
CTL SW-RUDDER TRIM

P/BSW-FLT CTL/FAC1
110VU
23VU
210
211
22-62-11
22-62-00
12CC2
P/BSW-FLT CTL/FAC2
24VU
212
22-62-00
17CC
IND-RUDDER TRIM
110VU
210
22-62-21
AES
PANEL
22-60-00 PB001
ATA REF.
22-66-34
22-66-34
22-62-12
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
System Description
(Ref. Fig. 22-60-00-15400-A - FAC - Component Layout)
The system comprises:
. Two computers
. Two yaw damper servo-actuators
. A rudder trim actuator assembly with two actuators and associated relays
. A rudder travel-limitation unit with two motors and associated relays
. Two FLT CTL/FAC 1 and FAC 2 engage pushbutton switches
. Two self-locking relays integrated in the aircraft wiring
. A RUD TRIM Control Panel
. Indications and warnings on the ECAM display units related to the position of the control surfaces.
AES
22-60-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
C
C
110VU
17CC
RUD TRIM
NOSE
L
20
NOSE
R
9CC
RESET
23VU
ELAC 1
SEC 1
FAC 1
FAULT
FAULT
FAULT
OFF
OFF
OFF
8CC
RUD TRIM PANEL
12CC1
B
24VU
ELAC 2
SEC 2
SEC 3
FAC 2
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
FLIGHT CONTROL
PANELS
12CC2
N_MM_226000_0_AAM0_01_00
AES
FIGURE 22-60-00-14000-A SHEET 1

FAC - Component Location (Cockpit)
22-60-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A
ELECTRONICS RACK 80VU
82
VU
81VU
1CC2
(FAC 2)
84
VU
1CC1
(FAC1)
83VU
86
VU
85VU
88VU
87VU
N_MM_226000_0_ABM0_01_00
AES
FIGURE 22-60-00-14100-A SHEET 1

FAC - Component Location (Electronics Rack)
22-60-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FLT CTL PANELS
FLT
FLT CTL PANELS
ELAC
UPPER
ECAM
DISPLAY
UNIT
CTL
FLT
23VU
SEC 1
FAC 1
ELAC
FAULT
FAULT
FAULT
FAULT
OFF
OFF
OFF
OFF
SEC
CTL
24VU
SEC 3
FAC 2
FAULT
FAULT
FAULT
OFF
OFF
OFF
ECAM
AUTO FLT:
FAC 1 FAULT
FAC PUSHBUTTON SWITCHES
FAC 1
F/CTL
RUDDER TRAVEL
LIMITATION UNIT
FAC 2
COCKPIT
CONTROL
& INDICATING
UPPER
ECAM
DISPLAY
UNIT
110VU
TO PEDALS
RUDDER TRIM
ACTUATOR
RUD TRIM
+
NOSE
NOSE
20
RESET
YAW DAMPER
SERVO ACTUATORS
PARKING BRN
OFF
ON
RUD TRIM/PARKING BRK

PANEL
N_MM_226000_0_AJM0_01_00
AES
FIGURE 22-60-00-15400-A SHEET 1

FAC - Component Layout
22-60-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLIGHT AUGMENTATION (FAC) - ADJUSTMENT/TEST

** On A/C ALL
Task 22-60-00-710-001-A
Operational Test of the FAC 2 Functions
WARNING : OPEN CIRCUIT BREAKER 7XE. THIS WILL PREVENT A POSSIBLE DEPLOYMENT OF THE RAT IF THE
MAIN AC BUSBARS 1XP AND 2XP BECOME ISOLATED.
1.
Reason for the Job

(Ref. MPD 22-60-00-02-)
OPERATIONAL CHECK OF FAC 2 FUNCTIONS
To make sure that the Rudder Travel Limiting, Rudder Trim and Yaw Damper functions operate correctly with the
FAC 2.
2.

A.
REFERENCE
No specific
B.
QTY
DESIGNATION

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
PTU
AES
22-60-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
REFERENCE
31-32-00-860-010-A
DESIGNATION
Procedure to Get Access to the SYSTEM REPORT/TEST NAV Page
31-60-00-860-001-A
31-60-00-860-002-A
34-13-00-740-002-A
34-14-00-740-001-A
EIS Start Procedure

EIS Stop Procedure
INTERFACE TEST of the ADR
Interface Test of the IR
3.
Job Set-up
Subtask 22-60-00-860-050-A
A.

(1)

24-41-00-861-002-A-02).
(2)
On
.
.
.
(3)
On the center pedestal, on the SWITCHING panel 8VU:

. set the AIR DATA selector switch to CAPT 3,
. set the ATT HDG selector switch to CAPT 3.
(4)

. release the FAC1 pushbutton switch, the OFF legend of this pushbutton switch is on.
(5)
(6)
On the center pedestal, on the ECAM control panel:

. get the F/CTL page.
(7)
Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-001-A) (Ref. TASK
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
(8)
Make sure that the aircraft is in the clean configuration (On the FLAPS panel 114VU, the lever is in the
0 notch position).
the overhead panel, on the ADIRS CDU:

set the OFF/NAV/ATT selector switch related to IR3 to NAV,
make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are to OFF,
make sure that the OFF legend on the ADR 3 pushbutton switch is off.
Subtask 22-60-00-865-050-A
B.

PANEL
49VU
DESIGNATION
AUTO FLT/FAC1/28VDC
FIN
LOCATION
5CC1
B04
49VU
AUTO FLT/FAC1/26VAC
14CC1
B03
49VU
CAPT/LOUD/SPKR
5WW
F10
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
AUTO FLT/FAC2/26VAC
14CC2
M18
121VU
EIS/F/O/LOUD/SPKR
4WW
P08
Subtask 22-60-00-865-060-A
C.

PANEL
105VU
AES
DESIGNATION
ELEC/CSM/G /EV AUTO/SPLY
FIN
7XE
LOCATION
C01
22-60-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
4.
Procedure
Subtask 22-60-00-710-050-A
A.
Operational Test of the FAC 2 Functions
ACTION
1.On the center pedestal, on the panel 110VU:
. The rudder trim indicator is energized.
.
.
RESULT
.
Set and hold the RUD TRIM switch in the NOSE L

.
position to get the maximum movement of the rudder. .
Release the switch.
.
.
Push and release the RUD TRIM/RESET pushbutton

switch.
.
.
.
.
Set and hold the RUD TRIM switch in the NOSE R

.
position to get the maximum movement of the rudder. .
Release the switch.
.
.

switch.
.
.
The indicator shows approximately 0.

The rudder moves smoothly to the left.
The rudder trim indicator shows approximately the
maximum left (L) threshold engraved on panel.
On the lower ECAM DU, on the F/CTL, the rudder
trim indicator and the rudder move to the left.
The left pedal moves forward.
The rudder trim indicator and the rudder go to zero
position.
The rudder trim indicator shows approximately 0.
The rudder moves smoothly to the right.
maximum right (R) threshold engraved on panel.
On the lower ECAM DU, on the F/CTL, the rudder
trim indicator and the rudder move to the right.
The right pedal moves forward.
The rudder trim indicator and the rudder go to zero
position.
2.On the center pedestal, on the MCDU:

.
Get the SYSTEM REPORT/TEST NAV page (Ref.

TASK 31-32-00-860-010-A).
Push the line key adjacent to the ADR3 indication.
Get access to the INTERFACE TEST of the ADR3

(Ref. TASK 34-13-00-740-002-A).
Push the line key adjacent to the START TEST

indication.
NOTE :
AES
On the Captain PFDs, the speed scale moves up and

stops at 367.7 KTS (and altitude increases to 10000 ft).
Ignore the RETARD (and associated) warning.

To stop it, release the ENG/FADEC GND PWR
1 and 2 pushbutton switches on the maintenance
panel 50VU, and/or open the circuit breakers
5WW and 4WW (for sound inhibition).
Wait 25 seconds approximately before you move the

pedals.
3.On the Captain or First Officer side:

.
The ADR3 page comes into view.
Move the rudder pedals to do a maximum right turn

.
and a maximum left turn until you find the hard point
of the rudder.
Release the rudder pedals.
The rudder moves a small distance to the right and to

the left from the neutral.
22-60-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
. Push the line key adjacent to the RETURN (TEST
STOP) indication until SYSTEM REPORT/TEST
NAV page comes into view.
5.After 25 seconds:
. Do step 3 again.
6.On the MCDU, on the SYSTEM REPORT/TEST NAV

page:
. push the line key adjacent to the IR3 indication.
.
RESULT

. The rudder moves a long distance to the right and to
The IR3 page comes into view.
Get access to the INTERFACE TEST of the IR3 (Ref.

TASK 34-14-00-740-001-A).
NOTE :
For the test below, ignore the warnings and the

attitude changes.
7.Push the line key adjacent to the START TEST

indication.
8.Push the line key adjacent to the RETURN (TEST
STOP) indication.

. The rudder moves to the left then slowly moves back to
zero.
. The rudder moves to the right then slowly moves back
to zero.
9.Push the line key adjacent to the RETURN indication

until the CFDS menu page comes into view.
On the MCDU:
. The CFDS menu page comes into view.
5.
Close-up
Subtask 22-60-00-865-061-A
A.
PANEL
105VU
DESIGNATION
FIN
7XE
LOCATION
C01
Subtask 22-60-00-860-051-A
B.
AES

(1)
Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-001-A) (Ref. TASK
29-10-00-864-003-A).
(2)
On the maintenance panel 50VU, release the ENG/FADEC GND PWR pushbutton switches
(3)
Close the circuit breakers 5WW and 4WW (if opened).
(4)
On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switch related to IR3 to
OFF.
(5)
On the overhead panel 23VU:

. push the FLT CTL/FAC1 pushbutton switch, the OFF legend goes off.
(6)
On the SWITCHING panel 8VU, set the AIR DATA and ATT HDG selector switches to NORM.
(7)
22-60-00 PB501
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
(8)
AES
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
22-60-00 PB501
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-60-00-710-002-A
Operational Test of the Automatic Change-Over Function
1.
Reason for the Job

(Ref. MPD 22-60-00-01-)
OPERATIONAL CHECK OF AUTOMATIC CHANGEOVER (AFS TEST)
To do the check of the engagement discrete of the Yaw Damper, the Rudder Trim and the Rudder Travel Limiting.
It comes from one FAC to the opposite and permits the change-over if a function disengages.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
31-32-00-860-001-A
PTU
Procedure to Get Access to the SYSTEM REPORT/TEST Menu Page
31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A
EIS Start Procedure

EIS Stop Procedure
3.
Job Set-up
Subtask 22-60-00-860-052-A
A.
AES

(1)
Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
(2)
On the center pedestal, on the MCDU:

. Get the SYSTEM REPORT/TEST AFS page (Ref. TASK 31-32-00-860-001-A).
22-60-00 PB501
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Revision n: 40
@A318/A319/A320/A321
(3)
Do the EIS start procedure (Upper ECAM only) (Ref. TASK 31-60-00-860-001-A).
(4)
On the overhead panel, on the ADIRS CDU:

. set the OFF/NAV/ATT switch related to IR3 to NAV and align the IR3, (Ref. TASK
34-10-00-860-004-A)
. make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off.
(5)
. make sure that the FAC1 and the FAC2 pushbutton switches are pushed (in) (FAULT and OFF
legends are off).
(6)
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
Subtask 22-60-00-865-052-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
49VU
AUTO FLT/FAC1/26VAC
14CC1
B03
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
AUTO FLT/FAC2/26VAC
14CC2
M18
4.
FIN
LOCATION
Procedure
Subtask 22-60-00-710-052-A
A.
Operational Test of the Automatic Change-Over Function

NOTE :
Ignore the related warnings during the test.
ACTION
1.On the FLT CTL panels 23VU and 24VU (on the
overhead panel):
.
Release the FAC 2 pushbutton switch.
RESULT
On this pushbutton switch, the OFF legend comes on.
2.On the MCDU, on the AFS/MAIN MENU page:
On the MCDU:
Push the line key adjacent to the AFS TEST

indication (Line key 5L).
3.On the MCDU:

. See if the FAC 1(2) is defective (PRESS LINE KEY
indication in view).
The AFS TEST IS RUNNING indication comes into

view.
On the MCDU, at the end of the test, after
approximately 40 seconds:
. The AFS TEST COMPLETED indication comes into
view.
On the MCDU:
If yes:
.
AES
Push the line key adjacent to the defective FAC.
The AFS/TEST REPORT page comes into view. Make

sure that these failure indications are not in view:
FAC/YD ENGD CHG OV or FAC/RT ENGD CHG OV
or FAC/RTL ENGD CHG OV.
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@A318/A319/A320/A321
ACTION
RESULT
NOTE: If the FAC 1(2) is defective, with CFDS indications
in view on the AFS/TEST REPORT other than:
- FAC/YD ENGD CHG OV
- FAC/RT ENGD CHG OV
- FAC/RTL ENGD CHG OV,
do trouble-shooting of the FAC system before you continue
the test.
4.On the MCDU:

. Push the line key adjacent to the RETURN indication
until the AFS/MAIN MENU page comes into view.
5.On the FLT CTL panels 23VU and 24VU:
. Release the FAC 1 pushbutton switch.
On this pushbutton switch, the FAULT and OFF

legends goes off.
(refer to the note in step 3.).
6.Do the steps 2 to 3:

. Use the indications between the parentheses.
You must get the same results step by step.
7.On the MCDU:

- Push the MCDU MENU mode key.
On the MCDU:
- The MENU page comes into view.
Push the FAC 2 pushbutton switch.
8.On the FLT CTL panels 24VU:

.
Release the FAC 2 pushbutton switch.
5.
Close-up
Subtask 22-60-00-860-053-A
A.
AES

(1)
29-10-00-864-003-A).
(2)

. push the FAC1 pushbutton switch, the FAULT and the OFF legends go off.
(3)

. push the FAC2 pushbutton switch, the FAULT and the OFF legends go off.
(4)
OFF.
(5)
(6)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
22-60-00 PB501
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May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-60-00-710-003-A
Operational Test of the Return to Low Speed Function
1.
Reason for the Job

(Ref. MPD 22-60-00-03-)
OPERATIONAL CHECK OF RETURN TO LOWSPEED FUNCTION
2.

A.
REFERENCE
No specific
B.
QTY
DESIGNATION

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
31-32-00-860-010-A
PTU
31-60-00-860-001-A
31-60-00-860-002-A
EIS Start Procedure

EIS Stop Procedure
34-13-00-740-002-A
INTERFACE TEST of the ADR
AES
22-60-00 PB501
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May 01/12
Revision n: 40
@A318/A319/A320/A321
3.
Job Set-up
Subtask 22-60-00-860-054-A
A.

(1)
Energize the aircraft electric cicuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002A-01) or (Ref. TASK 24-41-00-861-002-A-02).
(2)
On
.
.
.
(3)

. set the AIR DATA selector switch to CAPT 3.
(4)
. make sure that the FAC 1 and FAC 2 pushbutton switches are pushed (on the pushbutton switches,
the FAULT and OFF legends are off).
(5)
(6)

(7)
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
(8)
0 notch position).

set the OFF/NAV/ATT selector switch related to IR3 to NAV,
make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off,
make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are set to OFF.
Subtask 22-60-00-865-051-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
FIN
B04
LOCATION
49VU
AUTO FLT/FAC1/26VAC
14CC1
B03
49VU
CAPT/LOUD/SPKR
5WW
F10
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
AUTO FLT/FAC2/26VAC
14CC2
M18
121VU
EIS/F/O/LOUD/SPKR
4WW
P08
Subtask 22-60-00-865-062-A
C.

PANEL
105VU
4.
DESIGNATION
FIN
7XE
LOCATION
C01
Procedure
Subtask 22-60-00-710-051-A
A.
Operational Test of the Return to Low Speed Function
ACTION
1.On the center pedestal, on one MCDU:
AES
RESULT
On the MCDU:
22-60-00 PB501
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Revision n: 40
@A318/A319/A320/A321
ACTION
Get the SYSTEM REPORT/TEST NAV page (Ref.
TASK 31-32-00-860-010-A).
Get access to the INTERFACE TEST of the ADR3

(Ref. TASK 34-13-00-740-002-A).

indication.
NOTE :
RESULT
On the Captain PFD, the speed scale moves up and stops

at 367.7 KTS (and altitude increases to 10000ft).

Wait 25 sec. approximately before you move the

pedals.
2.On the Captain or First Officer side:

and a maximum left turn. Do this until you find the
hard point of the rudder.

3.On the FLT CTL panels 23VU and 24VU:

. Release the FAC1 and the FAC2 pushbutton switches. .
4.Do step 2 again.
On these pushbutton switches the OFF legend comes

on.
You must get the same results as in step 2.

. Open the circuit breaker 14CC1.
6.On the FLAPS panel 114VU:
. Operate the slats. To do this, move the lever to notch
1.
7.After 25 sec. :
. Do step 2 again.
. The rudder moves a long distance to the right and to
. Retract the slats. To do this, move the lever to notch
O.
9.Do step 2 again.
10.On the FLT CTL panel 24VU:
. Push the FAC2 pushbutton switch.
11.After 25 sec. :
. Do step 2 again.
On this pushbutton switch, the OFF legend goes off and

the FAULT legend stays off.

. Close the circuit breaker 14CC1.
AES
22-60-00 PB501
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Revision n: 40
@A318/A319/A320/A321
ACTION
Release the FAC2 pushbutton switch.

. Open the circuit breaker 14CC2.
15.Do step 2 again.
RESULT

. Operate the slats. To do this, move the lever to notch
1.
17.After 25 sec. :
. Do step 2 again.
0.
19.Do step 2 again.

21.After 25 sec. :
. Do step 2 again.

. Close the circuit breaker 14CC2.

The MCDU MENU page comes into view.


. Push the line key adjacent to the RETURN indication
.
Push the MCDU MENU mode key.
5.
Close-up
Subtask 22-60-00-865-063-A
A.
PANEL
105VU
DESIGNATION
FIN
7XE
LOCATION
C01
Subtask 22-60-00-860-055-A
B.
AES

(1)
29-10-00-864-003-A).
(2)
On the maintenance panel 50VU, release the ENG/FADEC GND PWR pushbuttons switches.
(3)
Close the circuits breakers 5WW and 4WW (if opened).
(4)
OFF.
(5)
On the SWITCHING panel 8VU, set the AIR DATA selector switch to NORM.
22-60-00 PB501
Page 4
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Revision n: 40
@A318/A319/A320/A321
AES
(6)
(7)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
22-60-00 PB501
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-60-00-710-004-A
Operational Test of the Windshear Function
1.
Reason for the Job

Self explanatory
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
31-32-00-860-001-A
31-60-00-860-001-A
31-60-00-860-002-A
EIS Start Procedure

EIS Stop Procedure
(Ref. Fig. 22-60-00-991-00100-A - Procedure Test)

3.
Job Set-up
Subtask 22-60-00-860-056-A
A.
AES

(1)
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
(2)
Make sure that the ventilation of the electronics racks operates correctly.
(3)

. set the OFF/NAV/ATT selector switches to NAV.
(4)

. set the AIR DATA switch to CAPT/3, F/0/3 then NORM position (this action is mandatory to do
the test correctly).
(5)
. make sure that the FAC 1 and FAC 2 pushbutton switches are pushed (the FAULT and OFF
legends are off).
(6)
22-60-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
4.
Procedure
Subtask 22-60-00-710-053-A
A.
Operational Test of the Windshear Function

(Ref. Fig. 22-60-00-991-00100-A - Procedure Test)
NOTE :
You can stop the windshear test when it is necessary. To stop the test, push the line key adjacent to
the END OF TEST indication, (the AFS MAIN MENU page comes into view).
NOTE :
To engage or disengage the FAC 1(2), push the FAC1(2) pushbutton switch on the panel
23VU(24VU).
ACTION
.
get the SYSTEM REPORT/TEST page (Ref. TASK

31-32-00-860-001-A).
RESULT
The SYSTEM REPORT/TEST page comes into view.
2.On the SYSTEM REPORT/TEST page:

.
push the line key adjacent to the AFS indication.
The AFS MAIN MENU page comes into view.
3.On the AFS MAIN MENU page:

.
push the line key adjacent to the WINDSHEAR TEST The AFS/WINDSHEAR TEST-1 page comes into view.
indication.
4.On the AFS/WINDSHEAR TEST-1 page:
. obey the instructions given on the MCDU.
NOTE :
.
Make sure that you do this step in less than 2.5

minutes. If not, start the windshear test again.
then, push the NEXT PAGE function key.
The AFS/WINDSHEAR TEST-2 page comes into view.

.
then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-3 page comes into view.
if the result of the visual and aural checks are correct.
NOTE :
When the predictive windshear function is active:

. on the EWD, make sure that the REAC
W/S DET FAULT message (and not the
WINDSHEAR DET FAULT message) is
shown.
. On the STATUS page, make sure that the
REAC W/S DET message (and not the
shown.
. then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-4 page comes into view.
if the result of the visual checks are correct.
.
AES
then, push the NEXT PAGE function key.
The AFS/WINDSHEAR TEST-5 page comes into view.
22-60-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
RESULT
then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-6 page comes into view.
if the result of the visual and aural checks are correct.
NOTE :
When the predictive windshear function is active:

. on the EWD, make sure that the REAC
W/S DET FAULT message (and not the
shown.
. On the STATUS page, make sure that the
REAC W/S DET message (and not the
shown.
. then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-7 page comes into view.
if the result of the visual checks are correct.
.
obey the instructions given on the MCDU.
The WINDSHEAR TEST OK indication comes into view.
11.On the MCDU:

. push the line key adjacent to the RETURN indication.
5.
Close-up
Subtask 22-60-00-860-057-A
A.
AES

(1)
On the MCDU, push the line key adjacent to the RETURN indication until the CFDS menu page comes
into view.
(2)
(3)
(4)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
22-60-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
1L
AFS
M A I N MENU
L AS T LEG REPORT
1R
2L
PRE V I OUS LEGS REPORT
2R
3L
TROUBLE SHOOT I N G DATA
3R
4L
GROUND SCAN / LRU I DEN T
4R
5L
AFS TEST
LAND TEST
5R
6L
RE TURN /WI NDSHE AR TEST
6R
1L
2L
3L
4L
5L
6L
AFS /WI NDSHE AR TEST 1

ACT I ON
BOTH ENG I NES S TOPPED
ALL BRE AKERS ON
FAC1 ENGAGED
FAC2 OFF
ON THE SWI TCH I NG PNL 8VU
SELECT A I R DAT A CAPT 3
THEN A I R DATA F /O 3 THEN
A I R DATA NORM
PRESS NEXT PAGE
END OF TEST
1R
2R
3R
4R
NEXT
PAGE
5R
6R
1L
2L
3L
NOTE: FOR AFS/WINDSHEAR TEST 3 & 6 PAGES.

1
4L
WHEN THE PREDICTIVE WINDSHEAR

FUNCTION IS ACTIVE, MAKE SURE THAT
THE REAC W/S DET FAULT MESSAGE
(AND NOT THE WINDSHEAR DET FAULT
MESSAGE) SHOWS ON THE EWD.
5L
6L

THE REAC W/S DET MESSAGE (AND
NOT THE WINDSHEAR DET MESSAGE)
SHOWS ON THE EWD (IN THE INOP
SYS SECTION OF THE STATUS PAGE).
1L
2L
3L

ACT I ON ON 1 ST MCDU
PRESS T ES T L I NE KEY
CHECK ON PFD1
RED WI NDSHE AR MESSAGE
DUR I NG 1 5 SEC
AUD I O CHECK
WINDSHE AR 3 T I MES
TEST
YES
PRESS
NO
END OF TEST
5L
6L
2R
3R
4R
5R
6R

CHECK ON ECAM
WI NDSHE AR DET FAUL T
ACT I ON
SELECT STATUS PAGE
ON ECAM
CHECK ON ECAM
WI NDSHE AR DET
4L
1R
1R
2R
3R
4R
YES
PRESS
NO
END OF TEST
5R
6R
N_MM_226000_5_AEM0_01_00
AES
FIGURE 22-60-00-991-00100-A SHEET 1

Procedure Test
22-60-00 PB501
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
1L
A F S / W I NDSHE AR T E S T 4
A C T I ON
F AC 2 E N G A G E D
F AC 1 OF F
1R
2L
2R
3L
3R
4L
4R
(SEE NOTE SHEET 1)

P RE S S NEX T P AGE
5L
6L
E ND OF
5R
TE S T
6R
NEXT
PAGE
1L
1L
2L
3L
A F S / W I NDS HE AR T E S T 6
CHE CK ON EC AM
W I NDSHE AR D E T F A U L T
A C T I ON
S E L EC T S T A T U S P AG E
ON EC AM
CHE CK ON EC AM
W I NDSHE AR DE T
4L
5L
6L
1L
2L
1R
2R
3R
4R
YES
P RE S S
NO
E ND OF T E S T
A F S / W I NDS HE AR T E S T 7
A C T I ON
F A C1 E N G A G E D
2L
3L
4L
5L
6L
A F S / W I NDSHE AR T E S T 5
A C T I ON ON 1 S T M C D U
P RE S S T E S T L I NE K E Y
CHE CK ON P F D 2
R ED W I NDSHE AR ME S S AG E
D UR I NG 1 5 SE C
AUD I O CHECK
W I NDS HE AR 3 T I ME S
T ES T
YES
P RE S S
NO
E ND OF T E S T
1R
2R
3R
4R
5R
6R
5R
6R
1R
2R
3L
3R
W I ND SHE AR T E S T OK
4L
4R
5L
5R
6L
R E T URN
6R
N_MM_226000_5_AEM0_02_00
AES
FIGURE 22-60-00-991-00100-A SHEET 2

Procedure Test
22-60-00 PB501
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING

COMPUTATION - DESCRIPTION AND OPERATION
** On A/C ALL
1.
General
The rudder travel-limiting function provides:
. The limitation of the rudder travel through a control law function of Vc
. The return to the low speed limitation in case of failure
The rudder travel limiting actuation is described in 27-23-00.
AES
22-61-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
AES
System Description
A.
Composition
The system consists of:
. Two engagement pushbutton switches common to the yaw damper and rudder trim functions
. Two Flight Augmentation Computers (FAC 1 and FAC 2)
. An electro-mechanical rudder travel-limitation unit with two motors
. Two position transducers integrated in the unit.
B.
Architecture
The rudder travel-limiting system operates using the changeover technique i.e when both sides are engaged the
side 1 has priority, the side 2 is in standby. The side 2 is active when the side 1 is disengaged (case of failure).
The motor of the standby side is not supplied (the FAC which has no priority does not deliver the enable
signal).
A synchronization is achieved on the rudder position prior to engagement
Amplitude and speed limitations are introduced:
. The amplitude limitation is such that the travel remains compatible with the limits on the aircraft structure
. The speed limitation prevents saturation of the limitation unit.
Upon total loss of the rudder travel-limiting function, a control enables to bring back the stops to the low
speed conditions to restore maximum rudder deflection as soon as slats are extended.
22-61-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
Power Supply
A.
AES
Power Supply of the Rudder Travel-Limitation Unit

The 26 V/400 Hz power is applied to the primary windings of the position transducers directly from the busbars
via the FAC circuit breakers.
The emergency control of the motor operates on the same power supply.
The 28VDC power is applied to the power electronic set from the FAC circuit breakers through a cut-off relay.
This relay is controlled by the monitoring logic of the FAC.
22-61-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
4.
Interface
A.
Interface Signals
For each side:
(1) Control signal (2 wires)
The control order signal is transmitted through a two-wire twisted lead (high point and low point).
(2) Position transducer signal (4 wires)
Two voltages : V1 and V2 (2 wires each).
(3) Enable signal (1 wire)
This signal is transmitted by the FAC control logic and controls the coil of a relay inside the rudder travellimitation unit (+28VDC = motor activated ; open circuit = motor not activated).
(4) Return to low speed signal (2 wires)
This signal controls the coil of a relay inside the rudder travel-limitation unit.
+28VDC = return to low speed order (delivered by the FAC control logic command).
Ground = return to low speed order (delivered by the FAC control logics monitor)
The FAC provides the coil with the electrical ground.
(5) Monitoring signal (1 wire)
This signal which is transmitted by the rudder travel-limitation unit to the FAC is used during the test
procedure of the rudder travel-limitation unit:
Ground = rudder travel-limitation unit declared good.
Open circuit = rudder travel-limitation unit failed.
AES
22-61-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
5.
Operation
A.
Principle
(Ref. Fig. 22-61-00-16800-A - Rudder Travel-Limitation Unit - Block Diagram)
There are two modes of operation:
(1) Normal operation
The active system controls the limitation unit through its motor.
It limits the rudder travel according to a parameter specific to the flight envelope ie the corrected airspeed
(VC).
This parameter which is delivered by the ADIRS (Air Data/Inertial Reference System) is monitored by the
FAC (Ref. 22-65-00-00).
Each motor has its own power electronic set. A FAC logic interrupts the power of the electronic set on the
side which is not active and thus de-activates the associated motor (Ref. para. C).
Two position transducers enable slaving and monitoring of the channel.
(2) Return to low speed conditions
This mode, which is the emergency mode, serves in case of failure of the FAC or of the power electronic set
(when the failure prevents the normal operation of the rudder travel-limitation unit). This mode which is
independent from the normal control, is only initiated at low speed (in slats extended configuration).
A FAC internal logic (Ref. para. C) controls a relay which switches the limitation unit to a control order
called emergency control order (independent 26 V/400 Hz power supply).
B.
Structure of the Control Law

(Ref. Fig. 22-61-00-17400-A - Rudder Travel-Limitation Unit - Control Law)
The control law generates a deflection order.
A synchronization is achieved for the channel in standby mode or not engaged, from the position of the motor
position feedback.
C.
Operating Logic
(1) Normal operation
(Ref. Fig. 22-61-00-17800-A - Rudder Travel-Limitation - Changeover Logic)
The rudder travel-limitating system operates using the changeover technique when a channel is detected
faulty. The priority is given to the side 1 through the aircraft wiring (side 1 signal).
In normal operation the RTL (Rudder Travel-Limiting) channel No. 1 is active and drives the associated
motor.
The other channel is in standby (synchronization mode) and the power electronic set of the associated
motor is not supplied.
This changeover is accomplished through hard-wired logic as follows:
. A logic signal C (+28VDC = motor activated) controls a relay inside the motor
. A logic signal M (+28VDC = motor activated) controls an intermediary relay 13CC1(2) which supplies
(+28VDC via the circuit breaker 5CC1 (2)) the power electronic set of the associated servomotor.
The logic is identical (on command and monitoring channels) and uses:
. The hard-wired signal on side 1
. The hard-wired signal of the active opposite RTL function
. The general monitoring of the FAC
. The RTL specific logic.
This logic validates the associated power channel according to the considered side.
(2) Return to low speed logic
(Ref. Fig. 22-61-00-17900-A - Return to Low Speed Logic)
This logic controls the motor in emergency mode when the normal control is not possible (FAC or motor
electronic failure).
It controls a relay inside the rudder travel-limitation unit.
AES
22-61-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
This relay switches the motor on a supply independent from the power electronic set of the limitation unit.
This supply is delivered from the 26VAC busbar through the circuit breaker 14CC1(2).
The switching relay is activated upon slat extension:
. In case of dual failure of the rudder travel-limitation function, and
. During a fixed time corresponding to the acquisition of the maximum stop.
The signal C (+28VDC = return to low speed order) energizes the switching relay inside the unit.
The FAC provides the relay ground (signal M) from the monitoring side.
The logic is identical for both sides.
D. Monitoring of Rudder Travel-Limiting Function
(Ref. Fig. 22-61-00-18100-A - Monitoring of Rudder Travel-Limiting Function)
This function has three types of monitoring.
(1) Monitoring of acquisition
The VC parameters from the ADIRS are monitored by a two-by-two comparison (Ref. 22-65-00).
(2) Monitoring of computation
After amplitude and speed limiting, the C and M computation orders are compared (C and M duplicated C1
comparators).
Activation of this monitoring function causes the loss of the rudder travel limiting function on the
considered side.
(3) Power monitoring
Two position transducers are used for slaving and monitoring.
This monitoring is based on:
. The monitoring of the acquisition of the transducer (cut wire, short circuits, variation of the power
supply voltage)
. A comparator C2 between the order and the rudder feedback on the sides C and M.
Activation of these monitoring functions causes the loss of the rudder travel-limiting function on the
considered side.
(4) Warnings
The loss of the rudder travel-limiting function is indicated by the warnings given below:
(a) Loss of a rudder travel-limiting channel
The amber message: AUTO FLT RUD TRV LIM 1(2) appears on the upper display unit of the ECAM
system.
(b) Loss of two rudder travel-limiting channels
The amber message: AUTO FLT RUD TRV LIM SYS appears on the upper display unit of the ECAM
system and the single chime sounds.
After action on the CLR pushbutton switch on the ECAM control panel this message appears:
SYSTEM INOP : RUD TRV LIM.
AES
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** On A/C ALL
6.
Test Procedure
A.
Test of Rudder Travel-Limitation Unit

A test procedure is initiated at FAC energization to check the integrity of the standby channel.
This procedure permits to check:
. The triggering capability of the internal monitoring of the rudder travel-limitation unit
. The slaving of the rudder travel-limitation unit without motion of the rudder.
The test sequence is as follows:
(1) Monitoring triggered at fault status
The enable order is not sent : the motor order is fed back on the test circuit of the rudder travel-limitation
unit.
A null order lower than the programmed threshold is sent and the monitoring must be triggered (open
circuit to the FAC).
(2) Monitoring triggered at good status
The enable order is not sent.
The rudder travel-limitation unit receives a slaving order (equal to half of the travel) and the monitoring
must return to good status (ground to the FAC).
(3) Test of slaving
The enable order is sent as well as a null order. The stage of the switching relay of the enable order must
be tested. The monitoring must be forced to the good status.
AES
B.
Test of Return to Low Speed Function

The test of the return to low speed function is not automatic. It can be performed on the ground by
maintenance personnel in the conditions given below:
. FAC 1 and FAC 2 pushbutton switches set to OFF
. Slats extended.
C.
Test of Cutoff Relays

The test of the RTL SYS1 and SYS2 relays 13CC1 and 13CC2 (cutoff of the 28 V of the rudder travellimitation unit) is performed automatically during these tests (capability to open).
22-61-00 PB001
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Revision n: 40
AES
FIGURE 22-61-00-16800-A SHEET 1

Rudder Travel-Limitation Unit - Block Diagram
28VDC
Vc3
Vc2
OFF
FAULT
FAC 2
28VDC
Vc 3
Vc 1
OFF
FAULT
FAC 1
5CC2
Vc3
Vc1
5CC1
22-61-00 PB001
FAC 2
CMD
MON
FAC 1
Vc
Sel
CMD
MON
Vc
SEL
RTL
LAW
RTL
LAW
SAME AS
FAC 1
LIMITS
LIMITATION
AMPLITUDE
SPEED
IMAGE
CHANNEL
POWER
CHANNEL
CHANGE OVER
LOGIC
RETURN TO
LOW SPEED
LOGIC
EMERGENCY
CONTROL ORDER
EMERGENCY
CONTROL ORDER
NORMAL
CONTROL ORDER
ENABLING
SIGNAL
RETURN TO
LOW SPEED SIGNAL
TRANSDUCER
RUDDER TRAVEL LIMITATION UNIT
POSITION
TRANSDUCER
TRANSDUCER
MOTOR 1
MOTOR 2
POSITION
TRANSDUCER
POWER
ELECTRONIC
SET
OUTPUT
LEVER
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N_MM_226100_0_AAM0_01_00
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RUDDER TRAVEL LIMITATION UNIT POSITION
25
Vc
35
Vc
160kts
410kts
STOP
SYNCHRO
LIMITS
RTL DEMAND
** On A/C ALL
N_MM_226100_0_ACM0_01_00
AES
FIGURE 22-61-00-17400-A SHEET 1

Rudder Travel-Limitation Unit - Control Law
22-61-00 PB001
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Revision n: 40
AES
FIGURE 22-61-00-17800-A SHEET 1

Rudder Travel-Limitation - Changeover Logic
22-61-00 PB001
+ 28VDC
OFF
FAULT
FAC 2
+ 28VDC
5CC2
5CC1
SIDE 1 = 1
IF GROUND
OFF
FAULT
FAC 1
OR
FAC 2
RTL ENGD
OWN
CMD
MON
AND
+ 28VDC
+ 28VDC
RTL ENG
OWN
CMD
MON
AND
13CC2
ORDER
SYNCHRONIZATION
13CC1
ORDER
NORMAL COMMAND
LEVER
TEST PROCEDURE
OUTPUT
SIDE 1
SIDE 2
TEST PROCEDURE
POWER
ELECTRONIC
SET
POWER
ELECTRONIC
SET
ENABLING SIGNAL
NOTE : ONLY CHANGE OVER FROM SIDE 1 TO SIDE 2 IS SHOWN
+ 28VDC
CHANGE OVER LOGIC
AND
CHANGE OVER LOGIC
RUDDER TRAVEL
SAME AS CMD SIDE

RUDDER TRAVEL
RTL ENGD
OPP
SIDE 1
FAC 1
AND
CHANGE OVER LOGIC
OR
DELAY
SAME AS CMD SIDE

RUDDER TRAVEL
SIDE 1
RTL ENGD
OPP
RTL LOGIC
FAC GENERAL
MONITORING
RUDDER TRAVEL + 28VDC

CHANGE OVER
LOGIC
LOCKOUT
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N_MM_226100_0_AEM0_01_00
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AES
FIGURE 22-61-00-17900-A SHEET 1

Return to Low Speed Logic
22-61-00 PB001
5CC1
5CC2
DISCRETE
HARDWIRED
DISCRETE
HARDWIRED
+28VDC
SFCC 2
SFCC 1
+28VDC
FAC 2
RTL ENGD OWN
RTL ENGD OWN
RETURN TO LOW SPEED

LOGIC
SAME AS FAC 1
+28VDC
AND
26VAC
26VAC
14CC2
14CC1
LEVER
POWER
ELECTRONIC
SET
OUTPUT
SIDE 2
SIDE 1
POWER
ELECTRONIC
SET
NOTE : ONLY CHANGE OVER FROM CHANNEL 1 TO CHANNEL 2 IS SHOWN
SLATS OUT
RTL ENGD OPP
FAC 1
RTL CHANGE OVER

LOGIC
RTL ENGD OPP
SLATS OUT
+28VDC
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AES
FIGURE 22-61-00-18100-A SHEET 1

Monitoring of Rudder Travel-Limiting Function
ADIRS OWN
ADIRS 3
ADC OPP
ADC 3
ADC OWN
LOGIC
COMP
VC
2 BY 2
ACQUISITION
LAWS
LAWS
LIMITS
LIMITS
C1
C1
RTL MONITG 26VAC
COMPUTATION
RTL
IMAGE
C2
RETURN TO
LOW SPEEDS
POSITION
RTL VXCOM
RTL VRCOM
22-61-00 PB001
FAC
MON
COM
RTL VXCOM
RETURN TO
LOW SPEEDS
POSITION
SOFT HARD
RTL MONITG 26VAC
C2
RTL VRCOM
POWER
RTL
UNIT
RVDT
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ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING

COMPUTATION - ADJUSTMENT/TEST
** On A/C ALL
Task 22-61-00-710-001-A
1.
Reason for the Job

To make sure that the rudder travel limiting system 1 (2) operates correctly.
NOTE :
2.
You must do this test with the both engines installed.

A.
REFERENCE
No specific
B.
QTY
DESIGNATION

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
PTU
AES
22-61-00 PB501
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REFERENCE
31-32-00-860-010-A
DESIGNATION
31-60-00-860-001-A
31-60-00-860-002-A
EIS Start Procedure

EIS Stop Procedure
3.
Job Set-up
Subtask 22-61-00-860-050-A
A.

(1)

24-41-00-861-002-A-02).
(2)
On
.
.
.
(3)

. set the AIR DATA selector switch to CAPT 3.
(4)
. make sure that the FAC1 and the FAC2 pushbutton switches are pushed (in) (FAULT and OFF
legends off).
(5)
(6)

(7)
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
(8)
0 notch position).

set the OFF/NAV/ATT selector switch related to IR3 to NAV
make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off
make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are set to OFF.
Subtask 22-61-00-865-050-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
FIN
B04
LOCATION
49VU
AUTO FLT/FAC1/26VAC
14CC1
B03
49VU
CAPT/LOUD/SPKR
5WW
F10
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
AUTO FLT/FAC2/26VAC
14CC2
M18
121VU
EIS/F/O/LOUD/SPKR
4WW
P08
Subtask 22-61-00-865-058-A
C.

PANEL
105VU
AES
DESIGNATION
FIN
7XE
LOCATION
C01
22-61-00 PB501
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4.
Procedure
Subtask 22-61-00-710-054-C
A.

NOTE :
This test is for the system 1. For the system 2, use the indications between the parentheses.
ACTION
RESULT
On the MCDU:
Get the SYSTEM REPORT TEST/NAV page (Ref.

TASK 31-32-00-860-010-A).
Push the line key adjacent to the OUTPUT TESTS

indication.
Push the line key adjacent to the INTERFACE TEST
indication.
On the keyboard push the NEXT PAGE function key.
The ADR3 OUTPUT TESTS page comes into view.
The ADR3 INTERFACE TEST 1/2 page comes into

view.
The ADR3 INTERFACE TEST 2/2 page comes into
view.
On the Captains PFD, the speed scale moves up and
stops at 367.7 KTS.
.
.
.

indication.
NOTE :
.
.

Wait 25 sec. approximately before you move the

pedals.
2.On the FLT CTL panel 24VU (23VU):

.
Release the FAC2 (FAC1) pushbutton switch.
3.On the Captain or the First Officer side:

.

.
and a maximum left turn until you find the hard point
of the rudder.


.
5.Do step 3 again.

. Extend the slats. To do this, move the lever to notch
1.
7.After 25 sec. :
. Do step 3 again.

.
The rudder moves a long distance to the right and to


0.
AES
22-61-00 PB501
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ACTION
9.Do step 3 again.
RESULT

.
Push the FAC1 (FAC2) pushbutton switch.
11.After 25 sec. :
. Do step 3 again.


.

13.Do the test again (step 2 to 12) with the informations

between the parentheses.
On the MCDU:
Push the line key adjacent to the RETURN indication

5.
Close-up
The CFDS menu page comes into view.
Subtask 22-61-00-865-059-A
A.
PANEL
105VU
DESIGNATION
FIN
7XE
LOCATION
C01
Subtask 22-61-00-860-051-A
B.
AES

(1)
29-10-00-864-003-A).
(2)
On the maintenance panel 50VU, push the ENG/FADEC GND PWR pushbutton switches if you
released them before in Para.4.A.1. .
(3)
Close the circuit breakers 5WW and 4WW (if opened).
(4)
OFF.
(5)

. Set the AIR DATA selector switch to NORM.
(6)
(7)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02)
22-61-00 PB501
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RUDDER TRIM COMPUTATION - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
(Ref. Fig. 22-62-00-11200-A - Rudder Trim Function)
The rudder trim function ensures:
. In manual control:
. The accomplishment of the pilot trim orders from the manual trim control (control and reset)
. The accomplishment of the deflection orders from the ELACs (engine failure recovery) (Provision only).
. In automatic control:
. The accomplishment of the autopilot orders (autotrim on the yaw axis)
. The generation and the accomplishment of the engine failure recovery function.
The rudder trim actuation is described in 27-22-00.
AES
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** On A/C ALL
2.
AES
System Description
A.
Composition
. An electro-mechanical actuator which comprises two three-phase asynchronous motors connected to a
reduction gear by rigid linkage.
. Two Flight Augmentation Computers (FAC 1 and FAC 2).
. Four transducer units (RVDT) configured in such a way that a single failure would not affect all the units at
the same time.
. Two engage FLT CTL/FAC pushbutton switches (with FAULT/OFF legend) common to the yaw damper
and to the rudder trim (one per FAC).
. A rudder-trim control switch located on the RUD TRIM control panel on the center pedestal for manual
trim control.
. A RUD TRIM/RESET pushbutton switch (this pushbutton switch is not mechanically held), on the RUD
TRIM control panel.
. A rudder trim indicator with liquid-crystal display located on the left of the rudder-trim control switch.
B.
Architecture
(Ref. Fig. 22-62-00-12600-A - Rudder Trim Architecture)
The system operates using the changeover technique.
When the two channels are engaged:
. The channel 1 has priority
. The channel 2 is synchronized on the position of the actuator through the mechanical linkage.
The standby channel is not energized (no enable signal, no power-enable signal).
The control order is not interrupted.
Each channel is duplicated and monitored:
. The COMMAND side of the FAC slaves the position of the system
. The MONITOR side monitors the system.
The monitoring orders are equalized on the command orders to reduce dispersions due to the use of integrators
in the loop.
22-62-00 PB001
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** On A/C ALL
3.
Operation
A.
Principle
(Ref. Fig. 22-62-00-14300-A - Rudder Trim Changeover - Logic)
The rudder trim function ensures a trimmed value of the rudder. This value is reproduced at the rudder pedals.
This trim is obtained either manually or automatically.
The value appears:
. On the rudder trim indicator
. On the display unit of the ECAM system.
The resulting deflection is maintained even in case of total loss of the function. This permits to have a stabilized
value, for example in the event of AP loss when an engine failure occurs.
When the changeover principle is retained:
. The side 1 has priority through the side 1 signal
. Interruption of the actuator enable signals on the standby channel
. Automatic engagement of the standby channel upon loss or disengagement of the channel 1.
B.
Structure of Rudder Trim Control-Law

(Ref. Fig. 22-62-00-14700-A - Rudder Trim Actuator - Generation of the Control Order)
The control law generates a deflection order to control the rudder trim actuator through an integrator which
memorizes the required position.
This order is generated:
. From the position of the position feedback in synchronization
. From the control order of the pilot trim (the reset is obtained through the unloading of the trim integrator)
. From the ELAC deflection order (Provision only)
. From the long-term turn-coordination order for autotrim on the yaw axis
. From the generation of an engine failure detection and its accomplishment.
The engine failure is detected from the lateral acceleration and from the yaw rate through a given threshold.
This detection is confirmed by the engine thrust information.
Detection is performed by the command and monitoring sides. The first side which is triggered sends a signal to
the opposite side in order to lower its threshold and thus ensure synchronized detection.
The correction signal (fixed deflection values) is then applied, depending on engine failed.
As soon as the engine failure compensation reaches a predetermined threshold, the control law is modified:
. The engine failure compensation is performed directly by the FG command order and the delta p
compensation is boostered.
The monitoring side is equalized on the command side to reduce the dispersion of the integrators.
C.
Operating Logic
(1) General
The operation of the rudder trim function depends on:
. The engagement status of the FAC pushbutton switch
. The status of the engaged AP signal for the automatic mode
. The monitoring specific to the function:
. Computation comparators
. Power comparators
. The global monitoring of the computer.
There are two modes of operation:
. The manual mode
. The automatic mode.
As the automatic mode has priority, the pilot trim is not possible in AP-engaged configuration.
(2) Manual mode
As this mode is not under the control of the ADIRS, it remains available for the pilot trim part even in case
of total failure of these peripherals.
AES
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Specific operating logics are introduced:
(a) Control order
This order operates if:
. The normally closed position of a contact, and
. The normally open position of the other contact are activated simultaneously.
If this is not the case the trim order is inhibited. This provides a means of avoiding contact failure or
mechanical jamming.
(b) Reset order
This order operates if:
. The normally closed position of a contact, and
. The normally open position of the other contact are activated simultaneously.
If this is not the case, the signal is not validated.
This signal is processed as a pulse signal : even when no longer applied, the order is taken into account
until its accomplishment on condition that the reset order has been validated.
A priority logic is included between the command and the reset orders to avoid any possible jamming:
1
When a control order is applied after the introduction or the non-accomplishment of a reset order,
the control order has priority.
When a reset order is applied after a control order and even if the latter is being executed, the
reset order has priority.
(c) ELAC order (provision only)

In case of loss of the roll normal mode from the ELAC, the accomplishment of the order by the rudder
trim is interrupted.
(3) Automatic mode
There is loss of the automatic mode:
. If the AP engaged signal is not validated
. Or if the status of the peripherals does not allow the achievement of the function.
In addition to this loss:
. The AP disconnects
. The system returns to the manual mode without FAC disconnection.
The AP also provides signals which validate the detection of engine failure as a function of the engine
rating.
(4) Warnings
The loss of the rudder trim function is indicated on the display unit of the ECAM system:
. Loss of one channel:
RUD TRIM 1 or 2 amber warning
. Total loss:
RUD TRIM SYS amber warning + chime
The RUD TRIM indication on the FLT CTL page of the ECAM system is flagged (2 crosses XX appear) if
this item of information is not available.
D. Monitoring of the Rudder Trim Function
(Ref. Fig. 22-62-00-15500-A - Monitoring of Rudder Trim - Block Diagram)
The block diagram given below shows the organization of this function and the various types of monitoring
which are integrated.
These are:
. Monitoring of ADCs on Vc parameter compared two by two (Ref. 22-65-00-00)
This ensures the availability of the automatic function in the event of a single detected or undetected failure.
The manual law is independent of the ADC function
. Monitoring of the acquisitions of the ELAC and FMGC peripherals
AES
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.
.
.
.
.
.
AES
Limitation in amplitude (+ or - 20 deg. of rudder) and in speed (1 deg./s in manual control and
approximately 1.7 deg./s in automatic control)
Equalization of the monitoring channel on the command channel to reduce permanent deviations
Monitoring of the computation through a comparator between the command and the monitoring integrator
(C1 comparator)
Monitoring of the power channel through C2 comparator between the deflection order and the position
feedback
Monitoring of the transducers (Ref. 22-65-00-00)
Monitoring of the manual trim by the priority logics.
22-62-00 PB001
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@A318/A319/A320/A321
** On A/C ALL
4.
Interface with Controls

A.
Interface with Rudder-Trim Control Switch

(Ref. Fig. 22-62-00-17100-A - Rudder-Trim Control Switch)
(Ref. Fig. 22-62-00-17200-A - Interconnections between FAC and Rudder-Trim Control Switch)
The rudder-trim control switch located on the center pedestal enables manual control of the rudder trim.
On the RUD TRIM control panel, an arrow and a placard indicate the direction (L or R).
The signals given below are used:
. Ground on the normally open contact = control
. Open circuit on the normally closed contact = control.
Each FAC receives:
. Two signals (ground and open circuit) for trim control to the left
. Two signals (ground and open circuit) for trim control to the right.
B.
Interface with RUD TRIM/RESET Pushbutton Switch

(Ref. Fig. 22-62-00-17600-A - Interconnections between FAC and RUD TRIM/RESET Pushbutton Switch)
The RUD TRIM/RESET pushbutton switch located on the center pedestal enables the pilot to move the rudder
to the neutral position.
This pushbutton switch is not mechanically held. While operated (pushed in), it closes two contact stages. The
FAC memorizes this action and then achieves the reset (even after the pushbutton switch is released).
Each FAC receives two reset signals:
. One signal of the normally closed contact from one stage
. One signal of the normally open contact from the other stage.
Reset signal active:
. Normally closed contact : open circuit
. Normally open contact : ground.
C.
Interface with Rudder Trim Actuator

(1) Description of rudder trim actuator
(Ref. Fig. 22-62-00-17700-A - Rudder Trim Actuator - Principle)
The rudder trim actuator which comprises two motors enables the accomplishment of the rudder trim
order.
These motors are squirrel-cage, three-phase asynchronous motors. They are supplied with variable voltage
and frequency according to the position error signal delivered by the FAC.
A power electronic set in the actuator permits to achieve this transformation.
It allows to obtain torque/speed characteristics equivalent to those obtained with a DC motor.
The actuator is power supplied with 26 V/400 Hz and 28 V directly from the FAC circuit breakers.
A control relay controlled by the FAC command logic can isolate the windings of the motor. In addition, an
external relay cuts off the power to the motor through the FAC monitoring logic. This disables the motor in
the event of a failure.
The slaving feedback units are brushless inductive potentiometers with Rotary Variable Differential
Transformers (RVDT).
The output shaft of the actuator drives an irreversible screw through a torque shaft.
(2) Interface
(Ref. Fig. 22-62-00-18100-A - Interconnections between FAC and Rudder Trim Actuator)
The figure given below shows the interconnections between the FAC and the rudder trim actuator.
AES
22-62-00 PB001
Page 6
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@A318/A319/A320/A321
** On A/C ALL
5.
Test Procedure
When the FAC initiates the self-test upon energization, an actuator internal monitoring enables to check:
. The capability of the actuator electronic set for correct slaving according to a predetermined order
. The triggering capability of the monitoring if this slaving is not achieved
. The correct reception of the enable signal.
To this end the FAC delivers stimuli during the test procedure.
The monitoring logic utilizes a specific stage of the winding isolation relay to test the enable signal.
The result of the monitoring is available on the test output. It is to be noted that during the test no inputs are
applied to displace the rudder.
The test therefore uses:
. The inactive stage of the winding isolation relays which send back the actuator control orders to the monitoring
circuits
. Another stage of the relay to check that the control relay moves to the working position
. Monitoring circuits which take into account the slaving order compared to a predetermined threshold.
The test procedure is as follows:
. PHASE 1: The FAC sends a null advisory value and does not validate the activation signal.
As the input value does not correspond to the fixed threshold value, the monitoring function must be triggered.
The test signal changes to an open circuit (= warning). This validates the non-blocked status of the monitoring.
. PHASE 2: The FAC sends an advisory value which is the one expected by the actuator and the activation signal
is not valid. This advisory value is set to half the travel.
If the control order is generated correctly, the monitoring must not be trigged (feedback value equal to the
threshold) and the test signal returns to good status (ground).
This validates the electronic section which ensures the slaving and tapping of the monitoring signals.
. PHASE 3: The FAC sends again a null advisory value but validates the activation signal. This puts the actuator
into service without displacement of the rudder.
A specific stage detects the closing of the control motor. Its signal serves for forcing the monitoring logic to the
good status.
During this procedure initiated at FAC energization, the activation signal of the monitoring logic which puts into
service the actuator 28 V power, must always be validated.
This relay is tested to check its capability to open, in a specific phase of the automatic test.
AES
22-62-00 PB001
Page 7
May 01/12
Revision n: 40
AES
RESET
FIGURE 22-62-00-11200-A SHEET 1

Rudder Trim Function
SAME AS
FAC 1
FMGC OPP
FMGC OWN
ELAC OPP
ELAC OWN
TRIM LEFT
OR RIGHT
ELAC OPP SEL
+
+
FAC 2
FAC 1
AP OPP
SEL
SYNCHRO
RESET AUTO
RESET
AUTO
MODE SYNCHRO
AUTO MODE
+
+
LIMITS
+
RESET
LIMITS
RUDDER POSITION
LIMIT INTEGRATOR
F (VC)
RESET
TRIM
INTEGRATOR
RESET
AUTOMATIC
RUDDER TRIM
MANUAL
RUDDER TRIM
ENGINE
FAILURE
RECOVERY
AUTO
DELTA P OPP
DELTA P OWN
AUTOMATIC RUDDER TRIM
DELTA R OPP
DELTA R OWN
MANUAL RUDDER
TRIM
NOSE
RUD TRIM
NOSE
RUDDER TRIM
PANEL
+
20
TRIM ORDER
POSITION
TRANSDUCER
POSITION
TRANSDUCER
@A318/A319/A320/A321
** On A/C ALL
N_MM_226200_0_AAP0_01_00
22-62-00 PB001
Page 8
May 01/12
Revision n: 40
AES
FIGURE 22-62-00-12600-A SHEET 1

Rudder Trim Architecture
P/N
FAC2
P/N
FAC1
RUDDER TRIM/
PARKING BAR PANNEL
RUDDER TRIM/
PARKING BAR PANNEL
FAC 2
FAC 1
POWER
SUPPLY
ENABLE
+ 28VDC
POWER
SUPPLY
ENABLE
ENABLE
MONITOR
COMMAND ENABLE
+ 28V
ENABLE
MONITOR
COMMAND ENABLE
RUDDER TRIM ACTUATOR
EC
MOTOR 2
MOTOR 1
EC
STAB
RUDDER
PEDALS
RUDDER
@A318/A319/A320/A321
** On A/C ALL
N_MM_226200_0_ACP0_01_00
22-62-00 PB001
Page 9
May 01/12
Revision n: 40
AES
FIGURE 22-62-00-14300-A SHEET 1

Rudder Trim Changeover - Logic
22-62-00 PB001
+ 28VDC
OFF
FAULT
FAC 2
+ 28VDC
5CC2
5CC1
SIDE 1 = 1
IF GROUND
OFF
FAULT
FAC 1
+ 28VDC
+ 28VDC
AND
RUD ENGD
OWN
CMD
MON
AND
CHANGE OVER LOGIC
RUDDER TRIM
OR
RUD ENGD
OWN
CMD
MON
AND
FAC 2
7CC2
ORDER
SYNCHRONIZATION
7CC1
ORDER
NORMAL COMMAND
LEVER
TEST PROCEDURE
OUTPUT
SIDE 1
SIDE 2
TEST PROCEDURE
RUDDER TRIM UNIT
POWER
ELECTRONIC
SET
POWER
ELECTRONIC
SET
ENABLING SIGNAL
NOTE : ONLY CHANGE OVER FROM SIDE 1 TO SIDE 2 IS SHOWN
+ 28VDC
SAME AS CMD SIDE

RUDDER TRIM CHANGE OVER LOGIC
RUD ENG
OPP
SIDE 1
FAC 1
AND
CHANGE OVER
LOGIC
CHANGE OVER LOGIC
OR
DELAY
LOCKOUT
SAME AS CMD SIDE

RUDDER TRIM
SIDE 1
RUD ENGD
OPP
RUD LOGIC
FAC GENERAL
MONITORING
RUDDER TRIM
+ 28VDC
@A318/A319/A320/A321
** On A/C ALL
N_MM_226200_0_AEM0_01_00
Page 10
May 01/12
Revision n: 40
AES
FIGURE 22-62-00-14700-A SHEET 1

Rudder Trim Actuator - Generation of the Control Order
r1
Ay
K4
K5
(FROM ACTUATOR)
RT ACTUATOR POSITION
EQUALIZATION (MONITOR)
r RT ELAC (FROM ELAC)
MANUAL TRIM (FROM RUDDER TRIM CTL SW)
K2
ENG 1 OR 2 FAILURE
FAILED
ORDER
DELTA FMGC (FROM FMGC)
Co
Co
ENGINE FAILURE
FIXED ORDER
FILTRE
K3
AUTOTRIM
K1
Vc
WASH
AP ENGD
THRESHOLD
RATE
LIM
r TRIM
FAILURE ORDER
ENGINE FAILURE RECOVERY
DETECTION OF ENGINE FAILED
SYNCHRO
1
s
@A318/A319/A320/A321
** On A/C ALL
N_MM_226200_0_AGM0_01_00
22-62-00 PB001
Page 11
May 01/12
Revision n: 40
AES
FIGURE 22-62-00-15500-A SHEET 1

Monitoring of Rudder Trim - Block Diagram
22-62-00 PB001
ADIRS 3
ADIRS OWN
PILOT
ELAC
FMGC
ADC OPP
ADC 3
ADC OWN
PILOT
ELAC
FMGC
LOGIC
2 BY 2
Vc
COMP
LAWS
LAWS
LIMITS
LIMITS
C1
RUD MONG 26VAC
SOFT HARD
RUD VXCOM
RT
IMAGE
C2
RUD VXMON
RUD MONG 26VAC RUD VR MON
C1
RUD INTEG COM
C2
RUD VRCOM
RUD
ACTUATOR
LVDT
RVDT
@A318/A319/A320/A321
** On A/C ALL
N_MM_226200_0_AJP0_01_00
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A
110VU
RUD TRIM
NOSE
NOSE
20
RESET
PARKING BRK
OFF
ON
N_MM_226200_0_ALP0_01_00
AES
FIGURE 22-62-00-17100-A SHEET 1

Rudder-Trim Control Switch
22-62-00 PB001
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
TO FAC 2
SAME LOGIC
AS FAC 1
9CC RUDDER TRIM

CTL SW
R
L
NOSE
L
NOSE
R
TO FAC 1
RUD TRIM LEFT
LOGIC
(SAME LOGIC
AS RIGHT)
FAC 1
RUD TRIM LEFT
MONITOR
COMMAND
RUD TRIM RIGHT
** On A/C ALL
N_MM_226200_0_ANM0_01_00
AES
FIGURE 22-62-00-17200-A SHEET 1

Interconnections between FAC and Rudder-Trim Control
Switch
22-62-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
FAC 2
COMMAND
MONITOR
RESET
8CC RUD TRIM/RESET

P/BSW
RESET
FAC 1
RESET
COMMAND
MONITOR
** On A/C ALL
N_MM_226200_0_AQM0_01_00
AES
FIGURE 22-62-00-17600-A SHEET 1

Interconnections between FAC and RUD TRIM/RESET
Pushbutton Switch
22-62-00 PB001
Page 15
May 01/12
Revision n: 40
AES
FIGURE 22-62-00-17700-A SHEET 1

Rudder Trim Actuator - Principle
ENABLE SIGNAL
(FAC LOGIC)
ACTUATOR
TO FAC
TEST
CURRENT
CONTROL
SIGNAL
A/C 28V
FAC LOGIC
A/C
GROUND
PROGRAM
THRESHOLD
AQUISITION
FILTERING
TEST
TEST
FREQUENCY
CONTROL
VOLTAGE
CONTROL
+15V POWER
SWITCHING
WINDING
FREQUENCY/VOLTAGE
MEASUREMENT
COMPUTATION
OF PWR CTL
SIGNALS
ACTR
@A318/A319/A320/A321
** On A/C ALL
N_MM_226200_0_ASM0_01_00
22-62-00 PB001
Page 16
May 01/12
Revision n: 40
AES
MONITOR
COMMAND
COMPUTATION
FAC
C1 : TRANSDUCER TO FAC 1 COMMAND

C2 : TRANSDUCER TO FAC 2 COMMAND
S1 : TRANSDUCER TO FAC 1 MONITORING
S2 : TRANSDUCER TO FAC 2 MONITORING
FIGURE 22-62-00-18100-A SHEET 1

Interconnections between FAC and Rudder Trim Actuator
ACTR
HEALTHY
M2
M1
M2 CTL
A/C GROUND ELECTRONIC
28V POWER
A/C GROUND
A/C RELAY
POWER VALIDATION
28V DISPLAY
VALIDATION
M1 CTL
ELECTRONIC
S1
C2
S2
C1
@A318/A319/A320/A321
** On A/C ALL
N_MM_226200_0_AUM0_01_00
22-62-00 PB001
Page 17
May 01/12
Revision n: 40
@A318/A319/A320/A321
RUDDER TRIM COMPUTATION - ADJUSTMENT/TEST

** On A/C ALL
Task 22-62-00-710-001-A
1.
Reason for the Job

Make sure that the rudder trim system No.1 (No.2) operates correctly.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
PTU
EIS Start Procedure
EIS Stop Procedure
31-60-00-860-001-A
31-60-00-860-002-A
3.
Job Set-up
Subtask 22-62-00-860-050-A
A.

(1)
AES
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
22-62-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(2)
On the overhead panel, on the FLT CTL panel 23VU and 24VU:
. Make sure that the FAC1 and FAC2 pushbutton switches are pushed (the FAULT and OFF legends
are off).
(3)
Do the EIS start procedure (ECAM only) (Ref. TASK 31-60-00-860-001-A).
(4)

. Get the F/CTL page.
(5)
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
Subtask 22-62-00-865-050-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
49VU
AUTO FLT/FAC1/26VAC
14CC1
B03
121VU
AUTO FLT/RUDDER/TRIM/IND
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
AUTO FLT/FAC2/26VAC
14CC2
M18
4.
FIN
LOCATION
Procedure
Subtask 22-62-00-710-050-A
A.

NOTE :
ACTION
.
RESULT
.
On the FAC2 (FAC1) pushbutton switch, the OFF

legend comes on and the FAULT legend stays off.
2.On the center pedestal, on the RUD TRIM/PARKING

BRK panel:
. Make sure that the rudder trim indicator is energized.
The indicator shows approximately 0.
On the F/CTL page on the lower ECAM display unit,

the rudder trim and the rudder move to the left.
The left pedal moves forward.
maximum threshold engraved on panel.
Hold the RUD TRIM switch in the NOSE L position

to get the maximum movement of the rudder.
.
.
.
.
Release the switch.

switch.
Hold the RUD TRIM switch in the NOSE R position

to get the maximum movement of the rudder.
.
.
The rudder trim and the rudder go to the zero position.

On the F/CTL page on the lower ECAM display unit,

the rudder trim and the rudder move to the right.
The right pedal moves forward.
maximum threshold engraved on panel.
.
.
.
AES
Release the switch.
22-62-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
switch.
.
.
RESULT
The rudder trim and the rudder go to the zero position.

.
5.

Close-up
Subtask 22-62-00-860-051-A
A.
AES

(1)
29-10-00-864-003-A).
(2)
(3)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
22-62-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
CONTROL SWITCH - RUDDER TRIM REMOVAL/INSTALLATION

** On A/C ALL
Task 22-62-11-000-001-A
Removal of the RUD TRIM Control Switch
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A
TASK ON OR NEAR:
THE FLIGHT CONTROLS
THE FLIGHT CONTROL SURFACES
THE LANDING GEAR AND THE RELATED DOORS
COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
FIN 9CC
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
No specific
DMC519
B.
QTY
DESIGNATION
AR CAP - BLANKING
1
ELECTRICIAN SERVICE TOOL KIT

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
(Ref. Fig. 22-62-11-991-00200-A - RUD TRIM Control Switch)
3.
DESIGNATION
Job Set-up
Subtask 22-62-11-865-050-A
A.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
AES
FIN
LOCATION
22-62-11 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
121VU
PANEL
DESIGNATION
HYDRAULIC/PARK BRK/CTL/STBY
71GG
N37
121VU
HYDRAULIC/PARK BRK/CTL/NORM
70GG
N36
122VU
LIGHTING/INSTL LT/MAIN INST/PNL

AND/PED
4LF
Y04
4.
FIN
LOCATION
Procedure
Subtask 22-62-11-020-050-A
A.
Removal of the Panel 110VU

(1)
Loosen the four quarter-turn fasteners (8) to release the panel 110VU (11).
(2)
Carefully lift the panel 110VU (11) to get access to the electrical connectors (10).
(3)
Disconnect the four electrical connectors (10).
(4)
Put blanking caps on the disconnected electrical connector(s).
(5)
Remove the panel 110VU (11).
Subtask 22-62-11-020-051-A
B.
AES
Removal of the RUD TRIM Control Switch (9CC)

(1)
Loosen the two screws (3) of the knob (2).
(2)
Remove the knob (2) from the shaft of the control switch (12).
(3)
Remove the screw (5), the pin (6) and the knob (4).
(4)
Loosen the four screws (1) that attach the plate (7) to the structure of the panel 110VU (11).
(5)
Remove the plate (7).
(6)
Remove the nut (13) from the control switch (12).
(7)
Remove the control switch (12) from the structure of the panel 110VU (11).
(8)
With an ELECTRICIAN SERVICE TOOL KIT (DMC519) disconnect and make a mark on each wire of
the control switch connector. If necessary, cut the tie wraps of the control switch harness or remove the
rear of the panel 110VU.
(9)
Remove the control switch (12).
22-62-11 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A
2
3
1
4
4
5
6
7
13
9CC
12
11
10
9
N_MM_226211_4_AAM0_01_00
AES
FIGURE 22-62-11-991-00200-A SHEET 1

RUD TRIM Control Switch
22-62-11 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-62-11-400-001-A
Installation of the RUD TRIM Control Switch
TASK ON OR NEAR:
THE FLIGHT CONTROLS
FIN 9CC
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
QTY
DESIGNATION
Torque wrench: range to between 0.20 and 3.60 M.DAN (2.00 and 26.00
LBF.FT)
DMC519
B.

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
22-62-00-710-001-A
DESIGNATION
22-97-00-710-001-A
32-45-00-710-001-A
Operational Check of the Parking Brake System Using Individual Motors in

Turn
3.
Job Set-up
Subtask 22-62-11-865-051-A
A.
PANEL
49VU
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
71GG
N37
AES
FIN
LOCATION
22-62-11 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
PANEL
121VU
122VU
4.
DESIGNATION
AND/PED
FIN
LOCATION
70GG
N36
4LF
Y04
Procedure
Subtask 22-62-11-420-050-A
A.
Installation of the RUD TRIM Control Switch (9CC)

(1)
Clean the component interface and/or the adjacent area.
(2)
Do an inspection of the component interface and/or the adjacent area.
(3)
On the rear of the control switch (12) with the ELECTRICIAN SERVICE TOOL KIT (DMC519)
connect each wire in its initial position (refer to the marks).
(4)
Install the control switch (12) on the structure of the panel 110VU (11).
NOTE: Make sure that the equipment locating pin goes in its housing.
(5)
Attach the control switch (12) to the structure of the panel 110VU (11) with the nut (13).
(6)
Torque the nut (13) between to to 0.8 M.DAN (70.80 LBF.IN) and to 1 M.DAN (88.50 LBF.IN).
(7)
Put the plate (7) in the correct position on the structure of the panel 110VU (11).
(8)
Install the four screws (1).
(9)
Install the knob (2) on the shaft of the control switch (12).
(10) Lock the knob (2) with the two screws (3).
(11) Install the knob (4) (in the OFF position), the pin (6) and the screw (5).
Subtask 22-62-11-420-051-A
B.
Installation of the Panel 110VU

(1)
Remove the blanking caps from the electrical connector(s).
(2)
Make sure that the electrical connectors are clean and in the correct condition.
(3)
Connect the four electrical connectors (10).
(4)
Install the panel 110VU (11) on the support bracket (9).
(5)
Lock the panel 110VU (11) with the four quarter-turn fasteners (8).
Subtask 22-62-11-865-052-A
C.
PANEL
49VU
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
71GG
N37
121VU
70GG
N36
122VU

AND/PED
4LF
Y04
AES
FIN
LOCATION
22-62-11 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-62-11-710-050-A
D.
Operational Tests
(1)
Do the operational test of the rudder trim function on the two systems (Ref. TASK 22-62-00-710-001A).
NOTE :
(2)
5.
If the aircraft is operated in CAT 3 conditions, you must also do the test below:
Land CAT 3 Capapility Test (Ref. TASK 22-97-00-710-001-A).
Do the operational test of the parking brake system (Ref. TASK 32-45-00-710-001-A).
Close-up
Subtask 22-62-11-860-050-A
A.
AES

(1)
Remove the warning notice(s).
(2)
Make sure that the work area is clean and clear of tool(s) and other items.
22-62-11 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
PUSHBUTTON SWITCH - RUDDER TRIM/ RESET REMOVAL/INSTALLATION

** On A/C ALL
Task 22-62-12-000-001-A
Removal of the RUD TRIM/RESET Pushbutton Switch
TASK ON OR NEAR:
THE FLIGHT CONTROLS
FIN 8CC
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
No specific
B.
QTY
DESIGNATION
AR CAP - BLANKING

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
DESIGNATION
(Ref. Fig. 22-62-12-991-00100-A - RUD TRIM/RESET Pushbutton Switch)
3.
Job Set-up
Subtask 22-62-12-865-050-A
A.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
71GG
N37
AES
FIN
LOCATION
22-62-12 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
PANEL
121VU
122VU
4.
DESIGNATION
AND/PED
FIN
LOCATION
70GG
N36
4LF
Y04
Procedure
Subtask 22-62-12-020-050-A
A.

(1)
(2)
(3)
(4)
(5)
Subtask 22-62-12-020-051-A
B.
AES
Removal of the RUD TRIM/RESET Pushbutton Switch (8CC)

(1)
(2)
(3)
(4)
(5)
Remove the plate (10).
(6)
Remove the nut (3), the lockwasher (2) and the washer (1) from the RUD TRIM/ RESET pushbutton
switch (14).
(7)
Remove the RUD TRIM/RESET pushbutton switch (14) from the structure of the panel 110VU (16).
(8)
Loosen the screws of the terminals at the rear of the RUD TRIM/RESET pushbutton switch (14) to
disconnect the electrical wires and make a mark on each wire.
(9)
Remove the RUD TRIM/RESET pushbutton switch (14).
22-62-12 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A
5
6
4
7
4
3
8
2
9
10
4
16
15
8CC
11
14
13
12
N_MM_226212_4_AAM0_01_00
AES
FIGURE 22-62-12-991-00100-A SHEET 1

RUD TRIM/RESET Pushbutton Switch
22-62-12 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-62-12-400-001-A
Installation of the RUD TRIM/RESET Pushbutton Switch
TASK ON OR NEAR:
THE FLIGHT CONTROLS
FIN 8CC
1.
Reason for the Job

Self explanatory
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
22-62-00-710-001-A
22-97-00-710-001-A
DESIGNATION
32-45-00-710-001-A

Turn
3.
Job Set-up
Subtask 22-62-12-865-052-A
A.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
71GG
N37
121VU
70GG
N36
122VU

AND/PED
4LF
Y04
AES
FIN
LOCATION
22-62-12 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
4.
Procedure
Subtask 22-62-12-420-052-A
A.
Installation of the RUD TRIM/RESET Pushbutton Switch (8CC)

(1)
(2)
(3)
On the rear of the RUD TRIM/RESET pushbutton switch (14) install each electrical wire in its initial
position (refer to the marks) and tighten the screws.
(4)
Install the RUD TRIM/RESET pushbutton switch (14) on the structure of the panel 110VU (16).
(5)
Install the washer (1), the lockwasher (2) and the nut (3).
(6)
(7)
(8)
(9)
Lock the knob (5) with the two screws (6).
Subtask 22-62-12-420-053-A
B.

(1)
(2)
(3)
(4)
(5)
Subtask 22-62-12-865-053-A
C.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
FIN
B04
LOCATION
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
71GG
N37
121VU
70GG
N36
122VU

AND/PED
4LF
Y04
Subtask 22-62-12-710-051-A
D.
Operational tests
(1)
NOTE :
AES
22-62-12 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
(2)
5.
Close-up
Subtask 22-62-12-860-051-A
A.
AES

(1)
(2)
22-62-12 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
INDICATOR - RUDDER TRIM - REMOVAL/INSTALLATION

** On A/C ALL
Task 22-62-21-000-001-A
Removal of the Rudder Trim Indicator
TASK ON OR NEAR:
THE FLIGHT CONTROLS
FIN 17CC
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
No specific
DMC519
B.
QTY
DESIGNATION
AR CAP - BLANKING
1

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
(Ref. Fig. 22-62-21-991-00200-A - Rudder Trim Indicator)
3.
DESIGNATION
Job Set-up
Subtask 22-62-21-865-050-A
A.

PANEL
49VU
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
71GG
N37
AES
FIN
LOCATION
22-62-21 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
PANEL
121VU
122VU
4.
DESIGNATION
FIN

AND/PED
LOCATION
70GG
N36
4LF
Y04
Procedure
Subtask 22-62-21-020-050-A
A.

(1)
(2)
(3)
(4)
(5)
Subtask 22-62-21-020-051-A
B.
AES
Removal of the Rudder Trim Indicator (17CC)

(1)
(2)
(3)
(4)
(5)
Remove the front plate (7).
(6)
Loosen the two screws (14) that attach the indicator (12) to the structure of the panel 110VU (13).
(7)
Remove the indicator (12) from the panel 110VU (13).
(8)
With an ELECTRICIAN SERVICE TOOL KIT (DMC519) disconnect and make a mark on each wire of
the indicator connector. If necessary, cut the tie wraps of the control switch harness or remove the rear
of the panel 110VU.
(9)
Remove the indicator (12).
22-62-21 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A
2
3
1
4
1
5
6
7
14
13
8
9
17CC
12
11
10
N_MM_226221_4_AAM0_01_00
AES
FIGURE 22-62-21-991-00200-A SHEET 1

Rudder Trim Indicator
22-62-21 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-62-21-400-001-A
Installation of the Rudder Trim Indicator
TASK ON OR NEAR:
THE FLIGHT CONTROLS
FIN 17CC
1.
Reason for the Job

Self explanatory
2.

A.

REFERENCE
QTY
DESIGNATION
1
DMC519
B.

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
22-62-00-710-001-A
22-97-00-710-001-A
DESIGNATION
32-45-00-710-001-A

Turn
3.
Job Set-up
Subtask 22-62-21-865-051-A
A.
PANEL
49VU
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
71GG
N37
121VU
70GG
N36
AES
FIN
LOCATION
22-62-21 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
PANEL
122VU
4.
DESIGNATION
AND/PED
FIN
4LF
LOCATION
Y04
Procedure
Subtask 22-62-21-420-050-A
A.
Installation of the Rudder Trim Indicator (17CC)

(1)
(2)
(3)
On the rear of the indicator (12) with the ELECTRICIAN SERVICE TOOL KIT (DMC519) connect
each wire in its initial position (refer to the marks).
(4)
Put the indicator (12) in the correct position on the structure of the panel 110VU (13).
(5)
Install the two screws (14).
(6)
(7)
(8)
(9)
Lock the knob (2) with the two screws (3).
Subtask 22-62-21-420-051-A
B.

(1)
(2)
(3)
(4)
(5)
Subtask 22-62-21-865-052-A
C.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
71GG
N37
121VU
70GG
N36
122VU

AND/PED
4LF
Y04
AES
FIN
LOCATION
22-62-21 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-62-21-710-050-A
D.
Operational Tests
(1)
NOTE :
(2)
5.
Close-up
Subtask 22-62-21-860-050-A
A.
AES

(1)
(2)
22-62-21 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
YAW DAMPER COMPUTATION - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
(Ref. Fig. 22-63-00-11200-A - Yaw Damper Function)
The yaw damper function ensures:
. In manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC)
(stabilization and manual turn coordination).
It also provides a yaw-damping degraded law in the event of ELAC failure (alternate law).
. In automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance
Computer (FMGC) for turn coordination and guidance (align and roll out).
It also ensures, in automatic flight, assistance in engine failure recovery and yaw stability.
The yaw damper actuation is described in 27-26-00.
AES
22-63-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
AES
System Description
A.
Composition
. Two electro-hydraulic servo-actuators (1 per FAC) centered to the neutral position by an external spring
device. Each servo-actuator includes a feedback position transducer (Linear Variable Differential Transducer:
LVDT)
. Two Flight Augmentation Computers (FAC 1 and FAC 2)
. A feedback position transducer unit located on the output shaft common to both servo-actuators (Two
Rotary Variable Differential Transducers: RVDT)
. Two FLT CTL/FAC pushbutton switches common to the RUD TRIM and RTL functions (for FAC
engagement).
B.
Architecture
(Ref. Fig. 22-63-00-12600-A - FAC - Architecture of Yaw Damper)
All the computations specific to this function (laws, logic and engagement) are duplicated in each FAC.
The system operates using the changeover technique : when both the yaw damper 1 and the yaw damper 2 are
engaged, the channel 1 has priority.
The channel 2 is synchronized on the position of the other channel and its associated servo-actuator is
depressurized. This depressurization is performed by two solenoid valves. Each solenoid valve drives a by-pass
valve. Only one solenoid valve is required to depressurize the servo-actuator. A pressure switch monitors the
status of the solenoid valves.
If the two servo-actuators are not pressurized, the rudder is centered to the neutral position (zero or the
trimmed value).
The rudder receives the yaw damper orders but these are not reproduced at the rudder pedals.
The Green hydraulic system supplies the servo-actuator No. 1 associated with the FAC 1.
The Yellow hydraulic system supplies the servo-actuator No. 2 associated with the FAC 2.
A current amplifier in the FAC delivers the orders to slave the servo-actuator in position. A servovalve then
executes these orders.
The slaving order is never interrupted even when a failure is detected :
the servo-actuator is neutralized through action on the electrovalves.
Each solenoid valve is under the control of an independent logic (C and M).
The C1 and C2 transducers (LVDT) serve for the slaving. The S1 and S2 transducers (RVDT) permit to
monitor this slaving.
Each FAC generates the priority order in the form of a hard-wired discrete. The fluctuations of the 26 V/400 Hz
power are compensated.
22-63-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
Interface
(Ref. Fig. 22-63-00-14100-A - Interconnections between FAC and Yaw Damper Servo-Actuator)
The figure given below shows the interconnections between the FAC and the yaw damper servo-actuator.
AES
22-63-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
4.
Operation
A.
Principle
(1) Manual mode
In AP-disengaged configuration, the yaw damper function is linked to the ELAC.
. In normal mode, on the roll axis:
The ELAC generates a lateral deflection law which integrates the control of the rudder (stabilization
and turn coordination).
The yaw damper carries out this law and indicates the correct achievement of this function through a
hard-wired discrete.
If necessary, the ELAC must operate in degraded law on the roll axis.
. In degraded mode indicated by the ELAC:
The FAC computes the yaw damper function and generates a simplified law of Dutch roll damping
(alternate law).
This law, which has a fixed and limited authority plus or minus 5 deg., only uses gains function of the
selected positions of the flaps and slats.
(2) Automatic mode
As soon as the AP is engaged, the yaw damper operates in the mode given below:
. Dutch roll damping except in approach phase
. Turn coordination to reduce the sideslip in turn.
These two orders are inhibited during the landing phase and accomplished directly in the AP guidance
orders.
. Assistance in engine failure recovery from a lateral acceleration signal through a threshold
. Accomplishment of the guidance orders : align and roll out.
AES
B.
Structure of Yaw Damper Control-Law

(Ref. Fig. 22-63-00-15800-A - Yaw Damper Control-Law)
The control law generates a deflection order to control the yaw damper servo-actuator:
. From the position of the position feedback in synchronization
. From the ELAC deflection order
. From an alternate law based on a wash-out yaw-rate term with a gain function of the flap and slat
configuration. The whole law is limited to a safety value (plus or minus 5 deg.).
. From the aileron deflection order on the AP for turn coordination
. From the landing guidance order on the yaw axis delivered by the AP
. From a Dutch-roll damping law. This law uses a wash-out yaw-rate term and a phase advance term applied
in clean configuration.
. From a term of assistance in engine failure recovery. This term uses a lateral acceleration term through a
threshold.
All these control orders are limited in speed and in amplitude.
C.
Operating Logic
The activation of the yaw damper function depends on:
. The engagement status of the FLT CTL/FAC pushbutton switch
. The logic of the modes (AP engaged or not, ELAC in normal mode or not, status of the ADIRS etc.)
. The monitoring specific to the function:
computation comparators and power comparators
. The global monitoring of the computer.
The correct operation of the mode is checked:
. For the ELAC: if the normal law is not executed. The ELAC then turns to the standby law on the roll axis.
. For the AP:
if the acquisition of the AP-engaged signal is not correct
22-63-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
or if the status of the peripherals does not allow the achievement of the function (dual failure of the
ADIRS).
The AP disconnects and the system returns to the manual mode without FAC disconnection.
The loss of the yaw damper function is indicated on the display unit of the ECAM system:
. Loss of one channel:
YAW DAMPER 1 or 2 amber warning
. Total loss:
YAW DAMPER 1 + 2 amber warning + chime.
D. Monitoring of Yaw Damper Function
(Ref. Fig. 22-63-00-16300-A - Monitoring of Yaw Damper - Block Diagram)
The block diagram given below shows the organization of this function and the various types of monitoring
which are integrated.
These are:
. Monitoring of the IRS function through a vote on the yaw rate and lateral acceleration parameters (Ref.
22-65-00-00).
This ensures the availability of the manual and automatic functions in the event of a single detected or
undetected failure. It also ensures the availability of the alternate law upon a second detected failure.
. Monitoring of the ELAC and FMGC peripherals at the level of the ARINC buses and the hard-wired discretes
of engagement of these peripherals
. Limitation in amplitude (+ or - 20 deg.) and in speed (40 deg./s in manual control and 30 deg./s in AP).
. Monitoring of the computation through duplication and vote of the mid value of the deflection order among
three values:
. command deflection order
. monitoring deflection order
. null order (stability order).
This ensures the passivation of any erratic value and its elimination from the vote.
The voter circuit includes comparators:
. C3 comparator between the deflection order generated by one channel and the value finally voted. This
identifies the faulty channel.
. C1 comparator between the command and the monitoring voter. This comparator monitors the digital
section of the computer.
. Monitoring of the power channel through comparison (C2) between the deflection order and the position
feedback.
. In-flight monitoring of the pressurization status of the hydraulic systems.
. Monitoring of the transducers (Ref. 22-65-00-00).
AES
22-63-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
5.
AES
Test Procedure
A.
Computer
At power rise, during the safety tests, the sections specific to the yaw damper and mainly the hard-wired engage
logic, are validated.
B.
Servo-Actuator
This test is introduced to minimize the time of risk of hidden failures which can affect the standby channel.
This test is used to check:
. The electrical continuity of the current amplifier up to the servovalve by introduction of a non-executed
fixed order (servo-actuator not validated)
. The pressure switch between the electrovalves (capability to trigger) (which can be tested only with the
hydraulic pressure applied).
22-63-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
ENGINE FAILURE
ENGINE
FAILURE
RECOVERY
APPROACH
YAW
DAMPER
TURN COORDINATION
COMPU
TATION
p ORDER
FMGC
ELAC
r ORDER
r ORDER
ALTERNATE
LAW
ELAC FAIL
AP ENGAGED OR ELAC FAIL
AP ENGAGED
YAM DAMPER
ORDER
** On A/C ALL
N_MM_226300_0_AAP0_01_00
AES
FIGURE 22-63-00-11200-A SHEET 1

Yaw Damper Function
22-63-00 PB001
Page 7
May 01/12
Revision n: 40
AES
FIGURE 22-63-00-12600-A SHEET 1

FAC - Architecture of Yaw Damper
OFF
FAULT
FAC 2
OFF
FAULT
FAC 1
FAC 2
PRIORITY
ORDER
FAC 1
22-63-00 PB001
SLAVING MONITORING (TO MON)
MONITORING LOGIC
COMMAND LOGIC
EV1
PRESSURE
SWITCH
BY PASS
DEVICE
(TO COM)
PRESSURE
SWITCH
BY PASS
DEVICE
SERVO ACTR 2
(TO COM)
SERVOVALVE
POSITION FEEDBACK (TO COM)
SLAVING MONITORING (TO MON)
MONITORING LOGIC
COMMAND LOGIC
EV1
SERVOVALVE
SERVO ACTR 1
POSITION FEEDBACK (TO COM)
EV2
LVDT
CENTERING
EV2
LVDT
RVDT
S2
S1
RUDDER PEDALS
RUDDER
RUDDER
TRIM
@A318/A319/A320/A321
** On A/C ALL
N_MM_226300_0_ACP0_01_00
Page 8
May 01/12
Revision n: 40
AES
A/C GROUND
28V/400Hz
FIGURE 22-63-00-14100-A SHEET 1

Interconnections between FAC and Yaw Damper ServoActuator
FAC
22-63-00 PB001
LVDT FEEDBACK
YAW DAMPER SERVO ACTR
Y2
LVDT SIGNAL
SERVOVALVE
BY PASS PRESSURE SW
ELECTROVALVE 2
ELECTROVALVE 1
Y1
CHASSIS GROUND
A/C GROUND
A/C GROUND
A/C GROUND
LVDT PWR SPLY
RVDT
RVDT FEEDBACK
LVDT SIGNAL
PRESSURE SW
FAC GROUND
COMMAND SERVOVALVE
CONTROL
EV2 CONTROL
EV1 CONTROL
RVDT SIGNAL
RVDT SIGNAL
A/C GROUND
RVDT PWR SPLY
@A318/A319/A320/A321
** On A/C ALL
N_MM_226300_0_AJM0_01_00
Page 9
May 01/12
Revision n: 40
AES
FIGURE 22-63-00-15800-A SHEET 1

Yaw Damper Control-Law
LIMIT
FILTER
WASH
22-63-00 PB001
WASH
K4
K3
Vc
WASH
FILTER
K2
LIMIT
r ALTERNATE
pf TO RUDDER TRIM
CLEAN
CONFIG
T/O OR GA
OR RUNWAY
GROUND POSITION
CONFIG
ELAC
FAILURE
THRESHOLD
K1
YD OP SERVO ACTR POSITION
r1
r ALTERNATE
r ELAC
r FMGC
PPA
Ay
r1
Vc
LAND
AP ENGD
SYNCHRO
SYNCHRO
LIMIT
RATE
LIMIT
rsm
@A318/A319/A320/A321
** On A/C ALL
N_MM_226300_0_AEM0_01_00
Page 10
May 01/12
Revision n: 40
AES
FIGURE 22-63-00-16300-A SHEET 1

Monitoring of Yaw Damper - Block Diagram
ELAC
FMGC
ADIRS 3
ADIRS OWN
ELAC
FMGC
ADIRS 3
ADIRS 2
ADIRS 1
LOGIC
C3
VOTER
C1
C2
LAWS
LAWS
LIMITS
LIMITS
VOTER
C3
YAW DMD MON
YAW DMD CMD
VOTER
C3
C1
YAW MONG 26 VAC

YAW VXCOM
C1
YD
IMAGE
C2
YAW VXCOM
YAM MONG 26VAC YAM VRCOM
SOFT HARD
YAW VOTED
C2
YAW VRCOM
YAW
ACTUATOR
LVDT
RVDT
@A318/A319/A320/A321
** On A/C ALL
N_MM_226300_0_AGM0_01_00
22-63-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
YAW DAMPER COMPUTATION - ADJUSTMENT/TEST

** On A/C ALL
Task 22-63-00-710-001-A
1.
Reason for the Job

Make sure that the Yaw Damper System N1 (N2) operates correctly.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
31-32-00-860-010-A
PTU
31-60-00-860-001-A
31-60-00-860-002-A
EIS Start Procedure

EIS Stop Procedure
34-14-00-740-001-A
Interface Test of the IR
3.
Job Set-up
Subtask 22-63-00-860-050-A
A.

(1)
AES
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
22-63-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(2)
Do the EIS start procedure (ECAM system only) (Ref. TASK 31-60-00-860-001-A).
(3)
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
(4)

. Get the F/CTL page.
(5)

. Set the OFF/NAV/ATT selector switch related to IR3 to NAV.
. Make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are in the OFF
position.
(6)
. Make sure that the FAC1 and the FAC2 pushbutton switches are pushed (the FAULT and OFF
legends are off).
Subtask 22-63-00-865-050-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FAC1/28VDC
5CC1
B04
49VU
AUTO FLT/FAC1/26VAC
14CC1
B03
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
AUTO FLT/FAC2/26VAC
14CC2
M18
4.
FIN
LOCATION
Procedure
Subtask 22-63-00-710-050-A
A.

NOTE :
ACTION
1.On the FLT CTL panel 24VU(23VU):
.
Release the FAC2(FAC1) pushbutton switch.
RESULT
.
2.On the center pedestal, on one MCDU:

. Get the SYSTEM REPORT/TEST NAV page (Ref.
TASK 31-32-00-860-010-A).
.
Push the line key adjacent to the IR3 indication.
Get acces to the INTERFACE TEST of the IR3 (Ref.

TASK 34-14-00-740-001-A).
For the test below, ignore the warnings and the

attitude changes.
3.Push the line key adjacent to the START TEST
indication.
4.Push the line key adjacent to the RETURN (TEST
STOP) indication.
The IR3 page comes into view.
NOTE :
.
.
The rudder moves to the left, then slowly moves back

to zero.
The rudder moves to the right, then slowly moves back
to zero.
5.On the MCDU:

On the MCDU:
. Push the the line key adjacent to the RETURN
. The CFDS MENU page comes into view.
indication until the CFDS menu page comes into view.
AES
22-63-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
6.On the FLT CTL panel 24VU(23VU):
.
5.
Push the FAC2(FAC1) pushbutton switch.
RESULT
.
On this pushbutton switch, the OFF legend goes off.
Close-up
Subtask 22-63-00-860-051-A
A.
AES

(1)
29-10-00-864-003-A).
(2)
OFF.
(3)
(4)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
22-63-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
CONFIGURATION AND OPERATIONAL SPEED COMPUTATION DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The Flight Augmentation Computer (FAC) fulfills several functions independently of the engagement status of the
FLT CTL/FAC pushbutton switches.
These functions are necessary for:
. The control of the speed scale on the Primary Flight Displays (PFDs).
. The adaptation of gains of the Flight Management and Guidance Computer (FMGC) and Elevator Aileron
Computer (ELAC).
. The distribution of signals for the FMGC control laws
. The protection of the flight envelope in automatic flight (speed limits for the FMGC, alpha-floor for the
autothrust)
. The display of the flap/slat maneuver speed
. The windshear warning (pin program activation)
. The low energy warning
. The display of the positions of the control surfaces.
The FAC therefore computes:
. The weight and the center of gravity
. The characteristic speed data
. The aerodynamic flight-path angle and the potential flight-path angle
. The alpha-floor protection
. The position of the rudder trim for the ECAM system.
AES
22-64-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
System Description
A.
Presentation of Characteristic Speed Data

(Ref. Fig. 22-64-00-11200-A - Interconnections Between FAC and Users)
The characteristic speed data are presented on the PFDs through the Display Management Computers (DMC).
. The FAC1 transmits data to Captains PFD
. The FAC2 transmits data to First Officers PFD.
The transmitted data are validated from:
. The status matrices of the transmitted labels
. The FAC HEALTHY hard-wired discrete.
If a failure affects at least one label or the computer itself, the associated DMC is automatically switched to the
opposite FAC.
In the event of a DMC failure, the associated PFD is switched to the DMC3.
In addition to that, the indication ADC DISAGREE appears on the display unit of the ECAM system when the
ADC source used in the FAC is not the one selected by the pilot.
Since the FAC specifically processes ADIRS data (Ref. 22-65-00-00), this ensures that the characteristic speed
data remain displayed:
. At first detected or undetected failure of the ADIRS by the same FAC
. At second detected failure of the ADIRS by the FAC associated with the remaining ADIRS.
The FAC processes the display logic of the various speed data mainly through the positioning of the label status
matrices:
. F/W : source-change order
. NCD : cancellation order for the considered label.
The information transmitted to the FMGC (speed data, weight, center of gravity, flight-path angle, alpha-floor)
is processed from:
. The validity of the status matrices
. The FAC HEALTHY hard-wired discretes.
B.
Definition and Symbols
(1) Definition and presentation of speed data on PFD

(Ref. Fig. 22-64-00-12900-A - FAC Data on the Speed Scale of the PFD (Sheet 1/2))
(Ref. Fig. 22-64-00-13000-A - FAC Data on the Speed Scale of the PFD (Sheet 2/2))
------------------------------------------------------------------------------! SPEED !
DEFINITION
!
PRESENTATION
!
PRESENTATION ON PFD
!
!--------!---------------------!------------------!---------------------------!
! VSW
! According to ELAC
! After lift-off
! Red checkered tape at
!
!
! Alpha Protection
! in direct law
! the bottom of the scale
!
!
!
! only
!
!
!--------!---------------------!------------------!---------------------------!
!VALPHA ! Speed corresponding ! After lift-off
! Amber and black strip at !
!PROT
! to ELAC Alpha
! in Normal Law
! the bottom of the scale
!
!
! Protection
!
!
!
!--------!---------------------!------------------!---------------------------!
!VALPHA ! Minimum Speed
! After lift-off
! Red strip at the bottom
!
!LIM
! corresponding to
! in Normal Law
! of the scale
!
!
! ELAC Alpha
!
!
!
!
! Protection
!
!
!
!--------!---------------------!------------------!---------------------------!
!
! 1.13 Vs 1g takeoff !
! Amber strip at the
!
! VLS
! 1.23 Vs 1g elsewhere! Ditto
! bottom of the scale
!
!
! 0.2 g/buffeting
!
!
!
AES
22-64-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
! 1.28 Vs 1g in clean !
!
!
!
! configuration
!
!
!
!--------!---------------------!------------------!---------------------------!
!
! Drift Down Speed
! Clean configura- !
O
!
! VMAN !
! tion
!
Green dot
!
!--------!---------------------!------------------!---------------------------!
! V3
! 1.18 Vs 1g of 18/10 ! Flaps extended
!
F
!
!
!
! except full
!
!
! V4
! 1.18 Vs 1g of 0/0
! Only slats
!
S
!
!
!
! extended
!
!
!--------!---------------------!------------------!---------------------------!
! VFE
! Max flap and slat
! Flaps or slats
! Red checkered tape at the !
!
! extended speed
! extended
! top of the scale
!
! VLE
! Max landing gear
! Landing gear
!
!
!
! extended speed
! extended
!
!
!--------!---------------------!------------------!---------------------------!
! VC
! Airspeed tendency
! After
! Pointer initiating in
!
! TREND !
! lift-off
! computed airspeed symbol !
!--------!---------------------!------------------!---------------------------!
! VM0
! VM0 + MM0
! Ditto
! Red checkered tape at the !
!
!
!
! top of the scale
!
!--------!---------------------!------------------!---------------------------!
! VMAXOP ! 0.2 g with respect ! Ditto except if ! Not presented
!
!
! to buffeting
! VMAX OPP<VM0
!
!
!--------!---------------------!------------------!---------------------------!
!
! Predictive VFE at
! Z<20,000 ft.
! Two amber strips
!
! VFEN ! next flap/slat
! Not presented in !
!
!
! position
! full position
!
!
------------------------------------------------------------------------------The signification of the different speed data is given below:
. VSW : stall warning speed
. VALPHA PROT : speed corresponding to angle-of-attack reached when ELAC Alpha Protection is
triggered.
. VALPHA LIM : minimum speed which can be reached in ELAC Alpha Protection
. VLS : lower selectable speed for a given configuration
. VMAN (Green dot) : maneuvering speed:
This speed represents the drift down speed which corresponds to the optimum speed (max. lift-to-drag
ratio) in the event of engine failure.
. V3 and V4 : minimum flap and slat retraction speed
V3(F) = minimum flap RETRACTION speed
V4(S) = minimum slat RETRACTION speed
. VMAX : maximum allowable speed
It determines a maximum value not to be exceeded. It represents, depending on the configuration, the
smallest value of the following:
VFE = maximum flap and slat extended speed
VLE = maximum landing gear extended speed in clean configuration
VM0/MM0 = maximum operating limit speed
. VMAXOP : maximum selectable speed
. VC TREND : airspeed tendency.
It corresponds to the speed increment in 10s with the actual acceleration of the aircraft
. VFEN : in landing phase, it corresponds to the VFE at next flap/slat position.
AES
22-64-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
Operation
A.
Speed Computation Principle

(Ref. Fig. 22-64-00-14400-A - Speed Computations - General Architecture)
The computation principle is based on the fact that most of the presented speed data are function of the
weight.
As the weight changes slowly, this parameter is frozen upon modification of the configuration (e.g. : speedbrakes
or control surfaces extended, deceleration, turn) to avoid transients on the speed presentation.
On the ground, weight and XG initializations are made through the FMS.
In cruise phase (Zp >15,000 ft and Vc >250 kts), updating computations are performed by engine consumption
laws approximated in the FAC.
The sequence of the computations (which lead to generation of characteristic speed data) and the parameters is
shown in the figure.
The computation is initiated from the curves Cz max and from the conditions of equilibrium of the aircraft with
thrust and balance correction. This permits to obtain the stall warning speed Vs 1g.
From Vs 1g, the FAC computes the aircraft weight taking into account:
. The equilibrium incidence
. The equilibrium speed
. The thrust
. The center of gravity
. The altitude.
Beyond the computation range, the computation of the weight is frozen.
The weight is re-aligned through a correcting fuel-used term previously defined in the FAC.
The following is deduced from the weight computation:
. Computation of the center of gravity according to the stability plane, altitude, configuration and speed.
The FAC uses the FM weight and CG to compute characteristic speeds (VLS, green dot, S, F).
(Ref. Fig. 22-64-00-14700-A - Speed Computation - Use of FM Weight/CG)
List of Abbrevations:
Az1 = Vertical acceleration with respect to aircraft centerline
AOA = Voted angle-of-attack
Vc = Corrected airspeed
N1R and N1L = Left or right engine thrust
Phi = Bank angle with respect to aircraft centerline
Teta = Pitch attitude
Z = Vertical acceleration with respect to reference
VZBI = Baro inertial vertical speed
M = Mach number
S/F = Slat/flap position
XG = Center of gravity
Z = altitude
AB = Speedbrakes
mFMS = Weight given by FMS
t(s) = Time
MLGS = Landing gear shock absorber compressed
Delta N1 = Delta between N1 command and N1 actual
m(t) = Weight as a function of time (consumption law)
iH = THS position
PS = Static pressure
AES
22-64-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
B.
Computation of Aerodynamic Flight-Path Angle (Gamma-a) and Potential Flight-Path Angle (Gamma-T)
(Ref. Fig. 22-64-00-15100-A - FAC - Computation of Aerodynamic Flight-Path Angle (Gamma-a) and Potential
Flight-Path Angle (Gamma-T))
These data which are necessary for the FMGC control laws are calculated and duplicated in the FAC.
C.
Computation of Alpha Floor Protection

(Ref. Fig. 22-64-00-15500-A - Alpha Floor _ Computation and Interface)
(Ref. Fig. 22-64-00-15600-A - FAC - Alpha Floor)
The alpha floor protection is calculated in the FAC but not duplicated.
This function permits:
. To protect the aircraft against excessive angle-of-attack.
To do this, a comparison is made between the aircraft angle-of-attack and predetermined thresholds
function of configuration.
Beyond the thresholds, the FAC transmits a command signal to the autothrust which will apply full thrust.
. To protect the aircraft against longitudinal wind variations in approach by determining a wind acceleration
(deduced from the difference between ground acceleration and air acceleration).
At the second detected or undetected failure of the ADIRS, the alpha-floor signal is no longer available.
The ELAC direct computation of the alpha floor protection is taken into account directly as soon as the first
detection is made either by the FAC or by the ELAC.
D. Rudder Trim Position

(Ref. Fig. 22-64-00-15700-A - ECAM - Rudder Trim Position)
The actual position of the rudder trim (rudder position) is sent to:
. The rudder trim indicator
. The ECAM system
. On the label 313.
This position is validated by:
. The status matrix which turns to:
. NCD if the RUD TRIM function is not available
. F/W in the event of a computer failure.
. The FAC HEALTHY hard-wired discrete.
A flag appears if the signal is not available.
E.
Windshear Warning
(1) General
The windshear is a sudden change in wind direction and/or speed over a relatively short distance in the
atmosphere. This can have an effect on aircraft performance during takeoff and landing phases.
In windshear conditions, the principle is to reduce the detection threshold according to the detected
windshear in order to get the possibility of performing a go around maneuver sooner.
(Ref. Fig. 22-64-00-16700-A - Windshear Detection Principle)
(2) Warning
(Ref. Fig. 22-64-00-16900-A - Windshear Architecture)
The FAC which fulfills detection function generates the signals necessary to output the windshear warning.
This warning is activated on condition that:
. The windshear function is activated through pin programming
. A windshear condition is detected
. The aircraft is in takeoff or landing phase (altitude and flaps/slats configuration conditions)
. Specific monitoring functions do not detect any windshear function defect.
Crew is aware of the windshear warning through:
. The red WINDSHEAR message which comes into view on the PFDs above the horizon line (sky area)
. The windshear aural warning which is broadcast three times.
When the parameters which elaborate this warning are no longer valid, the windshear warning is
inhibited in associated FACs.
AES
22-64-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
When both FACs cannot generate this warning (double inhibit), associated amber level 2 warning
message is triggered by the FWC upon slat extension and displayed on the upper ECAM DU.
(3) Computation
It consists in making a comparison between the instantaneous energy situation of the aircraft or its short
term predictable situation, and the minimum energy situation for aircraft security.
To do so, it is necessary:
. To detect longitudinal winds (head wind or tail wind) combined or not with a down draft.
. To generate a warning, independent from alpha floor, on the basis of existing structure of the same
alpha floor by incrementing the angle of attack value of the aircraft with equivalent angles of attack
due to wind detections. This allows a certain anticipation with respect to a normal alpha floor law
mainly based on the aircraft angle of attack.
. To display this warning and possibly to indicate that it is not available.
. Through FD or AP takeoff or go around (SRS law) modes, to follow a safe path in case of windshear
detection.
(4) Test
This test permits to check that the system transmits and presents:
. visual and aural indications of the WINDSHEAR warning
. messages to indicate the loss of the function.
It is performed through the Centralized Fault Display System (CFDS) by means of the MCDU (aircraft on
ground with engines stopped).
It is activated by selecting the following functions on the MCDU:
. CFDS
. SYSTEM REPORT/TEST
. AFS.
Then it is necessary to scroll the various MCDU pages.
(Ref. Fig. 22-64-00-17100-A - MCDU - AFS/Windshear Test)
NOTE :
F.
For AFS/WINDSHEAR TEST-3 & -6 pages, when the predictive windshear function is active:
. on the EWD, make sure that the REAC W/S DET FAULT message (and not the WINDSHEAR
DET FAULT message) is shown.
. on the STATUS page, make sure that the REAC W/S DET message (and not the
WINDSHEAR DET FAULT message) is shown.
Low Energy Warning

(1) General
The Low Energy Function is to prevent the A/C from entering a low energy situation by alerting the pilot
through an audio warning: SPEED...SPEED...SPEED.
Pilot has to increase thrust and low energy warning disappears as soon as:
. Thrust level is high enough or
. Alpha floor protection is triggered or
. Pitch go around mode is triggered.
Low energy warning is available in configuration 2, 3 and FULL and between 100 ft and 2000 ft RA.
(Ref. Fig. 22-64-00-17500-A - Low Energy Warning Principle)
(2) Warning
(Ref. Fig. 22-64-00-17600-A - Low Energy Warning Architecture)
A combination of angle-of-attack, flight-path angle and deceleration is computed and compared to a
threshold, depending on slat/flap configuration, typically 0.4 deg. to 1 deg. lower than alpha floor
threshold.
When the result of the combination is above this threshold for more than 0.5 sec, low energy condition is
triggered for at least 3 sec and sent to the FWC that elaborates the audio warning.
AES
22-64-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
(3) System aspects
The low energy detection is not duplicated.
AES
22-64-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FAC BUS SELECTION
COMPUTATION
FMGC 1
BUS GENERAL 1
COMPUTATION
CMD
ADIRU 1
ARINC
PFD CHAN.
AUTOMATIC
INPUT RECONFIG
FAC 1 HEALTHY
CMD
MON
HARDWIRED DISCRETE
SPEED SCALE FAC 1
DMC 1
PFD CHAN.
COMPUTATION
MON
CAPT PFD
FAC 1
DMC 3
ADIRU 3
SPEED SCALE FAC 2
BUS GENERAL 2
COMPUTATION
CMD
PFD CHAN.
ARINC
DMC 2
F/O PFD
FAC 2 HEALTHY
C
CMD
MON
HARDWIRED DISCRETE
COMPUTATION
ADIRU 2
COMPUTATION
MON
FAC BUS SELECTION
FAC 2
FMGC 2
SWITCHING
EIS DMC
NORM
CAPT
F/O
3
3
EIS DMC
SELECTOR
SWITCH
N_MM_226400_0_AAM0_01_00
AES
FIGURE 22-64-00-11200-A SHEET 1

Interconnections Between FAC and Users
22-64-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SPEED
SCALE
PFD
180
MAXIMUM SPEED (V MAX)
160
GREEN DOT
MANEUVERING SPEED (V MAN)
AIRSPEED TENDENCY (Vc TREND)
140
MINIMUM SLAT RETRACTION SPEED (V4)
MINIMUM FLAP RETRACTION SPEED (V3)
AMBER STRIP
120
LOWER SELECTABLE SPEED (VLS)

STALL WARNING SPEED (VSW)
N_MM_226400_0_ADM0_01_00
AES
FIGURE 22-64-00-12900-A SHEET 1

22-64-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
VMO/MMO
VFE
180
160
140
V ALPHAPROT
120
V ALPHALIM
N_MM_226400_0_AFM0_01_00
AES
FIGURE 22-64-00-13000-A SHEET 1

22-64-00 PB001
Page 10
May 01/12
Revision n: 40
AES
FIGURE 22-64-00-14400-A SHEET 1

Speed Computations - General Architecture
S/F
AOA SEL
Vc
Az1
Ax1
VZBI
M
Vc
PHI 1
AOAV
TETA
N1 L
Vsn
(GAMMA T
GAMMA A)Vc
M
PHI 1
AB
VZBI
Z
mFMS
S/F
M
Z
VS
INIT WEIGHT
FLOOR
ALPHA
ALPHA FLOOR
GAMMA TGAMMA A
GAMMA T
GAMMA A
VSN
Vc
N1 R
VS
S/F
AOAV
Az1
Xg
22-64-00 PB001
t (0)
Vc
VSN
m (t)
S/F
MLGO
AB
S/F
VMO
PS
M
Z
MLGS
Vc
m (t)
IH
S/F
Z
DELTA N1
Vc
m (t)
APPROACH SPEED TARGET
WEIGHT
MLGS
VScal
VC TREND
VMAN
V4
V3
VSW
VLS
VMAX
VMAX OP
VFEN. VScal
XGcal
XG
VSW V3. V4. VMAN. VCTREND
VLS. VMAX, VMAX OP, VFEN
XG FMS
S/F
XG cal
DELTA q
MLGS
INIT XG
Xg
@A318/A319/A320/A321
** On A/C ALL
N_MM_226400_0_AEP0_01_00
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
CHECK GW
VLS, GD, S, F
F(FMS WEIGHT)
MCDU
CHECK
GW
INIT WEIGHT/CG
SPEEDS
FM
FAC WEIGHT/CG
CONTROL LAWS
SPEED TARGET
OPER. LOGIC
FG
SPEED PROT
FM WEIGHT/CG
ELAC
INIT
AERODYNAMIC
WEIGHT/CG
CONTROL LAWS
FAC
VLS, GD, S, F
DMC
PFD
N_MM_226400_0_AEM0_01_00
AES
FIGURE 22-64-00-14700-A SHEET 1

Speed Computation - Use of FM Weight/CG
22-64-00 PB001
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
Vc
K3
K2
Vzbi
ax 1
(1 + az1)
K1
FILTER
FILTER
** On A/C ALL
N_MM_226400_0_AJM0_01_00
AES
FIGURE 22-64-00-15100-A SHEET 1

FAC - Computation of Aerodynamic Flight-Path Angle
(Gamma-a) and Potential Flight-Path Angle (Gamma-T)
22-64-00 PB001
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
C1
1 OK
C2
C3
1
2
3
VOTER
VOTED
FULL THRUST
274
LD
=
F(F/S)
1 OK
FLOOR
DETECTION
FAC OWN
SEL
TARGET THRUST
FLOOR
MODE LOGIC
BIT 29
WINDSHEAR
COMPENSATION
A/THR ENGD
LOGIC
CLEAR
CONFIGUATION
p1
F/S POSITION
ELAC DETECTION
A/THR ACT
LOGIC
ALTERNATE
LAW
FMGC
BUS
CHOICE
LOGIC
FMGC 1
FAC 1
EIU1
ENGINE 1
ECU1
SIDE
SELECTION
LOGIC
p2
EIU2
ENGINE 2
ECU2
FLOOR DETECTION
SAME AS FAC 1
SAME AS
FMGC 1
FMGC2
FAC 2
N_MM_226400_0_ALP0_01_00
AES
FIGURE 22-64-00-15500-A SHEET 1

Alpha Floor _ Computation and Interface
22-64-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLOOR DETECTION
0
LIMIT
K2
REF
COMPARISON
B
B
FILTER
CONF
Vc
DEV
K1
LIMIT
FILTER
COMP
A
WASH
CLEAN
CONFIGURATION
0
FILTER
LIMIT
AIRBRAKES
OUT
** On A/C ALL
N_MM_226400_0_ANP0_01_00
AES
FIGURE 22-64-00-15600-A SHEET 1

FAC - Alpha Floor
22-64-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2
RUD
GBY
1
1 FIXED INDICATION : RTL STOP 30
2 RUDDER TRIM POSITION
N_MM_226400_0_AQM0_01_00
AES
FIGURE 22-64-00-15700-A SHEET 1

ECAM - Rudder Trim Position
22-64-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
1 + 3s
COMP
WINDSHEAR
DETECTION
SEUIL
S/F POSITION
N_MM_226400_0_AAP0_01_00
AES
FIGURE 22-64-00-16700-A SHEET 1

Windshear Detection Principle
22-64-00 PB001
Page 17
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
C1
1 OK
C2
C3
SAME AS FAC 1
1
2
3
VOTER
1 OK
VOTED
LD
=
F(F/S)
L146 BIT29
CONF LISSE
WINDSHEAR DETECTION
WINDSHEAR
COMPENSATION
F/S POSITION
ADL OK
IRS OK
R/A OK
WINDSHEAR AVAILABLE
L146 BIT28
CLEAN
CONFIGURATION
PFD 1
PFD 2
DMC 1
FAC 2
DMC 2
FWC 1
FWC 2
ECAM
DISPLAY
AURAL WARNING
AES
FIGURE 22-64-00-16900-A SHEET 1

Windshear Architecture
22-64-00 PB001
AURAL WARNING
Page 18
May 01/12
Revision n: 40
N_MM_226400_0_AGP0_01_00
@A318/A319/A320/A321
** On A/C ALL
1L
A FS
M A I N MENU
L AS T LEG REPORT
1R
2L
PRE V I OUS LEGS REPORT
2R
TROUBLE SHOOT I NG DATA
3R
3L
4L
GROUND SCAN / L RU
I DEN T
NEXT
PAGE
PRESS T E S T L I N E KEY
CHECK ON PFD2
RED WI NDSHE AR MES SAGE
DUR I NG 1 5 SEC
AUD I O CHECK
WI NDSHE AR 3 T I MES
TEST
4R
1L
5L
AFS TEST
L AND TEST
5R
2L
6L
RE TURN /WI NDSHE AR TEST
6R
3L
4L
YES
5L
1L
2L
3L
4L
5L
6L

ACT I ON
BOTH EN G I NES S TOPPED
ALL BRE AKERS ON
FAC1 ENG AGED
FAC2 OFF
ON THE SWI TCH I NG PNL 8VU
SELECT A I R DAT A CAPT 3
THEN A I R DAT A F /O 3 THEN
A I R DATA NORM
PRESS NEXT PAGE
END OF TEST
2R
3R
1L
4R
2L
5R
3L
6R
4L
NEXT
PAGE
2L
3L
4L
5L
6L
1L
2L
3L
YES
PRESS
NO
END OF TEST

CHECK ON ECAM
WI NDSHE AR D E T FAUL T
ACT I ON
SELECT ST A TUS P AGE
ON ECAM
CHECK ON ECAM
WI NDSHE AR D E T
5L
6L
1R
1L
PRESS
NO
END OF TEST
PRESS
NO
END OF TEST
5R
6R
1R
2R
3R
5R
1R
2R
2L
2R
3R
3L
3R
WI NDSHE AR TEST OK
4R
4L
4R
5R
5L
5R
END OF TEST
6R
1L
AFS /WI NDSHE AR TEST

ACT I ON
FAC 1 ( 1 , 2 ) ENG AGED
1R
2L
2R
3L
3R
1R
2R
4L
3R
5L
4R
YES
4R
6R

ACT I ON
FAC 1 ENG AGED
6L
4L
3R
4R
YES
6R

CHECK ON ECAM
WI NDSHE AR D E T FAUL T
ACT I ON
SELECT ST ATUS P AGE
ON ECAM
CHECK ON ECAM
WI NDSHE AR D E T
2R
1R
6L

PRESS T E S T L I N E KEY
CHECK ON PFD1
RED WI NDSHE AR MES SAGE
DU R I NG 1 5 SEC
AUD I O CHECK
WI NDSHE AR 3 T I MES
TEST
NO
END OF TEST
6L
5L
1L
PRESS
1R
6L
5R
4R
WI NDSHE AR TEST
NOT COMPLETE D
END OF TEST
5R
6R
6R
NOTE: FOR AFS/WINDSHEAR TEST 3 & 6 PAGES.
1L

ACT I ON
FAC2 ENG AGED
FAC 1 OFF
2L
2R
3L
3R
4L
5L
6L

THE REAC W/S DET MESSAGE (AND
NOT THE WINDSHEAR DET MESSAGE)
SHOWS ON THE EWD (IN THE INOP
SYS SECTION OF THE STATUS PAGE).

THE REAC W/S DET FAULT MESSAGE
(AND NOT THE WINDSHEAR DET FAULT
MESSAGE) SHOWS ON THE EWD.
1R
4R
PRESS NEXT PAGE

END OF TEST
5R
6R
N_MM_226400_0_ACN0_01_00
AES
FIGURE 22-64-00-17100-A SHEET 1

MCDU - AFS/Windshear Test
22-64-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
Z RA
100
MTRIG
4s
2000
FLOOR
S/F
COMPUTED
AOA
V GROUND
V ZBI
+
T
FILTERS
AND
GAINS
PITCH G/A MODE
FILTERED AOA
GROUND
2
S/F
B
LOW ENERGY AOA
+
GAINS
AND
LIMITS
+
DT
DV
COMP
A
B
CONF
0.5s
MTRIG
3s
LOW
ENERGY
WARNING
** On A/C ALL
N_MM_226400_0_AHP0_01_00
AES
FIGURE 22-64-00-17500-A SHEET 1

Low Energy Warning Principle
22-64-00 PB001
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FAC 2
LOW ENERGY DETECTION

FAC 1
LOW ENERGY DETECTION
FWC 1
FWC 2
"SPEED"
** On A/C ALL
N_MM_226400_0_AKP0_01_00
AES
FIGURE 22-64-00-17600-A SHEET 1

Low Energy Warning Architecture
22-64-00 PB001
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ENGAGEMENT AND INTERNAL MONITORING - DESCRIPTION

AND OPERATION
** On A/C ALL
1.
General
Each Flight Augmentation Computer (FAC) includes two independent computation channels with digital processors.
The engagement and monitoring principles ensure:
. Safe operation through the failure detectors
. Maximum availability through the reconfigurations further to failures.
These principles are:
. Duplication of the monitoring circuits (engage and monitoring logic)
. Utilization of hard-wired logic for the sensible parts of the system (engage circuit, actuator control circuit, circuit
of global internal monitoring)
. Monitoring of the peripherals by the FAC:
. Failures detected by self-test through monitoring of the parameter status matrix. These failures are not latched.
. Failures not detected by self-test which deal with critical information through comparison of different sensors
(two-by-two comparison or passivation through voters) or validation of a data bus by a hard-wired discrete.
. Monitoring of the computer by self-monitoring of the computation channels (comparison) specific monitoring:
. Aircraft 28V power-supply application software (real-time monitor)
. Watchdog
. ARINC sequencers
. Oscillation detectors transmission monitoring.
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** On A/C ALL
2.
System Description
Each FAC comprises these devices for function monitoring:
. An engagement device per FLT CTL/FAC pushbutton switch common to the yaw damper, rudder trim and
rudder travel limiting functions.
. Global internal monitoring of the computer in software (real-time monitor) and hard-wired circuitry (FAC
HEALTHY, watchdog)
. Monitoring specific to the functions fulfilled:
. In the software
. In the hard-wired circuitry for the actuator controls, the changeover
signals and the warnings.
. Monitoring of reconfiguration of certain peripherals
. Monitoring of sensors.
Each monitoring circuit is duplicated (one logic in the command channel and another one in the monitoring channel).
Some signals are exchanged between the two channels in the hardware and software parts
(watchdog, power supply monitoring).
The logic circuits specific to the functions lead to the loss of the considered function without illumination of the
FAULT legend. The result of the failure is memorized in flight only (engine-running signal to allow or not allow the
reset).
The logic circuits common to all the functions lead to the total loss of the FAC with illumination of the FAULT
legend. The result of the failure is memorized in a material flip-flop.
The reset will be possible only upon manual action by the pilot on the FLT CTL/FAC pushbutton switch. This action
reactivates the watchdog and the microprocessor.
The whole computer can be disengaged through action on the pushbutton switches.
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** On A/C ALL
3.
Operation
A.
Connection with FLT CTL/FAC Pushbutton Switches

(Ref. Fig. 22-65-00-12300-A - FAC Engagement Principle)
Each FAC is associated with an engagement pushbutton switch located on the FLT CTL panel, on the overhead
panel.
This pushbutton switch serves for:
. The engagement or the disengagement of all the FAC functions:
. Engagement status : no indication on the pushbutton switch
. Disengagement status : the OFF legend is on
. The indication of FAC failures with the FAULT legend. This authorizes a pilot action (FAULT/OFF) to
reset the digital section of the FAC.
If the action is operative, the FAULT legend goes off and the system can be re-engaged.
Therefore, in normal operation the legends are off.
In abnormal operation, these indications are given:
. Computer not energized or not installed:
. FAULT legend on ; ECAM warning.
. FAC failures specific to one function:
. FAULT legend off ; ECAM warning.
. Common FAC failures which can be reset:
. FAULT legend on with possible reset by the pilot ECAM warning.
. Power-supply transient failures:
. FAULT legend on with possible reset by the pilot.
. FAC failures on the ground with engines shut down:
. FAULT legend with automatic reset at failure suppression.
B.
Global Internal Monitoring of the Computer

(Ref. Fig. 22-65-00-14000-A - Monitoring of the Computer)
The correct operation of the computer (acquisition, digital section, correct running of the program, transmission,
etc.) is checked from:
. A boolean signal INTERNAL MONITORING generated by the software. This signal takes into account all
the monitoring functions of the channel
. A FAC HEALTHY discrete signal used as a condition necessary for:
. The effective engagement of the FAC functions,
. The validation of the FAC data for the users.
(1) INTERNAL MONITORING signal
This signal is generated from the signals given below:
. Internal power-supply monitoring
. Monitoring of the correct execution of the safety test of the digital section.
. Monitoring of the ARINC transmission:
. Through wrap-around of the main bus on the monitoring channel by comparison of the received
discrete word 274 with the discrete word 274 generated in the monitoring channel
(Ref. Fig. 22-65-00-14100-A - Verification of FAC ARINC Transmissions)
. Monitoring of the ARINC acquisition through verification of the automaton which organizes the
management of the acquisition
. Verification of the digital section by taking into account:
. The comparator between voters of the yaw damper
. The comparator between speed computations.
As these comparators monitor the command and the monitoring algorithms, a dissymmetry between
these computations implies a failure in the digital section.
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(2) FAC HEALTHY signal
This hard-wired signal is used to:
. Illuminate the FAULT legend of the FLT CTL/FAC pushbutton switches
. Validate the information of the main bus of the FAC:
. Through the acquisition of this discrete by the users. Through setting of the transmitted labels to
F/W
. Authorize the engagement of the functions (use of the FAC HEALTHY signal wrapped around to
generate the changeover signals).
This signal is dependent upon:
. The INTERNAL MONITORING signal
. The nosewheel signal to avoid latching of possible failures on the ground
. The watchdog signal which monitors the correct execution of the software operations
. The REAL TIME HLTY signal which is the real-time monitoring signal of the application software (Ref.
para. (3)a.)
. The EXPT signal which is an exception procedure signal (Ref. para. (3)b.)
The FAC HEALTHY signal is latched in flight only.
It is activated as follows:
(a) Activation to fault status
This is achieved by:
. The watchdog signal
. The exception signal
. The FAC HEALTHY signal generated by the opposite side (C or M)
. The LPF signal : this signal is activated by the power supply block upon long cutoff (t more than
or equal to 200 ms)
. The INTERNAL MONITORING signal either directly or through an oscillation detector to take
into account the oscillations of the software which cause switching from good to bad status
alternately.
(b) Activation to good status
This is achieved:
. At power rise of the computer if the watchdog, EXPT and INTERNAL MONITORING signals are
good
. Through unlatching by action on the engagement pushbutton switch in flight.
The latter action resets:
. The watchdog
. The microprocessor.
The action which is taken into account is the disengagement of the FAC. Therefore, when the FAULT
legend on the FLT CTL/FAC pushbutton switch comes on, the pilot will attempt to re-initiate the
computation by disengaging the system.
At re-engagement, the system will be at the ON status if the reset has been effective.
(3) Monitoring of the digital section
The real-time monitor ensures the correct operation of the program through the execution of tasks. A
watchdog hardware circuit monitors this real-time monitor.
The content of the program is checked during the tests at power rise (check sum, signature).
(a) Real-time monitor
This monitor ensures the real-time monitoring of the program execution. To do this, it initiates the
application through the activation of tasks. It checks each task for discrepancies (exceeded calculatingtime limit):
. By confirmation upon n consecutive discrepancies
. Through oscillation detectors within a determined time.
The monitoring of all the tasks is grouped on an AND logic which acts on the FAC HEALTHY
hardware logic (boolean BRLTIME) through a watchdog.
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(b) Monitoring of the exceptions
An exception results from an instruction which cannot be performed normally for these reasons:
. Either it does not follow the rules of the memory protection (protected mode of the CPU 80286)
. Or it leads to an erratic result
. Or the instruction itself is garbled (for example : dividing by zero)
All the types of exceptions (fifteen approximately) are grouped in every task.
The boolean BEXPT gathers all the exception monitoring functions.
This boolean acts on the FAC HEALTHY logic at the level of:
. The watchdog for its activation
. The logic.
C.
Monitoring of Peripherals
(1) Monitoring of ADIRS data
(a) General
Some data from the ADIRS have a critical role in the architecture of the FAC.
Specific monitoring functions are integrated for these parameters:
. Yaw rate (yaw damper and engine failure recovery)
. Lateral acceleration (engine failure recovery)
. Corrected airspeed (rudder travel limiting)
. Angle-of-attack (calculation of characteristic speeds).
(b) Principle
The monitoring functions performed on the ADC and IRS labels must permit the elimination of the
affected source.
1
Failures detected from the processing of the status matrices:

These failures are not latched.
Failures not detected by self-test from:

. A 3 IRS-source vote for the yaw rate and the lateral acceleration
. A two-by-two comparison for the corrected airspeed
. A 3 ADC-source vote for the angle-of-attack.
These failures are latched.
The table given below
(Ref. Fig. 22-65-00-14800-A - Reconfiguration Table)
gives the consequences of the ADIRS failures on the FAC functions.
NOTE :
AES
In order to get a correct cross comparison of angle-of-attack in case of important side-slip,

angle-of-attack No.3 is corrected by side-slip compensation. The principle of recognition
and elimination of the source is:
. Corrected airspeed
(Ref. Fig. 22-65-00-14900-A - ADC Processing)
(Ref. Fig. 22-65-00-15000-A - Vc Monitoring Principle)
The three sources are compared two by two. When a source is involved in the tripping
of comparators (OWN source and source 3, OWN source and OPPOSITE source,
source 3 and OPPOSITE source), it is eliminated and the reconfiguration source can
be chosen (source 3). This result is sent to the monitoring channel to change the
computation source if required.
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At the second failure : the gains which depend on Vc are frozen and the behaviour of
the system is contingent on the type of the second failure (detected or not)
(Ref. Fig. 22-65-00-15100-A - IRS Processing)
(Ref. Fig. 22-65-00-15200-A - Yaw Rate and Lateral Acceleration - Monitoring
Principle)
(Ref. Fig. 22-65-00-15300-A - Angle-of-Attack - Monitoring Principle)
Yaw rate, lateral acceleration and angle-of-attack
The three sources are voted in the command channel. The source which is far enough
from the retained mid value is eliminated and replaced by a null value at the voter
input.
The result of the source elimination is used in the command and monitoring channels.
In the event of a second failure, the vote principle is no longer used. Reconfigurations
are shown in reconfiguration Table
(Ref. Fig. 22-65-00-14800-A - Reconfiguration Table)
(2) Monitoring of landing gear (LGCIU) and flap/slat (SFCC) data

(Ref. Fig. 22-65-00-15400-A - SFCC and LGCIU - Principle of Acquisition)
The FACs utilize the landing gear and flap/slat data in their computations. These data are used by the
FMGC.
Each FAC only receives one SFCC or LGCIU source. The computer utilizes these data after validation and
then transmits them.
In the event of non-validation of these data, the opposite source is retained.
Its information is transmitted through the bus of the opposite FAC.
If no source is available, fixed values are retained and transmitted.
(a) Data validation
Connection between the FAC and the sources is accomplished through:
. An ARINC 429 bus
. A hard-wired discrete.
The correct transmission of the bus is validated through a comparison of the same information
between a specific ARINC boolean and the value of the hard-wired discrete.
These values are used:
. For the SFCC: slats extended
. For the LGCIU: nosewheel compressed.
Particular validations are also used:
. Bit-by-bit check of the lever data for the SFCC
. Check of the surface jamming for the SFCC
. Check of consistency between the landing gears for the LGCIU.
(b) Fixed values
In case of total lack of data, these values are retained:
. position Full in landing gear extended configuration (dual SFCC failure)
. position 0/0 in landing gear retracted configuration (dual SFCC failure)
. position in landing gear retracted configuration (dual LGCIU failure).
(3) Specific monitoring of FMGCs and ELACs
The FMGCs and the ELACs generate the deflection orders which will be accomplished by the FAC.
Particular monitoring functions are integrated to ensure that the slaving is active.
(a) FMGC:
. Check for correct reception of the AP-engaged signals
. Transmission to the FMGC of a signal which indicates that the FAC no longer executes automatic
orders (AUTO MODE signal by boolean).
This signal disconnects the AP.
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(b) ELAC:
. Transmission to the ELAC of a hard-wired discrete signal (YAW IN NORMAL LAW) which
indicates the correct execution of the order.
This order serves to switch the ELAC to the roll direct law as necessary.
. Change to the alternate law controlled only by the ELAC to ensure synchronism of operation with
the SEC (Spoiler Elevator Computer).
D. Monitoring of Internal Power Supplies
(Ref. Fig. 22-65-00-15700-A - Monitoring of Internal Power Supplies)
Each processor has an independent power supply which delivers the +5V, -15V and +15V and the emergency
voltages for the safeguards.
Each processor monitors the normal voltages in a cross pattern. This ensures detection of 5 or 15V powervariation greater than 5 % for more than 0.5 second.
To this end, the algebraic sum of the power supplies is acquired and compared to an expected value stored in
memory.
Beyond the defined threshold the internal monitoring is activated.
E.
Monitoring of Sensors
(Ref. Fig. 22-65-00-16100-A - Sensors - Principle)
The analog inputs serve for the acquisition of 400 Hz signals of LVDT and RVDT sensors (these sensors give
the position feedback of the yaw damper, rudder trim and RTL actuators).
Each sensor delivers two analog voltages V1 and V2.
The principle of the sensor is such that the ratio
VX
V1 - V2
-- = ------VR
V1 + V2
is proportional to the position X of the actuator.
The voltage VR is proportional to the supply voltage of the 26V sensor.
The ratio VX/VR is always strictly inferior to value 1 in normal operation. Each channel integrates a software
monitoring which compares VX/VR to a theoretical value function of the type of sensor (LVDT or RVDT). This
monitoring function therefore detects the cutoff of wiring inside and outside the sensor. It serves to eliminate the
channel related to this sensor.
(Ref. Fig. 22-65-00-16500-A - 26V/400 Hz Monitoring)
A 26V compensation is introduced by a comparison in the software between value VR (V1 + V2) and the
theoretical VR value obtained for a nominal 26V/400 Hz.
For a difference lower than 25 %, a compensation value is added.
For a difference greater than 25 %, a logic of behaviour under short cutoffs is used (Ref. 22-67-00-00).
This logic ensures:
. For short cutoffs (less than 200 ms) : the inhibition of the system without disconnection
. For long cutoffs : the disconnection of the system.
A specific software has been implemented in order to detect any jamming of rudder position transducer unit.
F.
Safety Tests
(1) General
These tests permit to check the correct operation of the digital section and safety devices.
These tests are activated on the ground (nosewheel shock absorber compressed and both engines shut
down) after power cut-off greater than 4 seconds. Hardware inhibitions are provided (nosewheel signals to
avoid any untimely activation in flight).
These tests are automatic and last for 1 mn approximately. They are initiated in sequence in the command
and monitoring channels.
All the sequences must be present to validate the final result and enable the engagement of the system and
functions.
The test results are stored in non-volatile EEPROM and used in:
. The global logic of the FAC (common part test)
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.
The logic specific to the function (yaw, rudder trim, rudder travel).
(2) General organisation

These tests check:
. The digital section
. The synchronization between command and monitoring channels
. the safety hardware devices (hard-wired logic, watchdog, etc.)
(3) Components tested
These tests deal with:
. The memory module (recognition of the memory modules and acknowledgement of their consistency
with the computer and the expected software version)
. The CPU RAM (bit-by-bit test of data and addresses)
. The ARINC RAM (same as above)
. The ARINC EEPROM (test of ARINC label conformity)
. The watchdog (tripping)
. Power monitoring (activation)
. The FAC HEALTHY signals (FAC internal monitoring)
. The engage hard-wired logics of the yaw, rudder trim and RTL systems
. The return-to-low speed logic of the rudder travel limitation unit
. The memory module (OBRM): soft identification, checksum
. The pin programming with parity check (odd parity).
AES
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AES
5V/400Hz
FIGURE 22-65-00-12300-A SHEET 1

FAC Engagement Principle
LIGHT TEST (LCU)
OFF/R
FAULT
FAC GND
+28VDC
ON
FLT CTL/FAC
ENGAGEMENT
PUSHBUTTON SWITCH
A/C RELAY
A/C GND
MON
CMD
FAC
INTERNAL
MONITORING MON
ENGAGEMENT REQUEST
INTERNAL
MONITORING CMD
ENGAGEMENT REQUEST
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** On A/C ALL
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AES
FIGURE 22-65-00-14000-A SHEET 1

Monitoring of the Computer
DELAY
COMP YAW
C/M
FAC
DELAY
YDC1
COMP SPEED HLTY

(MON SIDE ONLY)
ARINC HLTY
ARINC F.B.HLTY
REAL TIME HLTY

EXPT
0.5 s
ARINC BOARD
MON
COMP VS
FPA, DVFPA
C/M
+5V
+15V
DELAY
DELAY
DELAY
SSM DATA
FAC COM
LABEL 274
C/M
DELAY
SSM DATA
FAC COM
RESET
HARD
EXPT
WATCH DOG
WD
DETECTION
OSCILLATION
DELAY
NGEAR P
WD ACTIV
INTERNAL
MON
SOFT
FAC HLTY MON
LPF
(200ms)
LOCK
S Q
+ 5VS
MON
CMD
FAC HLTY
(FAC ENGD)
FACP/BSW OFF/ON
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** On A/C ALL
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TEST
TRANSMISSION
LOGIC
LABEL 274
RECEIVER
CMD
MON
ARINC
M COMPUTATION
LABEL 274
INTERNAL BUS
TEST
RECEPTION
C COMPUTATION
LABEL 274
LABEL 274
ARINC
TRANSMITTER
LOGIC
FAC
MAIN BUS
** On A/C ALL
N_MM_226500_0_AEM0_01_00
AES
FIGURE 22-65-00-14100-A SHEET 1

Verification of FAC ARINC Transmissions
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AES
FIGURE 22-65-00-14800-A SHEET 1

Reconfiguration Table
SAME AS CASE 6
SAME AS CASE 6
2nd UNDETECTED TOTAL LOSS

ADC FAILURE
(8)
MANUAL TRIM
AVAILABLE WITH
FIXED LIMITS
NO EFFECT
ALTERNATE LAW
AVAILABLE
WITHOUT CHANGE
OVER BUT WITH
FIXED VALUES
TOTAL LOSS
SAME AS CASE 5
2nd UNDETECTED TOTAL LOSS

ADC FAILURE
(7)
(6)
2nd DETECTED
ADC FAILURE
(5)
22-65-00 PB001
TOTAL LOSS
NO EFFECT
LOSS OF RTL
WHICH USES THE
TWO SOURCES
NO EFFECT
NO EFFECT
LOSS OF CONCERNED LOSS OF YAW

WHICH USES THE
YAW
TWO SOURCES
2nd DETECTED
IRS FAILURE
(4)
RECONFIGURATION
BY SWITCHING ON
THE OTHER SOURCE
FUNCTION OF THE
SPEED COMPARISON
USED IN C AND M
RECONFIGURATION
BY SWITCHING OF
GAINS FUNCTION
OF THE SPEED
COMPARISON USED
IN C AND M
RECONFIGURATION
BY SWITCHING OF
THE SPEED
COMPARISON ON
SIDE C AND USED
IN C AND M
1st UNDETECTED
ADC FAILURE
(3)
RECONFIGURATION
BY SWITCHING OF
GAINS FUNCTION
OF THE SPEED
COMPARISON USED
IN C AND M
SAME AS CASE 1
SAME AS CASE 1
RECONFIGURATION
BY SWITCHING
FUNCTION OF
VOTE ON SIDE C
RECONFIGURATION
BY VOTE ON SIDE C
AND BY SWITCHING
DEPENDING OF VOTE
SIDE C ON SIDE M
1st UNDETECTED
IRS FAILURE
(2)
RECONFIGURATION
BY SWITCHING ON
THE OTHER
SOURCE
RECONFIGURATION
BY SWITCHING OF
GAINS ON THE
OTHER SOURCE
WITHOUT EFFECT
RUDDER TRAVEL
RECONFIGURATION
BY SWITCHING OF
GAINS ON THE
OTHER SOURCE
RUDDER TRIM
1st DETECTED ADC SAME AS CASE 1

FAILURE
ALTERNATE LAW
RECONFIGURATION WITHOUT EFFECT
BY SWITCHING ON
THE OTHER SOURCE
YAW AUTO
1st DETECTED IRS RECONFIGURATION

FAILURE
BY VOTE ON SIDE C
AND BY SWITCHING
ON SIDE M
(1)
FAILURE
RECONFIGURATION TABLE
COMMENTS
TOTAL LOSS
TOTAL LOSS
LOSS OF THE SPEED OVERALL RECONFI

SCALE WHICH USES GURATION BY
THE TWO SOURCES CHANGE OVER
FOR RTL AND
SPEED
LOSS OF THE SPEED OVERALL RECONFI

SCALE WHICH USES GURATION BY
THE TWO SOURCES CHANGE OVER
FOR YAW AND
SPEED
RECONFIGURATION
BY SWITCHING ON
THE OTHER SOURCE
FUNCTION OF THE
SPEED COMPARISON
AND ALPHA VOTE
RECONFIGURATION
BY SWITCHING ON
THE OTHER SOURCE
FUNCTION OF THE
VOTE USED IN C
AND M
SAME AS CASE 1
RECONFIGURATION
BY SWITCHING ON
THE OTHER SOURCE
SPEED SCALE
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V MIN
WEIGHT
Vc
RTL
ADC 3 SEL M
Vc
RUD T
Vc
YAW
V MIN
WEIGHT
Vc
Vc
RUD
TRIM
Vc
ADC 3
ADC OWN
ADC OPP
OWN
3
ADC 3 SEL C
RUD. T
TRAVEL
Vc
ALPHA VOTE
COMP
Vc
2 BY 2
Vc
YAW
** On A/C ALL
N_MM_226500_0_AGM0_01_00
AES
FIGURE 22-65-00-14900-A SHEET 1

ADC Processing
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AES
ADC
OPP
ADC
3
ADC
OWN
FIGURE 22-65-00-15000-A SHEET 1

Vc Monitoring Principle
Vc 3
Vc OWN
COMP
Vc
OWNOPP
COMP
Vc
OPP3
COMP
Vc
OWN3
PILOT SELECTION OR Vc OWN FAILURE
ELIMINATION
OF FAULTY
Vc SOURCE
SPEED
COMPUTATION
RTL
COMPUTATION
COMPUTATION OF
GAINS YAW, RT
Vc OPP FAILURE
Vc 3 FAILURE
Vc OWN FAILURE
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** On A/C ALL
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YAW
ALT
ELAC
IRS 3
OWN
IRS OWN
IRS 3
SEL M
V MIN
YAW ALT
YAW
NORMAL
V MIN
a, T
FLOOR
OWN
IRS 3 SELC
IRS OPP
VOTE
r1
ay
YAW
NORMAL
YAW ALT
Vc
Vc
ELAC
ALT
AUTO MODE M
AUTO MODE C
YAW
Vc
Vc
** On A/C ALL
N_MM_226500_0_ALM0_01_00
AES
FIGURE 22-65-00-15100-A SHEET 1

IRS Processing
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AES
IRS 3 (r1, ay)
IRS OPP (r1, ay)
IRS OWN (r1, ay)
r1, ay
VOTE
FIGURE 22-65-00-15200-A SHEET 1

Yaw Rate and Lateral Acceleration - Monitoring Principle
FAILURE LOGIC
C3
C OPP
C OWN
ENGINE FAILURE
YAW DAMPER
COMPUTATION
ELIMINATION OF
FAULTY IRS
SOURCE
ENGINE FAILURE
YAW DAMPER
COMPUTATION
IRS OWN FAILURE

IRS 3 FAILURE
IRS OPP FAILURE
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** On A/C ALL
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C OPP
C3
FAILURE LOGIC
COMPUTATION OF
Vc, ALPHA
FLOOR
ALPHA OPP FAILURE
ALPHA 3 FAILURE
VOTE
ELIMINATION OF
FAULTY
ALPHA SOURCE
ALPHA OWN
ALPHA 3
ALPHA OPP
C OWN
WEIGHT
COMPUTATION
ALPHA OWN FAILURE
** On A/C ALL
N_MM_226500_0_AQM0_01_00
AES
FIGURE 22-65-00-15300-A SHEET 1

Angle-of-Attack - Monitoring Principle
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FAC 2
MON
FMGC2
CMD
MAIN BUS
ACQUISITION
SFCC 2
OR
LGCIU 2
INTERNAL BUS
ON SOURCE OWN
FAILURE
ACQUISITION
COMPUTATION
EMISSION
FAC 1
MON
SFCC 1
OR
LGCIU 1
INTERNAL BUS
ON SOURCE OWN
FAILURE
COMPUTATION
EMISSION
CMD
FMGC 1
MAIN BUS
** On A/C ALL
N_MM_226500_0_ASM0_01_00
AES
FIGURE 22-65-00-15400-A SHEET 1

SFCC and LGCIU - Principle of Acquisition
22-65-00 PB001
Page 18
May 01/12
Revision n: 40
@A318/A319/A320/A321
INTERNAL MON
A/D
DC/DC
PWR
+5V
15V
+15V
+5V
15V
MON
CMD
DC/DC
PWR
+15V
A/D
HARD SOFT
INTERNAL MON
PWR SPLY MONITORING CMD
PWR SPLY MONITORING MON
** On A/C ALL
N_MM_226500_0_AUM0_01_00
AES
FIGURE 22-65-00-15700-A SHEET 1

Monitoring of Internal Power Supplies
22-65-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
VOLTAGES V1, V2
RECEIVED BY THE FAC
k : TRANSFORMATION
RATIO
VR=k 26V
V1
Vx
ACTR
POSITION
0
Xo
+Xo
V2
USEFUL TRAVEL
N_MM_226500_0_AWM0_01_00
AES
FIGURE 22-65-00-16100-A SHEET 1

Sensors - Principle
22-65-00 PB001
Page 20
May 01/12
Revision n: 40
AES
FIGURE 22-65-00-16500-A SHEET 1

26V/400 Hz Monitoring
LD
LD
VR
VRTH
Vx
VR
VR/VRTH OTHER CHANNEL
VR/VRTH OTHER CHANNEL
HLTY SENSORS
26VAC HLTY
ENGAGE
LOGIC
INHIBITION
SOFT
V1 V2 = Vx
FORMATTING
SLAVING INHIBITION
V1 + V2 = VR
HARD
V1,V2
ACQ
ORDER
SENSOR
ACTUATOR
@A318/A319/A320/A321
** On A/C ALL
N_MM_226500_0_AYM0_01_00
22-65-00 PB001
Page 21
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLIGHT AUGMENTATION COMPUTER (FAC) - DESCRIPTION

AND OPERATION
** On A/C ALL
1.
General
The Flight Augmentation Computer (FAC) is a 8MCU size case. Its dimensions conform to ARINC Characteristic
600.
The FAC is of modular design.
The computer design is based on digital and analog technologies.
AES
22-66-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Component Location
(Ref. Fig. 22-66-00-12400-A - FAC - Component Location)
FIN
1CC1
1CC2
AES
FAC-1
FAC-2
PANEL
83VU
84VU

DOOR
127
22-66-34
128
22-66-34
22-66-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
System Description
(Ref. Fig. 22-66-00-12500-A - General Architecture)
A.
Description
The computer is divided into three parts:
. Two virtually identical channels, the COMMAND channel and the MONITOR channel
. One independent channel which performs the FIDS functions.
The command channel receives analog data, ARINC sensor data and discrete signals in order to compute the
control laws. It then generates the flight commands used to drive the corresponding servo actuators.
The interfaces between the computer and the actuators, as well as the position feedbacks, are of the analog
type.
Similarly, the monitor channel receives the sensor data required to compute the control laws.
Its role is:
. To consolidate the computations of the command channels
. To monitor the servo loops to be able to change over to the opposite FAC.
Each channel includes a digital part and an analog part:
. The digital part is based on a 16-bit microprocessor and performs input/output system and control law
computation.
. The analog part performs sensor acquisition ; only the command channel assumes power amplification for
the three servo loops : yaw damper, rudder trim and rudder travel limiting.
The FAC performs five types of functions:
. Input management and monitoring
. Control law computation and synchronization
. Control rudder-surface servo-loop
. Engage logic
. Output management.
In addition, each channel has its own power supply.
(1) Input management and monitoring
This part, which is doubled, is responsible for the acquisition of the input parameters.
These take various forms:
. Analog AC signals from various control rudder-position sensors (inductive pick-off type)
. ARINC signals from various systems (ADIRS, LGCIU, ELAC, FMGC, SFCC) and from the opposite
FAC
. Discrete signals, from engagement pushbutton switches and landing gear data
. Analog DC signals.
These inputs are monitored and some of them are consolidated before being used by the control laws.
(2) Control law computation
The actuator position commands are computed by the CPU on the basis of the above ARINC and analog
data and the embedded control laws.
A real-time monitor supervises the sequencing of the various tasks and the activation of a watchdog to
protect the processing unit itself against incorrect program running.
(3) Control rudder-surface servo-loops
This function provides current signals for actuator control.
These signals are generated from the computed software orders and the feedback position of the sensors
(LVDT and RVDT) for the three analog power loops (yaw damper, rudder trim and rudder travel limiting).
(4) Engage logic
The function consolidates the statuses of the various monitors and makes possible to pressurize the servos if
all the required conditions have been met.
In the event of a fault, this engage logic can cut off the control signals to the servos.
AES
22-66-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
(5) Output management
This part, which is doubled, is responsible for the generation of the output parameters.
These are of various types:
. To the monitoring channel to implement the various cross-monitors,
. To the other aircraft systems (FAC opp, FMGC own, FMGC opp, DMC 1, 2, 3, trim indicator).
. Analog outputs
A current amplifier provides the interface between the digital servo error and each servo after D/A
conversion.
. Discrete outputs
These make it possible to indicate the status of the computer and to command the engage relays.
(6) Power supplies
Each channel has its own power supply which, from the 28VDC aircraft network, provides the voltages used
by the channel : +5V, +15V, -15V.
Each power supply is monitored by the other channel.
B.
AES
Software Organization
The software is organized in:
. Application program contained in the memory modules
. Executive program which enables the control of the CPU, ARINC inputs/outputs and safety tests etc.
This program is resident in the computer.
Dissymetric programming is incorporated between the command and monitoring channels through:
. Different languages (PASCAL and PL/M)
. Different algorithms.
A specific methodology applied from the design phase to the programming phase ensures a safety level
compatible with the FAC functions.
Specific monitoring functions are introduced:
. In the hardware (watchdog)
. in the software (real-time monitor)
to ensure the correct execution of the software.
The software is organized in fast or slow tasks and in background tasks which can be delayed.
We therefore have:
. A fast cycle (yaw computation)
. A slow cycle (computation of other functions except weight)
. A very slow cycle (weight computation).
22-66-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A
80VU
81VU
82VU
FAC
2
FAC
1
84VU
83VU
86VU
85VU
88VU
87VU
N_MM_226600_0_AAM0_01_00
AES
FIGURE 22-66-00-12400-A SHEET 1

FAC - Component Location
22-66-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
LVDT
ANALOG
INPUTS
FEEDBACK
POSITION
DEMOD
YAW DAMPER SERVO MOTOR

YAW SV
ORDER
ADC
HS
ARINC
SIGNALS
LS
YAW ANALOG LOOP
DATA BUS
ARINC
DEMOD
ARINC
RECEPTION
CONTROL
TRIM SERVO MOTOR

VB
RESET
CPU
REAL TIME CLOCK
RAW (16KB)
VB
EPROM (8KB)
ACTIV POWER FAIL CONTROL
RVDT
TRIM ANALOG LOOP
RTL
ORDER
RTL ANALOG LOOP
RVDT
RVDT
RTL SERVO MOTOR
DISCRETE
OUTPUTS
POWER
SUPPLY
AC +28V
RVDT
RUD TR
ORDER
DAC
DISCRETES
INPUTS
WATCH DOG
LOGIC
FU
ADDRESS BUS
MEMORY REPROM
128KB
DISCRETE
SIGNALS
SERVO
VALVE
DISCRETE SIGNALS
ENGAGE
LOGIC
FAC OWN COM
+5V+/15V
ARINC
EMISSION
CONTROL
PS
MONITORING
ARINC
MOD
FLT TEST COM
COMMAND
MONITOR
YAW TRIM
RTL ENGD
CONTROL
LS
ARINC
SIGNALS
DISCRETE SIGNALS
FAC OWN MON
SAME AS COMMAND SIDE

EXCEPT FOR DAC AND
YAW, TRIM AND RTL ANALOG LOOPS
HS
FLT TEST MON
DISCRETE
SIGNALS
COMMAND
ARINC
SIGNALS
DISCRETE
SIGNALS
LS
HS
DATA BUS
ARINC
DEMOD
ARINC
RECEPTION
CONTROL
DISCRETE
INPUTS
FIDS
ADDRESS BUS
MEMORY
REPROM
128KB
CPU
REAL TIME CLOCK
RAM (16KB)
EPROM (8KB)
POWER FAIL CONTROL
LS
ARINC
EMISSION
CONTROL
ARINC
MOD
FIDS TO CFDIU
LS
TEST
N_MM_226600_0_AUM0_01_00
AES
FIGURE 22-66-00-12500-A SHEET 1

General Architecture
22-66-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLIGHT AUGMENTATION COMPUTER (FAC) DEACTIVATION/REACTIVATION

** On A/C ALL
Task 22-66-00-040-001-A
FIN 1CC2
1.
Reason for the Job

NOTE :
2.
This deactivation task is not related to an AFM-CDL/MMEL item.

A.
REFERENCE
No specific
B.
QTY
1
WARNING NOTICE(S)
DESIGNATION

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-66-00-861-050-A
A.
Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002A-01) or (Ref. TASK 24-41-00-861-002-A-02).
Subtask 22-66-00-865-050-A
B.

PANEL
121VU
AES
DESIGNATION
AUTO FLT/FAC2/28VDC
FIN
5CC2
LOCATION
M19
22-66-00 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
4.
Procedure
Subtask 22-66-00-040-050-A
A.
5.

(1)
On the overhead panel 24VU, release the FLT CTL/FAC 2 pushbutton switch (the OFF legend goes
on).
(2)
Open and safety tag the circuit breaker 5CC2 (ignore the related warnings).
Close-up
Subtask 22-66-00-942-050-A
A.
Safety Precautions
(1)
Put a WARNING NOTICE(S) on the FLT CTL/FAC2 pushbutton switch, to tell the crew that the FAC
2 is deactivated.
(a)
Make an entry in the log-book.
Subtask 22-66-00-862-050-A
B.
AES
De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002A-01) or (Ref. TASK 24-41-00-862-002-A-02).
22-66-00 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-66-00-440-001-A
FIN 1CC2
1.
Reason for the Job

Self explanatory
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-66-00-861-051-A
A.
Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002A-01) or (Ref. TASK 24-41-00-861-002-A-02).
Subtask 22-66-00-865-051-A
B.
PANEL
121VU
DESIGNATION
AUTO FLT/FAC2/28VDC
FIN
5CC2
LOCATION
M19
Subtask 22-66-00-860-053-A
C.
4.
Procedure
Subtask 22-66-00-440-050-A
A.
AES

(1)
Push the circuit breaker 5CC2.
(2)
On the overhead panel 24VU, push the FLT CTL/FAC 2 pushbutton switch (the OFF legend goes off).
(3)
Do the trouble-shooting of the FAC 2. Make the necessary corrections.
22-66-00 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
5.
Close-up
Subtask 22-66-00-862-051-A
A.
AES
22-66-00 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
COMPUTER - FLIGHT AUGMENTATION (FAC) REMOVAL/INSTALLATION

** On A/C ALL
Task 22-66-34-000-002-A
Removal of the FAC
FIN 1CC1, 1CC2
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
QTY
DESIGNATION
1
No specific
AR
CAP - BLANKING
No specific
AR
SAFETY CLIP - CIRCUIT BREAKER
B.

ZONE/ACCESS
127
128
824
ZONE DESCRIPTION
REAR AVIONIC COMPARTMENT
C.
REFERENCE
31-32-00-860-001-A
DESIGNATION
(Ref. Fig. 22-66-34-991-00200-A - Flight Augmentation computer (FAC))

3.
Job Set-up
Subtask 22-66-34-810-050-A
A.
AES
Trouble Shooting Data

You can print the Trouble Shooting Data (TSD) as follows:
. get access to the SYSTEM REPORT/TEST menu page (Ref. TASK 31-32-00-860-001-A),
. on this page, push the line key adjacent to the AFS indication,
. on the AFS MAIN MENU page, push the line key adjacent to the TROUBLE SHOOTING DATA
indication to get the AFS/TROUBLE SHOOTING page,
. on this page, push the line key adjacent to the BITE SELECTION (FAC1 and FAC2, COM and MON
indications to get the AFS/TROUBLE SHOOTING page(s),
. print the AFS/TROUBLE SHOOTING page(s).
22-66-34 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-66-34-865-051-A
B.
PANEL
FOR FIN 1CC1
49VU
DESIGNATION
49VU
FOR FIN 1CC2
121VU
121VU
FIN
LOCATION
AUTO FLT/FAC1/28VDC
5CC1
B04
AUTO FLT/FAC1/26VAC
14CC1
B03
AUTO FLT/FAC2/28VDC
5CC2
M19
AUTO FLT/FAC2/26VAC
14CC2
M18
Subtask 22-66-34-010-051-A
C.
4.
Get Access
(1)
Put the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE in position at zone 128.
(2)
Procedure
Subtask 22-66-34-020-051-A
A.
Removal of the FAC

NOTE :
AES
The procedure is the same for the FACS 1CC1 and 1CC2.
(1)
Loosen the nuts (3) on the front of the rack (2).
(2)
Lower the nuts (3) to release the studs (4).
(3)
Pull the FAC (5) on its rack (2) to disconnect the electrical connectors (1).
(4)
Remove the FAC (5) from its rack (2).
(5)
Put CAP - BLANKING on the electrical connectors (1).
22-66-34 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
ACCESS
DOOR 824
A
80VU
1CC1
1CC2
FR24A
FR20
84VU
83VU
B
1
5
1
4
2
3
N_MM_226634_4_AAM0_01_00
AES
FIGURE 22-66-34-991-00200-A SHEET 1

Flight Augmentation computer (FAC)
22-66-34 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-66-34-400-002-A
FIN 1CC1, 1CC2
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
B.
QTY
DESIGNATION
1

ZONE/ACCESS
127
128
824
ZONE DESCRIPTION
C.
REFERENCE
22-62-00-710-001-A
22-96-00-710-001-A
DESIGNATION
22-97-00-710-001-A
52-41-00-410-002-A
Close the Avionics Compartment Doors after Access

3.
Job Set-up
Subtask 22-66-34-860-050-A
A.

(1)
Make sure that the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE is in position at the access door
824 in zone 128.
(2)
Make sure that the access door 824 is open.
Subtask 22-66-34-865-054-A
B.
PANEL
FOR FIN 1CC1
49VU
49VU
FOR FIN 1CC2
121VU
121VU
AES
DESIGNATION
FIN
LOCATION
AUTO FLT/FAC1/28VDC
5CC1
B04
AUTO FLT/FAC1/26VAC
14CC1
B03
AUTO FLT/FAC2/28VDC
5CC2
M19
AUTO FLT/FAC2/26VAC
14CC2
M18
22-66-34 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
4.
Procedure
Subtask 22-66-34-420-052-A
A.

NOTE :
The procedure is the same for the FACS 1CC1 and 1CC2.
(1)
(2)
(3)
Remove blanking caps from the electrical connectors (1).
(4)
Make sure that the electrical connectors are in the correct condition (1).
(5)
Install the FAC (5) on its rack (2).
(6)
Push the FAC (5) on its rack (2) to connect the electrical connectors (1).
CAUTION :
(7)
MAKE SURE THAT THE OBRM(S) IS (ARE) CORRECTLY INSTALLED. IF IT (THEY) IS(ARE)
NOT INSTALLED CORRECTLY, PUSH THE OBRM(S) UNTIL THE LOCKING DEVICES ARE
LOCKED.
Engage the nuts (3) on the studs (4) and tighten.
Subtask 22-66-34-865-055-A
B.
PANEL
FOR FIN 1CC1
49VU
DESIGNATION
49VU
FOR FIN 1CC2
121VU
121VU
FIN
LOCATION
AUTO FLT/FAC1/28VDC
5CC1
B04
AUTO FLT/FAC1/26VAC
14CC1
B03
AUTO FLT/FAC2/28VDC
5CC2
M19
AUTO FLT/FAC2/26VAC
14CC2
M18
Subtask 22-66-34-710-052-A
C.
5.
Do the Operational Test of the AFS (Ref. TASK 22-96-00-710-001-A).

NOTE :
If the aircraft is operated in CAT 3 conditions, you must also do the test below: Land CAT 3
Capability Test (Ref. TASK 22-97-00-710-001-A).
NOTE :
If you remove the FAC after this CFDS indication: AFS: YD ACTR 3CC1(2), you must do the test
with the hydraulic pressure available (Green for the FAC1, Yellow for the FAC2).
NOTE :
As an alternative procedure, you can do this operational test without the CFDS (Ref. TASK
22-62-00-710-001-A).
Close-up
Subtask 22-66-34-410-052-A
A.
Close Access
(1)
AES
22-66-34 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
AES
(2)
Close the access door 824, (Ref. TASK 52-41-00-410-002-A).
(3)
22-66-34 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY DESCRIPTION AND OPERATION

** On A/C ALL
1.
Electrical Power Supply

A.
28VDC Power Supply

(Ref. Fig. 22-67-00-11400-A - 28VDC Power Supply - Block Diagram)
The FAC1 is supplied with 28VDC:
. From the 28VDC ESS BUS 4PP through the 28VDC ESS BUS 801PP via 10A circuit breaker 5CC1.
The FAC2 is supplied with 28VDC:
. From the 28VDC BUS 2 2PP through the 28VDC BUS 2 206PP via 10A circuit breaker 5CC2.
The 28VDC power supply generates:
. All the voltages associated with internal computation (+ 5VDC, + 15VDC and - 15VDC)
. The logic processing voltages (discretes, relays, etc.).
All these voltages derived from the 28V power are monitored by the FAC in the command and monitoring
channels.
B.
26V/400 Hz Power Supply

(Ref. Fig. 22-67-00-11800-A - 26VAC Power Supply - Block Diagram)
The Rotary Variable Differential Transformers (RVDT) and the Linear Variable Differential Transformers
(LVDT) associated with the FAC1 are supplied with 26V/400 Hz:
. From the 115VAC ESS BUS 4XP through the 26VAC ESS BUS 431XP.A via 3A circuit breaker 14CC1.
The components associated with the FAC2 are supplied with 26V/400 Hz:
. From the 115VAC BUS 2 2XP through the 26VAC BUS 2 231XP-A via 3A circuit breaker 14CC2.
C.
Internal Power Supply

(Ref. Fig. 22-67-00-11900-A - FAC - Internal Power Supply)
(1) Behaviour of the FAC under 28V transients
Cutoffs of the 28V power supply may occur for periods lasting up to 200 ms especially in case of engine
failure.
The system is designed as follows (power supply and safeguard):
(a) Cutoffs less than or equal to 10 ms.
The operation remains normal, without safeguard, as the power supply absorbs this cutoff. In this case,
the solenoid valves are not energized which has no impact (de-energizing time of the solenoid valves =
35 ms).
(b) Cutoffs less than 200 ms.
The normal operation is interrupted (return to synchro mode) and the context is safeguarded
(computation, ARINC transmission and reception).
In this configuration, the changeover order is transmitted and the external validations are interrupted
(solenoid valves, validation of servo-actuator, etc.).
At power restoration, the considered system is re-activated (hence possibility of changeover) with the
safeguard context after temporary inhibition of the power comparators.
(c) Cutoffs greater than 200 ms.
1
AES
In-flight cutoffs
These are long cutoffs. Normal operation is interrupted. The context (ARINC and computation) is
lost (transmissions interrupted).
The FAULT legend is on and the changeover order is given.
At normal power restoration:
22-67-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
. The content of the computer is reset
. The system returns to synchro mode. The FAULT legend remains on.
Pilot action on the pushbutton switch is required to re-engage the system.
Cutoffs on the ground
During long cutoffs on the ground, the operation is different to avoid any re-engagement action by
the pilot.
At normal power restoration:
. The failure is cleared (FAULT legend off)
. The system takes over from a null order.
If the cutoff exceeds 5 s, the safety tests are re-initiated.
This operation is acceptable in the event of engine failure if no untimely significant movement of
control surfaces is induced.
As the FAC cannot keep the solenoid valves of the yaw damper servo-actuator energized, a
centering of the rudder to the initial position can happen for any 28V cutoff greater than 35 ms (if
only one FAC is available).
The table given below reports the FAC behaviour under 28V cutoffs:
------------------------------------------------------------------------------! 28V CUTOFFS !
FAC SAFEGUARD
!
FAC MODE
!
COMMENTS
!
!--------------!-----------------------!--------------!-----------------------!
! Less than
!- Context undisturbed !- No change- !- FAULT legend off
!
! 10 ms
!- Servo-actuator vali- ! over
!- Re-engagement not
!
!
! dation interrupted
!
! required
!
!
!
!
!- Operation in normal !
!
!
!
! function
!
!--------------!-----------------------!--------------!-----------------------!
! Less than
!- Context safeguarded !- Changeover !- FAULT legend on
!
! 200 ms
!- Servo-actuator vali- !- Synchro mode! during cutoff
!
!
! during cut- !- Re-engagement not
!
!
!- Temporary inhibition ! off
! required
!
!
! of power comparators !- Return of
!- Normal function with !
!
! at restoration
! priority at ! possible switching
!
!
!
! power res- ! from FAC1 to FAC2
!
!
!
! toration
! and return to FAC1. !
!--------------!-----------------------!--------------!-----------------------!
! IN FLIGHT
!- Context lost with
!- Changeover !- FAULT legend remains !
! Greater than ! re-activation and
!- Synchro mode! on after power res- !
! 200 ms
! reset
! at power
! toration
!
!
!- Servo-actuator vali- ! restoration !- Re-engagement possi- !
!
!- No return
! ble after power res- !
!
!
! of priority ! toration
!
!
!
!
!- The other FAC ful!
!
!
!
! fills the function
!
!
!
!
! and the pilot can
!
!
!
!
! select this FAC
!
!--------------!-----------------------!--------------!-----------------------!
! ON THE GROUND!- Context lost with
!- Changeover !- FAULT legend goes
!
! Greater than ! re-activation and
!- Synchro mode! off after power res- !
! 200 ms
! reset
! at power
! toration
!
!
!- Servo-actuator vali- ! restoration !- Re-engagement not
!
!
! and re-en- ! required
!
!
!
! gagement of !- Return to this FAC
!
!
!
! synchro per-! after synchroniza!
2
AES
22-67-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
! formed
! tion
!
------------------------------------------------------------------------------(2) Behaviour of the FAC under 26V/400 Hz cutoffs
(Ref. Fig. 22-67-00-12400-A - Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 channel))
The 26V/400 Hz is only used to energize the position feedback transducers. Loss of the transducer 26V is
detected by monitoring the VR value through comparison with a VRTH value (theoretical VR).
This second detection also enables to monitor the 26V cutoff:
The 26V cutoff is effective when the three VR voltages (yaw damper, rudder trim and RTL) are
simultaneously lower than 75% of their theoretical values. If only one or two VR voltages are lower than
this threshold, the 26V cutoff is not considered.
. First case : 26V cutoff lower than 200 ms.
The three actuators remain engaged but the three slaving orders are inhibited by this software
monitoring (INHIBITION ORDER). This signal cancels the three current outputs of the FAC during the
cutoff. The transducer monitoring is inhibited one second after the beginning of the cutoff to avoid
untimely disconnections at 26V restoration.
. Second case : 26V cutoff greater than 200 ms.
The three actuators are disengaged and there is a changeover on the three channels.
AES
22-67-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Hydraulic Power Supply

(Ref. Fig. 22-67-00-14000-A - Yaw Damper Servo-Actuator - Hydraulic Power Supply)
A.
AES
The electro-hydraulic yaw damper servo-actuator uses the aircraft hydraulic power supply. The servo-actuator
comprises two independent motors which can drive the output shaft and therefore the rudder.
The servo-actuator 1 associated with the FAC1 is powered by the Green hydraulic system.
The servo-actuator 2 associated with the FAC2 is powered by the Yellow hydraulic system.
As no internal pressurization contact is provided in the servo-actuator, any possible absence of pressure is
detected at the level of the consequences (non slaving).
A signal external to the servo-actuator is available.
22-67-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
28VDC
DC ESS BUS
801PP
5CC1
FAC 1
1CC1
FAC 1/RTL UNIT PWR ON
13CC1
LIMITATION UNIT
RUDDER TRAVEL
FAC 2/RTL UNIT PWR ON
13CC2
4CC
FAC 1/RUD TRIM ACTR PWR ON
7CC1
ACTUATORRUDDER
TRIM
FAC 2/RUD TRIM ACTR PWR ON
7CC2
28VDC
DC BUS 2
206PP
10CC
5CC2
FAC 2
1CC2
28VDC
DC BUS 2
206PP
15CC
INDICATORRUDDER
TRIM
17CC
N_MM_226700_0_ABM0_01_00
AES
FIGURE 22-67-00-11400-A SHEET 1

28VDC Power Supply - Block Diagram
22-67-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
26V/400 HZ
AC ESS BUS
431XPA
14CC1
SERVO ACTR
YAW DAMPER, 1
3CC1
LIMITATION UNIT
RUDDER TRAVEL
4CC
ACTUATOR
RUDDER TRIM
10CC
XDCR UNIT
YAW DAMPER POS
2CC
26V/400 HZ
AC BUS 2
231XPA
14CC2
SERVO ACTR
YAW DAMPER, 2
3CC2
N_MM_226700_0_ACM0_01_00
AES
FIGURE 22-67-00-11800-A SHEET 1

26VAC Power Supply - Block Diagram
22-67-00 PB001
Page 6
May 01/12
Revision n: 40
AES
CHASSIS GND
AC 28V GND
AC +28V
FIGURE 22-67-00-11900-A SHEET 1

FAC - Internal Power Supply
+5VS
28V GND INT
+28V INT
+5VS
FAIL
DETECTOR
28V LOSS
DETECTOR
+28V
SAME AS COM SIDE
GND 28V
+28V
POWER
FAIL
CONTROL
+28V
AC 28V GND
DIODES
GND 28V
FILTERS
AC +28V
INPUT
PROTECTION
POWER SUPPLY
+15V
15V
+5V
DC/DC
CONVERTERS +15VS
(AUXILIARY)
+5V (AUX)
INH
+15V
DC/DC
15V
CONVERTERS
+5V
(MAIN)
(RAM PS)
+5VS
SW RESET
+5VS
PS MONITORING
(TO ANALOG PART)
PS MONITORING
(TO ANALOG PART)
SW RESET
+5V
+28V
PS
MONITORING
+15V
15V
+5V
@A318/A319/A320/A321
** On A/C ALL
N_MM_226700_0_AEM0_01_00
22-67-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
MON VALIDATION
ORDER
INHIBITION ORDER
VX/VK
SENSOR
CUTOFF
TEST
RTL DETECTION
COMPENSATION
TEST
26V/400
VR/VRTH
TRIM DETECTION
YAW DETECTION
ORDER
CTL
LOGIC
CMD VALIDATION
ACTR
SENSOR
** On A/C ALL
N_MM_226700_0_AGM0_01_00
AES
FIGURE 22-67-00-12400-A SHEET 1

Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1
channel)
22-67-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
YAW DAMPER 1
SERVO ACTR
YAW DAMPER 2
SERVO ACTR
40VU
YELLOW
BLUE
GREEN
PTU
FAULT
RAT
OFF
H
Y
D
ENG 1 PUMP
FAULT
OFF
AVAIL
ON
A
U
T
O
ELEC PUMP
FAULT
OFF
A
U
T
O
A
U
T
O
ELEC PUMP
ENG 2 PUMP
FAULT
FAULT
ON
H
Y
D
OFF
N_MM_226700_0_AJM0_01_00
AES
FIGURE 22-67-00-14000-A SHEET 1

Yaw Damper Servo-Actuator - Hydraulic Power Supply
22-67-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
FAC: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
The FAC utilizes:
. Hard-wired discretes
. Analog signals
(Ref. Fig. 22-68-00-11200-A - FAC - Discretes/Analog Interfaces)
AES
22-68-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Discrete Signals
A.
Inputs
NOTE :
The pin program inputs are not listed.
------------------------------------------------------------------------------!
NAME
! ELECTRICAL LEVEL !
FROM
!
SIGNAL STATUS
!
!----------------------!------------------!---------------!-------------------!
! AP OWN ENGD COM
!
GND/O.C.
! FMGC OWN C
! GND = ENGAGED
!
! AP OWN ENGD MON
!
GND/O.C.
! FMGC OWN M
! GND = ENGAGED
!
! AP OPP ENGD COM
!
GND/O.C.
! FMGC OPP C
! GND = ENGAGED
!
! AP OPP ENGD MON
!
GND/O.C.
! FMGC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! YAW OWN ENGD COM
!
GND/O.C.
! FAC OWN C
! GND = ENGAGED
!
! YAW OWN ENGD MON
!
GND/O.C.
! FAC OWN M
! GND = ENGAGED
!
! YAW OPP ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! YAW OPP ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! RUD TR OWN ENGD COM !
GND/O.C.
! FAC OWN C
! GND = ENGAGED
!
! RUD TR OWN ENGD MON !
GND/O.C.
! FAC OWN M
! GND = ENGAGED
!
! RUD TR OPP ENGD COM !
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! RUD TR OPP ENGD MON !
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! RTL OWN ENGD COM
!
GND/O.C.
! FAC OWN C
! GND = ENGAGED
!
! RTL OWN ENGD MON
!
GND/O.C.
! FAC OWN M
! GND = ENGAGED
!
! RTL OPP ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! RTL OPP ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! ELAC OWN HLTY MON
!
GND/O.C.
! ELAC OWN M
! GND = HEALTHY
!
! ELAC OPP HLTY COM
!
GND/O.C.
! ELAC OPP C
! GND = HEALTHY
!
!----------------------!------------------!---------------!-------------------!
! ENG OWN STP
!
GND/O.C.
! PRESS SW OWN ! GND = STOPPED
!
! ENG OPP STP
!
GND/O.C.
! PRESS SW OPP ! GND = STOPPED
!
!----------------------!------------------!---------------!-------------------!
! RUD TR R NC COM
!
GND/O.C.
! ) RUDDER
! OC = RIGHT
!
! RUD TR R NO MON
!
GND/O.C.
! ) TRIM
! GND = RIGHT
!
! RUD TR L NC COM
!
GND/O.C.
! ) COMMAND
! OC = LEFT
!
! RUD TR L NO MON
!
GND/O.C.
! ) SWITCH
! GND = LEFT
!
!----------------------!------------------!---------------!-------------------!
! RUD TR RES COM
!
GND/O.C.
! ) RUDDER TRIM ! OC = RESET
!
! RUD TR RES MON
!
GND/O.C.
! ) RESET SW
! GND = RESET
!
!----------------------!------------------!---------------!-------------------!
! YAW BYP PRESS SW
!
GND/O.C.
! ) YAW
! OC = (EV1 = EV2) !
! YAW BYP PRESS SW RET !
GND/O.C.
! ) ACTUATOR
! OC = (EV1 dif EV2)!
!----------------------!------------------!---------------!-------------------!
! FAC ENGT SW COM
!
28V/O.C.
! ) FAC
! 28V = ACTIVE
!
! FAC ENGT SW MON
!
GND/O.C.
! )ENGAGEMENT SW! GND = ACTIVE
!
!----------------------!------------------!---------------!-------------------!
! FAC OPP HLTY COM
!
GND/O.C.
! FAC OPP C
! GND = HEALTHY
!
! FAC OPP HLTY MON
!
GND/O.C.
! FAC OPP M
! GND = HEALTHY
!
!----------------------!------------------!---------------!-------------------!
! SIDE 1 COM
!
GND/O.C.
! AIRCRAFT
! GND = SIDE 1
!
AES
22-68-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
! SIDE 1 MON
!
GND/O.C.
! AIRCRAFT
! GND = SIDE 1
!
!----------------------!------------------!---------------!-------------------!
! RUD TR ACT HLTY
!
GND/O.C.
! TRIM ACTR
! GND = HEALTHY
!
! RTL ACT HLTY
!
GND/O.C.
! RTL ACTR
! GND = HEALTHY
!
!----------------------!------------------!---------------!-------------------!
! SLATS EXTD
!
GND/O.C.
! SFCC OWN
! GND = EXTD
!
! N GEAR PRESD
!
GND/O.C.
! LGCIU
! GND = PRESD
!
!----------------------!------------------!---------------!-------------------!
! ATT SW
!
GND/O.C.
! ATTITUDE SW
! GND = IRS 3
!
! AIR DATA SW
!
GND/O.C.
! AIR DATA SW
! GND = ADC 3
!
!----------------------!------------------!---------------!-------------------!
! HYD CIRC PRESS SW
!
GND/O.C.
! HYDRAULIC CKT ! GND = PRESS
!
!----------------------!------------------!---------------!-------------------!
! YAW EV COM RET
!
28V/O.C.
! ) YAW
! 28V = ACTIVE
!
! YAW EV MON RET
!
28V/O.C.
! ) ACTUATOR
! 28V = ACTIVE
!
------------------------------------------------------------------------------B. Outputs
------------------------------------------------------------------------------!
NAME
! ELECTRICAL LEVEL !
TO
!
SIGNAL STATUS
!
!----------------------!------------------!---------------!-------------------!
! FAC ENGD CMD
!
28V/O.C.
! ) FAC
! 28V = ENGAGED
!
! FAC ENGD MON
!
GND/O.C.
! ) P/B SW
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! FAC HLTY COM OWN
!
GND/O.C.
! FMGC OWN
! GND = HEALTHY
!
! FAC HLTY MON OWN
!
GND/O.C.
! FMGC OWN
! GND = HEALTHY
!
!
!
! FWC OWN
!
!
!
!
! DMC 1, 2, 3
!
!
!----------------------!------------------!---------------!-------------------!
! FAC HLTY COM OPP
!
GND/O.C.
! FMGC OPP
! GND = HEALTHY
!
!
!
! FAC OPP
!
!
! FAC HLTY MON OPP
!
GND/O.C.
! FMGC OPP
! GND = HEALTHY
!
!
!
! FAC OPP
!
!
!
!
! FWC OPP
!
!
!----------------------!------------------!---------------!-------------------!
! YAW ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! YAW ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! RUD TR ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! RUD TR ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! RTL ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! RTL ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! YAW EV COM
!
28V/O.C.
! ) YAW
! 28V = BYPASS
!
! YAW EV MON
!
28V/O.C.
! ) ACTUATOR
! 28V = BYPASS
!
!----------------------!------------------!---------------!-------------------!
! RUD TR ACT PWR ON
!
28V/O.C.
! RUD TRIM RLY ! 28V = POWER
!
! RUD TR ACT VALID
!
28V/O.C.
! TRIM ACTR
! 28V = VALID
!
!----------------------!------------------!---------------!-------------------!
! RTL ACT PWR ON
!
28V/O.C.
! RELAY RTL
! 28V = POWER
!
! RTL ACT VALID
!
28V/O.C.
! RTL ACTR
! 28V = VALID
!
!----------------------!------------------!---------------!-------------------!
AES
22-68-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
! RTL EMER ORDER
!
28V/O.C.
! ) RTL
! 28V = EMER
!
! RTL EMER ORDER RET
!
GND/O.C.
! ) ACTUATOR
! GND = EMER
!
!----------------------!------------------!---------------!-------------------!
! YD NLAW COM
!
GND/O.C.
! ELAC 1, 2
! GND = NLAW
!
! YD NLAW MON
!
GND/O.C.
! ELAC 1, 2
! GND = NLAW
!
-------------------------------------------------------------------------------
AES
22-68-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
Analog Signals
A. Inputs
------------------------------------------------------------------------------!
Signal
!
From
! Acqn ! I/P No. ! Wire No.!
!---------------------------------!----------------!------!---------!---------!
!
YAW V1 COM H
! )
! C
! ) 1
! ) 2
!
!
YAW V1 COM C
! ) YAW
! C
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
YAW V2 COM H
! ) LVDT
! C
! ) 1
! ) 2
!
!
YAW V2 COM C
! )
! C
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
YAW V1 MON H
! )
! M
! ) 1
! ) 2
!
!
YAW V1 MON C
! ) YAW
! M
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
YAW V2 MON H
! ) RVDT
! M
! ) 1
! ) 2
!
!
YAW V2 MON C
! )
! M
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
RUD TR V1 COM H
! )
! C
! ) 1
! ) 2
!
!
RUD TR V1 COM C
! ) RUDDER TRIM ! C
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
RUD TR V2 COM H
! ) RVDT
! C
! ) 1
! ) 2
!
!
RUD TR V2 COM C
! )
! C
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
RUD TR V1 MON H
! )
! M
! ) 1
! ) 2
!
!
RUD TR V1 MON C
! ) RUDDER TRIM ! M
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
RUD TR V2 MON H
! ) RVDT
! M
! ) 1
! ) 2
!
!
RUD TR V2 MON C
! )
! M
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
RTL V1 H
! )
! C
! ) 1
! ) 2
!
!
RTL V1 C
! ) RTL
! C
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
RTL V2 H
! ) RVDT
! C
! ) 1
! ) 2
!
!
RTL V2 C
! )
! C
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
28V+
! ) AIRCRAFT
! C
! ) 1
! ) 2
!
!
28V GND
! ) GENERATION ! C
! )
! )
!
------------------------------------------------------------------------------B. Outputs
------------------------------------------------------------------------------!
Signal
!
To
! O/P No. ! Wire No. !
!--------------------------------!----------------------!----------!----------!
!
YAW SV ORDER H
!
YAW
!
) 1
!
) 2
!
!
YAW SV ORDER C
!
ACTUATOR
!
)
!
)
!
!--------------------------------!----------------------!----------!----------!
!
RUD TR ORDER H
!
RUD TRIM
!
) 1
!
) 2
!
!
RUD TR ORDER C
!
ACTUATOR
!
)
!
)
!
!--------------------------------!----------------------!----------!----------!
!
RTL ORDER H
!
RTL
!
) 1
!
) 2
!
!
RTL ORDER C
!
ACTUATOR
!
)
!
)
!
AES
22-68-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
!--------------------------------!----------------------!----------!----------!
!
CHASSIS GND
!
AIRCRAFT
!
1
!
1
!
!--------------------------------!----------------------!----------!----------!
!
AC 28V
!
FAC
!
1
!
1
!
!
AC 28V GND
!
P/B SW
!
1
!
1
!
-------------------------------------------------------------------------------
AES
22-68-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
IN
CMD
OUT
IN
MON
OUT
YAW DAMP
POS
ELAC OPP
SFCC OWN
ELAC OWN
FMGC OWN
FMGC OPP
FMGC OPP
FMGC OWN
FAC ENGT
SW
FWC OWN
FWC OPP
LGCIU OWN
FAC OPP
F
A
C
ATT SW
DMC 1
DMC 2
AIR DATA
SW
DMC 3
RUD TRIM R
SW
FAC OPP
RUD TRIM L
SW
YAW
ACTUATOR
RUD TRIM
RESET SW
RUD TRIM
ACTUATOR
PRESS ENG
SW OWN
RTL
ACTUATOR
PRESS ENG
SW OPP
HYD PRESS
SW
ELAC OPP
ELAC OWN
IN
OUT
CMD
IN
OUT
MON
N_MM_226800_0_AAM0_01_00
AES
FIGURE 22-68-00-11200-A SHEET 1

FAC - Discretes/Analog Interfaces
22-68-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
FAC: ARINC BUS INTERFACES - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
(Ref. Fig. 22-69-00-11200-A - FAC - ARINC Interface)
The Flight Augmentation Computer (FAC) dialogues with the other components mainly through ARINC 429 digital
information system buses.
The figure shows the FAC interconnection. It is to be noted that the FAC data, except maintenance data, are
transmitted to the other systems through the FAC main bus.
AES
22-69-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Digital Outputs
This table contains all the output parameters in the digital form. They are sorted as per the numerical order of their
output label.
The infomation busses can be different between command and monitor channels: FAC OWN COM bus and FAC
OWN MON bus.
The following table gives:
. SYS LABEL SDI: (SDAC, FWC, DMC...) output label for which the parameter is available.
. PARAMETER DEFINITION: parameter name.
. RANGE ACCURACY: measurement range. Maximum value transmitted. When the digital value changes, the
change step is equal to the accuracy.
. UNIT: unit in which the digital value is transmitted.
. SIG BIT: indicates whether a sign bit is available.
. DATA BITS: number of bits used by the parameter in the label.
. UPD/MSEC: output transmission interval. The refresh rate is given in milliseconds.
. CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code
. ALPHA CODE: indicates the parameter mnemonic code.
. SOURCE ORIGIN: parameter source computer or system.
------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.047.00
!DSCRT DATA!
!Deg !
! 19 !175 !DIS !
!SFCC
!
! 2.047.00
!WORD 1
!
!
!
!
!
!
!
!27-81 !
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
!
!SLATS POS !Bit status 1!
! 11!
!
!
!
!
!
!
!VALID
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 12!
!
!
!
!
!
!
!0 DEG
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 13!
!
!
!
!
!
!
!>=21 DEG !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 14!
!
!
!
!
!
!
!>=26 DEG !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 15!
!
!
!
!
!
!
!MAX EXTD !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLATS WTB !Bit status 1!
! 16!
!
!
!
!
!
AES
22-69-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!ENGD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLAT FAULT!Bit status 1!
! 17!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS POS !Bit status 1!
! 18!
!
!
!
!
!
!
!VALID
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 19!
!
!
!
!
!
!
!0 DEG
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 20!
!
!
!
!
!
!
!>=9 DEG
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 21!
!
!
!
!
!
!
!>=19 DEG !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 22!
!
!
!
!
!
!
!>=35 DEG !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 23!
!
!
!
!
!
!
!MAX EXTD !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS WTB !Bit status 1!
! 24!
!
!
!
!
!
!
!ENGD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAP FAULT!Bit status 1!
! 25!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!NOSE GEAR !Bit status 1!
! 26!
!
!
!
!
!
!
!PRESSED
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!CSU OUT OF!Bit status 1!
! 27!
!
!
!
!
!
!
!DETENT
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLAT JAM !Bit status 1!
! 28!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAP JAM !Bit status 1!
! 29!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.070.00
!GAMMA A
!W+/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.070.00
!(TOT FPA) !R 0.0439
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.071.00
!GAMMA T
!W+/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.071.00
!(POTENTIAL!R 0.0439
!
!
!
!
!
!
!
!
!(COM)
! FPA)
!
!
!
!
!
!
!
!
!
AES
22-69-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
! 1.072.00
!DELTA
!W+/- 180
!Deg ! 29 ! 18 !175 !BNR !
!
!
! 2.072.00
!(GT-GA)Vc !R 0.00068
!
!
!
!
!
!
!
!
(COM)
!
!
!
!
!
!
!
!
!
!
1.073.00
!DELTA
!W+/- 180
!Deg ! 29 ! 18 !175 !BNR !
!
!
! 2.073.00
!(GT-GA)M !R 0.00068
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.074.00
!WEIGHT
!W 1310720
!Lbs !
! 15 !1400!BNR !
!FMGC
!
! 2.074.00
!
!R 40
!
!
!
!
!
!
!22-84 !
!(COM)
!
!
!
!
!
!
!
!
!075
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.076.00
!BALANCE XG!W 163849
!
!
! 14 !1400!BNR !
!FMGC
!
! 2.076.00
!
!R 0.01
!
!
!
!
!
!
!22-84 !
!(COM)
!
!
!
!
!
!
!
!
!077
!
!
!
!
!
!
!
!
!
!
!
!
! 1.077.00
!SIDESLIP !W+/- 32
!Deg ! 29 ! 15 !175 !BNR !
!
!
! 2.077.00
!TGT
!R 0.00098
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.127.00
!FAC SLAT !W+/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.127.00
!ANGLE
!R 0.0439
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
! 1.137.00
!FAC FLAP !W+/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.137.00
!ANGLE
!R 0.0439
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
AES
22-69-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
------------------------------------------------------------------------------! 1.146.00
!DSCRT DATA!
!
!
! 19 ! 35 !DIS !
!
!
! 2.146.00
!WORD 1
!
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
!
!YAW OWN
!Bit status 1!
! 11!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!YAW OPP
!Bit status 1!
! 12!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RUD TR OWN!Bit status 1!
! 13!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RUD TR OPP!Bit status 1!
! 14!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RTL OWN
!Bit status 1!
! 15!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RTL OPP
!Bit status 1!
! 16!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!ENGINE
!Bit status 1!
! 17!
!
!
!
!
!
!
!FAIL COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!PWR SPLY !Bit status 1!
! 18!
!
!
!
!
!
!
!26V HLTY !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!HYD ON
!Bit status 1!
! 19!
!
!
!
!
!
!
!GROUND
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!YD COMP C3!Bit status 1!
! 20!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!WINDSHEAR !Bit status 1!
! 21!
!
!
!
!
!
!
!CAUTION
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!1 ADC LOSS!Bit status 1!
! 22!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!1 IRS LOSS!Bit status 1!
! 23!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!AIR BRAKE !Bit status 1!
! 24!
!
!
!
!
!
!
!OUT
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!CONFIG ACQ!Bit status 1!
! 25!
!
!
!
!
!
!
!HLTY
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!YD VR HLTY!Bit status 1!
! 26!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!YD LVDT
!Bit status 1!
! 27!
!
!
!
!
!
!
!HLTY
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 28!
!
!
!
!
!
!
!WARNING
!
!
!
!
!
!
!
!
!
AES
22-69-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
! 1.146.00
! 2.146.00
!(MON)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
AES
!AVAILABLE !
!
!
!WINDSHEAR !Bit
!WARNING
!
!
!
!DSCRT DATA!
!WORD 1
!
!
!
!YAW OWN
!Bit
!ENGD MON !
!
!
!YAW OPP
!Bit
!ENGD MON !
!
!
!RUD TR OWN!Bit
!ENGD MON !
!
!
!RUD TR OPP!Bit
!ENGD MON !
!
!
!RTL OWN
!Bit
!ENGD MON !
!
!
!RTL OPP
!Bit
!ENGD MON !
!
!
!ENGINE
!Bit
!FAIL MON !
!
!
!PWR SPLY !Bit
!26V HLTY !
!
!
!HYD ON
!Bit
!GROUND
!
!
!
!YD COMP C3!Bit
!
!
!WINDSHEAR !Bit
!WARNING
!
!
!
!1 ADC LOSS!Bit
!
!
!1 IRS LOSS!Bit
!
!
!SLAT/FLAP !Bit
!FAULT
!
!
!
!CONFIG ACQ!Bit
!HLTY
!
!
!
!SPDVS HLTY!Bit
!
!
!FPA HLTY !Bit
status
status
status
status
status
status
status
status
status
status
status
status
status
status
status
status
status
status
!
!
1!
!
!
!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
1!
!
!
1!
!
1!
!
1!
!
!
1!
!
!
1!
!
1!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
29!
!
!
!
!
!
!
!
!
! 19 ! 35 !DIS
!
!
!
!
!
!
11!
!
!
!
!
!
!
!
!
12!
!
!
!
!
!
!
!
!
13!
!
!
!
!
!
!
!
!
14!
!
!
!
!
!
!
!
!
15!
!
!
!
!
!
!
!
!
16!
!
!
!
!
!
!
!
!
17!
!
!
!
!
!
!
!
!
18!
!
!
!
!
!
!
!
!
19!
!
!
!
!
!
!
!
!
20!
!
!
!
!
!
21!
!
!
!
!
!
!
!
!
22!
!
!
!
!
!
23!
!
!
!
!
!
24!
!
!
!
!
!
!
!
!
25!
!
!
!
!
!
!
!
!
26!
!
!
!
!
!
27!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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!
!
!
!
!
!
!
!
!
!
22-69-00 PB001
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
!DELTA FPA !Bit status 1!
! 28!
!
!
!
!
!
!
!HLTY
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 29!
!
!
!
!
!
!
!WARNING
!
!
!
!
!
!
!
!
!
!
!AVAILABLE !
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.167.00
!RUD TRV
!W+/- 180
!Deg ! 29 ! 11 !175 !BNR !
!
!
! 2.167.00
!CMD
!R 0.088
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
! 1.171.00
!DELTA R YD!W+/- 180
!Deg ! 29 ! 11 ! 35 !BNR !
!
!
! 2.171.00
!
!R 0.088
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
! 1.172.00
!DELTA R YD!W+/- 180
!Deg ! 29 ! 11 ! 35 !BNR !
!
!
! 2.172.00
!VOTED
!R 0.088
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.207.00
!VMAX
!W 512
!Kts !
! 11 !175 !BNR !VMAX !
!
! 2.207.00
!(MAX.
!150 to 450 !
!
!
!
!
!
!
!
!(COM)
!ALLOW.
!R 0.25+/- 1 !
!
!
!
!
!
!
!
!
!AIRSPEED) !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.226.00
!EST
!W +/- 32
!Deg ! 29 ! 15 !175 !BNR !SLP !
!
! 2.226.00
!SIDESLIP !R 0.00098
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.241.00
!AOA VOTED !W +/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.241.00
!
!-35 to +85 !
!
!
!
!
!
!
!
!(COM)
!
!R 0.044
!
!
!
!
!
!
!
!
!
!
!+/- 0.5
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.243.00
!V ALPHA
!W 256
!Kts !
! 12 !175 !BNR !
!
!
! 2.243.00
!LIM
!R 0.0625
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.245.00
!VLS (MIN !W 512
!Kts !
! 13 !175 !BNR ! VLS !
!
AES
22-69-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
! 2.245.00
!AIRSPEED) !R 0.0625
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.246.00
!STALL
!W 512
!Kts !
! 13 !175 !BNR !
!
!
! 2.246.00
!SPEED VS !R 0.0625
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.247.00
!V ALPHA
!W 256
!Kts !
! 12 !175 !BNR !
!
!
! 2.247.00
!PROT
!R 0.0625
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.256.00
!STL WARN !W 512
!Kts !
! 11 !175 !BNR !
!
!
! 2.256.00
!SPEED VSW !R 0.25
!
!
!
!
!
!
!
!
!(COM)
!(VSS)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.262.00
!PREDICTIVE!W 256
!Kts !
! 10 !175 !BNR !
!
!
! 2.262.00
!SPEED
!R 0.25
!
!
!
!
!
!
!
!
!(COM)
!VARIATION !
!
!
!
!
!
!
!
!
!
!(Vc TREND)!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.263.00
!V3 (MIN. !W 512
!Kts !
! 11 !175 !BNR ! V3 !
!
! 2.263.00
!SPD FLAPS !R 0.25
!
!
!
!
!
!
!
!
!(COM)
!RETR.)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.264.00
!V4 (MIN. !W 512
!Kts !
! 11 !175 !BNR ! V4 !
!
! 2.264.00
!SPD SLATS !R 0.25
!
!
!
!
!
!
!
!
!(COM)
!RETR.)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.265.00
!VMAN
!W 512
!Kts !
! 11 !175 !BNR !VMAN !
!
! 2.265.00
!(MANEUVER !R 0.25
!
!
!
!
!
!
!
!
!(COM)
!ING SPEED)!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.266.00
!VMAX (
!W 512
!Kts !
! 11 !175 !BNR !
!
!
! 2.266.00
!OPERATING)!R 0.25
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.267.00
!VFEN
!W 512
!Kts !
! 11 !175 !BNR !
!
!
! 2.267.00
!(PRED. MAX!R 0.25
!
!
!
!
!
!
!
!
!(COM)
!MANEUVER !
!
!
!
!
!
!
!
!
!
!SPEED)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.271.00
!DSCRT DATA!
!
!
! 4 ! 35 !DIS !
!
!
! 2.271.00
!WORD 1
!
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
!
!SPEED
!Bit status 1!
! 11!
!
!
!
!
!
!
!WARNING
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
AES
22-69-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
! 1.273.00
! 2.273.00
!(COM)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
AES
!ALTERNATE !Bit
!LAW
!
!
!
!OPP ADC206!Bit
!NCD ON GND!
!
!
!OPP ADC
!Bit
!NCD ON GND!
!
!
!DSCRT DATA!
!WORD 1
!
!
!
!ADC OWN
!Bit
!ACQ HLTY !
!
!
!ADC OPP
!Bit
!ACQ HLTY !
!
!
!ADC 3
!Bit
!ACQ HLTY !
!
!
!ADC OWN
!Bit
!VOT HLTY !
!
!
!ADC OPP
!Bit
!VOT HLTY !
!
!
!ADC 3
!Bit
!VOT HLTY !
!
!
!ADC OK
!Bit
!
!
!SWITCH 5 !Bit
!
!
!YD COM C2 !Bit
!
!
!YD PWR
!Bit
!LOOP HLTY !
!
!
!IRS OWN
!Bit
!ACQ HLTY !
!
!
!IRS OPP
!Bit
!ACQ HLTY !
!
!
!IRS 3
!Bit
!ACQ HLTY !
!
!
!IRS OWN
!Bit
!VOT HLTY !
!
!
!IRS OPP
!Bit
!VOT HLTY !
status 1!
!
!
status 1!
!
!
status 1!
!
!
!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
status 1!
!
status 1!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
12!
!
!
!
!
!
!
!
!
13!
!
!
!
!
!
!
!
!
14!
!
!
!
!
!
!
!
!
! 19 ! 35 !DIS
!
!
!
!
!
!
11!
!
!
!
!
!
!
!
!
12!
!
!
!
!
!
!
!
!
13!
!
!
!
!
!
!
!
!
14!
!
!
!
!
!
!
!
!
15!
!
!
!
!
!
!
!
!
16!
!
!
!
!
!
!
!
!
17!
!
!
!
!
!
18!
!
!
!
!
!
19!
!
!
!
!
!
20!
!
!
!
!
!
!
!
!
21!
!
!
!
!
!
!
!
!
22!
!
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!
!
!
!
!
!
23!
!
!
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!
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!
!
!
24!
!
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!
!
!
!
!
!
25!
!
!
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!
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!
!
!
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!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
22-69-00 PB001
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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!
!
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!
!
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!
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
! 1.273.00
! 2.273.00
!(MON)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
AES
!
!
!IRS 3
!Bit
!VOT HLTY !
!
!
!IRS OK
!Bit
!
!
!TR COMP C2!Bit
!
!
!RL COMP C2!Bit
!
!
!DSCRT DATA!
!WORD 1
!
!
!
!ADC OWN
!Bit
!ACQ HLTY !
!
!
!INTERNAL !Bit
!MONITORING!
!
!
!ADC 3
!Bit
!ACQ HLTY !
!
!
!PS COM
!Bit
!HLTY
!
!
!
!FAC SFTY !Bit
!TEST
!
!
!
!ARINC
!Bit
!HLTY
!
!
!
!ADC OK
!Bit
!
!
!ADC SW
!Bit
!DISAGREE !
!
!
!YD COM C2 !Bit
!
!
!YD PWR
!Bit
!LOOP HLTY !
!
!
!IRS OWN
!Bit
!ACQ HLTY !
!
!
!ARINC
!Bit
!FEEDBACK !
!HLTY
!
!
!
!IRS 3
!Bit
!ACQ HLTY !
!
!
!BUS COM
!Bit
!HLTY
!
!
status 1!
!
!
status 1!
!
status 1!
!
status 1!
!
!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
status 1!
!
!
status 1!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
!
status 1!
!
!
status 1!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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!
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!
!
!
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!
!
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!
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!
!
26!
!
!
!
!
!
!
!
!
27!
!
!
!
!
!
28!
!
!
!
!
!
29!
!
!
!
!
!
! 19 ! 35 !DIS
!
!
!
!
!
!
11!
!
!
!
!
!
!
!
!
12!
!
!
!
!
!
!
!
!
13!
!
!
!
!
!
!
!
!
14!
!
!
!
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!
!
15!
!
!
!
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!
!
16!
!
!
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!
!
17!
!
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!
18!
!
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!
19!
!
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!
20!
!
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!
21!
!
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!
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!
22!
!
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23!
!
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24!
!
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!
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!
!
!
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!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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!
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!
!
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!
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!
!
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!
!
22-69-00 PB001
!
!
!
!
!
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!
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!
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!
!
!
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!
!
!
!
!
!
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!
!
!
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!
!
!
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!
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
!FAC DW
!Bit status 1!
! 25!
!
!
!
!
!
!
!HLTY
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!EXPT
!Bit status 1!
! 26!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!IRS OK
!Bit status 1!
! 27!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!TR COMP C2!Bit status 1!
! 28!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RL COMP C2!Bit status 1!
! 29!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.274.00
!DSCRT DATA!
!
!
! 19 ! 35 !DIS !
!
!
! 2.274.00
!WORD 1
!
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
!
!S/F POS 1 !Bit status 1!
! 11!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 12!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 13!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 14!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 15!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!LGCIU OWN !Bit status 1!
! 16!
!
!
!
!
!
!
!VALID
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!LGCIU LOSS!Bit status 1!
! 17!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!L GEAR
!Bit status 1!
! 18!
!
!
!
!
!
!
!PRESSED
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!R GEAR
!Bit status 1!
! 19!
!
!
!
!
!
!
!PRESSED
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!MAIN GEAR !Bit status 1!
! 20!
!
!
!
!
!
!
!OUT
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SFCC OWN !Bit status 1!
! 21!
!
!
!
!
!
!
!VALID
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SFCC LOSS !Bit status 1!
! 22!
!
!
!
!
!
AES
22-69-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
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AES
22-69-00 PB001
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
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AES
22-69-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
INTERNAL BUS
CMD
FMGC
OWN
FMGC
OPP
MON
OUT
OUT IN
IN
1
1
CFDIU
1
1
CFDIU
F
I
D
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1
1
FAC OPP
ADC OWN
IRS OWN
FAC OPP
ADC OPP
F
A
C
IRS OPP
FM
FMGC OWN
ADC 3
IRS 3
FM
FMGC OPP
ELAC OWN
ELAC OPP
FWC 1
SFCC OWN
FWC 2
LGCIU OWN
DMC 1
DMC 2
DMC 3
IN
OUT IN
CMD
OUT
MON
DMU
(IF FITTED)
1 FAC 1 ONLY
N_MM_226900_0_ABM0_01_00
AES
FIGURE 22-69-00-11200-A SHEET 1

FAC - ARINC Interface
22-69-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321

OPERATION
** On A/C 003-007
1.
General
The Flight Management System (FMS) performs various functions to help the crew in the management of the flight.
These functions are all constructed from a lateral and a vertical flight plan. The pilot can select this flight plan from
a data base stored in the system and can modify it at any time (Ref. para 3.A.).
In the lateral plan, the FMS performs:
. navigation computation (aircraft position),
. radio navigation aids selection (automatically or by pilot selection),
. lateral guidance to maintain the aircraft along the flight plan from takeoff to approach (Ref. para. 3.B.).
In the vertical plan, it computes:
. an optimum speed at each point,
. other characteristic speeds,
. the aircraft weight and center of gravity.
Then it computes predictions along the flight plan based on these speeds and weight. It performs vertical guidance
referenced to these predictions. Other miscellaneous performance computations are also made (Ref. para. 3.C.).
The crew can insert various data or select function modes through two MCDUs (Multipurpose Control and Display
Unit) linked to the FMGCs (Flight Management and Guidance Computer).
The MCDUs, both NDs, and, for some parameters, the PFDs are also used by the system to display information
related to the above-mentioned functions (Ref. para. 3.D.).
AES
22-70-00 PB001
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Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
2.
System Description
The FMS general architecture which shows the two FMSs incorporated in the FMGCs, with the two MCDUs and the
DMCs for display is given in figure.
(Ref. Fig. 22-70-00-12300-A - FMS - General Architecture)
It has to be noted that the navigation data base must be loaded once every 28 days by a loader (type ARINC 603)
which is plugged to the FMS in the cockpit (Ref. 22-83-00-00).
The navigation data base can be loaded from one FMGC to the other FMGC through the intersystem bus. This
function is called Nav data base crossload. The conditions required to activate the crossload function are as follow:
. pin related to this function activated
. aircraft in PREFLIGHT or DONE phase
. different data base cycle in each FMGC/MCDU status.
When the three conditions are all met, the ACTIVATE CROSSLOAD indication comes into view on the aircraft
status page of both MCDUs. To transfer any nav data base, push the line key (4L) adjacent to the ACTIVATE
CROSSLOAD indication on the MCDU related to the transmitting FMGC. The CONFIRM CROSSLOAD indication
comes into view on the line adjacent to the key 4L of the transmitting MCDU. This line is blanked on the receiving
MCDU. If you push the line key adjacent to the CONFIRM CROSSLOAD indication, the NAV DATA BASE
CRASSLOAD IN PROCESS message and the percentage progress come into view on both MCDUs.
The FMS navigation, radio navigation and lateral guidance architectures are shown in the following figures.
(Ref. Fig. 22-70-00-12400-A - FMS - NAV Architecture)
(Ref. Fig. 22-70-00-12500-A - FMS - RAD NAV Architecture)
(Ref. Fig. 22-70-00-12600-A - FMS - Lateral Guidance Architecture)
(Ref. Fig. 22-70-00-12700-A - FMS - Weight Architecture)
The architecture for weight and speed calculation and for vertical guidance/ predictions is given in the following
figures.
(Ref. Fig. 22-70-00-12800-A - FMS - Predictions/Vertical Guidance Architecture)
The MCDUs are also shared between other systems : CFDIU, AIDS, ACARS.
However, the FMS has priority. This means that when the power is set up after a long-term interrupt, the MCDUs
are linked to the FMS automatically. The displayed page is the A/C STATUS page which gives the FMS
configuration. A specific procedure allows access to the other systems.
If the MCDUs are already working when the FMGCs are powered, the display is not modified. The crew has then to
press any page key (except MCDU MENU) to be coupled to the FMGC. The initialization will be briefly described in
next section.
AES
22-70-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
3.
Operation
A.
Initialization and Flight Planning

Due to the type of the various functions that the system is performing during the flight, the crew is required to
initialize the system by inserting some data via the MCDU.
To do so, the pilot must ensure that the MCDUs are correctly coupled to the FMGCs. The first page displayed
by the FMGC, at power-up on the ground or after access through the MCDU MENU page, is the A/C status
page which allows the crew to be aware of the status of the FMS.
Then by selecting the INIT page, the pilot has the possibility to initialize the FMS (Ref. 22-71-00-00).
The initialization consists of three main functions:
. Select a flight plan which will be the real basis for all computations and displays performed by the FMS
. Align the IRSs by using the position of the airport stored in the FMS data base and called by selection of
the flight plan
. Enter the zero fuel weight (ZFW) and center of gravity for zero fuel weight (ZFWCG) which will be used for
all the various performance computations.
The last two functions being self-explanatory, the following explains what a flight plan consists of for the FMS.
A flight plan is composed of various elements which indicate the routes the aircraft must follow and the
limitations along these routes.
The lateral elements (Ref. 22-71-00-00) are:
. Origin airport and runway
. Departure procedure including optionally a RWY-SID transition, a SID and an En route transition. The
procedures are defined by the various legs and the waypoints between these legs
. En route airways and waypoints
. Arrival procedure including optionally an En route transition, a STAR, a STAR-approach transition, an
approach and a missed approach
. Alternate flight plan which is defined as the primary flight plan.
The vertical elements are:
. The takeoff altitudes (Thrust reduction and acceleration altitudes) and the go around altitudes (1)
. The altitude and flight path angle constraints at the waypoints in all the procedures
. The time speed constraints also at the waypoints in all the procedures
. The climb and descent speed limits (e.g. 250 kts below 10,000 ft.)
. The cruise flight levels and possibly step climb/descent
. The cost index for this flight plan, which permits to translate the time cost and fuel cost in the same unit.
All these lateral and vertical elements are or may be defined during initialization. They may be included in
the navigation data base which is resident in the FMS. They may also be contained in a specific record with
a specific name (Company route) and therefore can be initialized by entering the company route number in
the INIT page.
NOTE :
The whole paragraph above does not apply to these elements.
It has to be noted that the navigation data base (Ref. 22-71-00-00) includes therefore all the elements allowing
the construction of company routes.
In addition, to allow flight plan modifications by the crew, the data base contains also a set of waypoints,
navaids and airports in the region covered by the data base. Together with the airports, the departure/arrival
procedures are also defined even if not part of any company route. The file of navaids is also used for the navaid
autotune function described later.
Besides the nav data base, there is a performance data base containing various data corresponding to the
aircraft and engine models. This performance data base is used for the performance functions (Ref.
22-71-00-00).
Once introduced in the system, the flight plan may be displayed on the MCDU (F-PLN pages) and on the ND in
the ARC, ROSE-NAV and PLAN modes.
Flight plan modifications can then be performed by the crew.
AES
22-70-00 PB001
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Two types of F-PLN revisions exist:
. Lateral revisions: an insertion or deletion of a waypoint in the F-PLN, an insertion of a leg to fly direct to a
waypoint (2), an introduction or a modification of a departure procedure either partially or entirely, an
introduction or a modification of an arrival procedure either partially or entirely, a modification of the
destination, a modification of the alternate F-PLN, an activation of the alternate F-PLN, an insertion of an
airway from a F-PLN waypoint down to a specific waypoint, a creation of an offset path, an insertion or a
deletion of a Holding pattern, and an activation of the engine out SID.
NOTE :
All the modifications of the lateral F-PLN except DIRECT TO require the insertion of a temporary FPLN which is displayed on the MCDU and the ND.
The lateral revision rules are described in section 22-71-00.
. Vertical revisions: an insertion, a modification or a deletion of any altitude or speed constraint in the
F-PLN, the same for speed limits in climb and/or descent phase, and the same for a step climb or
descent in cruise.
In addition the crew can modify the cruise flight level, the cost index, the takeoff/go around altitudes and
insert estimated winds along the F-PLN.
The vertical revision rules are described in section 22-71-00.
A time constraint at any F-PLN waypoint can also be entered by the crew.
The crew has also the possibility to create a SECONDARY FLIGHT PLAN.
This SEC F-PLN which has exactly the same structure as the ACTIVE F-PLN may be used for several functions:
. Preparation of a second departure procedure before takeoff, when this one is defined late.
. Preparation of the next flight while in flight.
. Training.
The SEC F-PLN may be created either by copying the active F-PLN or by initialization as for the active F-PLN.
It may then be displayed on the MCDU (SEC F-PLN pages) and on the ND with a specific color. When created,
the SEC F-PLN may be activated under certain conditions. For more details, Ref. section 22-71-00.
B.
Lateral Functions
The FMS lateral functions are made up of three main items. There are:
. Navigation (aircraft position)
. Radio navigation tuning
. Lateral guidance along the flight plan.
The navigation consists in determining the best estimate of the aircraft position and to evaluating the accuracy
of this estimate. The FMS uses data from:
. ADIRSs for inertial speeds and positions
. DMEs for direct distance to various stations
. VORs for bearing to a station
. ILS for localizer update
. GPS sensors (if fitted).
These data are then mixed following various methods which are selected by accuracy preference and signal
availability. Normally, the three ADIRS data are used and mixed together to provide the inertial position.
If data from one ADIRS are not available, then each FMS computes the inertial position from only one ADIRS.
If no ADIRS data are available, then the FMS does not compute any position: A/ POSITION INVALID message
is provided.
The GPS data are used by the ADIRS to compute hybrid GPIRS positions; these GPIRS positions are
transmitted to each FMGC which selects one of them.
The data from up to 5 DME stations may be used. These data are normally transmitted by the onside DME
which is directly scanned by the FMS following an algorithm which researches the best DME station geometry
as a function of the aircraft position. When 2 DME stations at least are correctly received, then the system
computes a DME-DME position.
AES
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If only one DME station is received, the system uses the VOR bearing associated to the DME (if any) to
compute a VOR-DME position.
If no VOR is available, no radio position is computed.
The GPIRS or radio position, when present, is then mixed with the inertial position through a complementary
filter to provide the aircraft position which is used for display and guidance.
When a LOC signal is available in approach, the FMS uses this LOC signal to update the position.
The mode selection logic is described in section 22-72-00.
In addition to these computations, the FMS updates the aircraft position:
. At takeoff, on the runway threshold or intercept
. In flight, on demand by the crew.
As additional navigation data, the system provides a class of accuracy (HIGH or LOW) which depends on the
algorithm used, on the nature of the signals and the flight area (route, terminal, approach). Various warnings
are provided on the MCDU and ND when this class is modified.
Also the system computes the ground speed, the wind velocity/direction, the distance to the active waypoint
and the bearing and distance to any pilot-selected waypoint or navaid.
The second function consists of the radio navigation and tuning. The VORs, DMEs, ILSs and ADFs are normally
tuned either automatically by the system or manually by the crew on the RAD NAV page.
It has to be noted that, for manual tuning:
. In normal case, both side receivers are tuned on either MCDU
. In case of the failure of one FMGC, both side receivers are also tuned on either MCDU
. In case of the failure of one MCDU, the other MCDU allows tuning of both side receivers
. In case of the failure of two FMGCs, the crew has then to tune the frequencies on the RMPs.
Manual tuning of the navaids is performed by selecting:
. An ident or a frequency, and possibly a course for the VOR (/DME)
. An ident or a frequency, and possibly a course for the ILS (/DME)
. An ident or a frequency, and possibly the BFO for the ADF.
The autotuning selects the same data (except BFO for the ADF) following some internal logic
** On A/C 004-007
(Ref. 22-72-00-00)
** On A/C 003-003
EMB SB 22-1068 FOR A/C 003-003
(Ref. 22-72-00-00-01). It has to be noted that manual tuning always has priority over automatic tuning. For
aircraft position the FMGS autotunes the DMEs and possibly the VOR as already described. The tuning (manual
or automatic) can only be performed if no RMP is set in NAV mode.
Having an active flight plan and the aircraft position, the system is then able to perform lateral guidance along
the flight plan.
The first task computes the various geometric parameters defining the current active leg according to its type
(course, heading, great circle, arc, procedures, etc.) and the guidance parameters on this leg (desired
heading/course, desired track, leg distance...).
Then the transition path between the current active leg and the next leg is defined by the same type of
parameters and the system determines on which part of a leg the aircraft must be guided to.
The following task consists in sequencing the flight plan as long as the aircraft progresses along it. This is done
by evaluating the track distance to the termination point of the active leg (to waypoint or bisector between both
legs).Sequencing occurs when this distance becomes zero.
Then the system determines the type of control law which is required to guide the aircraft (heading, track,
lateral path) as well as the targets (desired heading or course, crosstrack error, track angle error, precomputed
roll angle).
Some of these intermediate values are displayed on the MCDU or the ND (XTK, distance to go, ...).
The control laws are located either on the FG part of the FMGC (heading and track modes) or on the FM part
(lateral path). In this last case,a roll command is transmitted to the FG part.
AES
22-70-00 PB001
Page 5
May 01/12
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At last, the FMS computes, when the LAT AUTO control mode is armed, the capture zone within which NAV
will be engaged. This zone varies with the type of active leg, and is defined so that the aircraft should not
overshoot the lateral path for the geometric path case. In case of heading or course legs, the NAV mode,
assuming all conditions of signals are valid, engages immediately.
** On A/C 003-007
C.
Vertical Functions
The main vertical function is the computation of time and fuel predictions along a computed vertical flight plan
and guidance along this vertical flight plan. In order to achieve this, in addition to the vertical flight plan
elements seen in para. A. above, the FMS computes the aircraft weight and center of gravity continuously and
various speeds for flight envelope and optimization.
The weight computation starts when the crew has inserted a ZFW in the INIT page and one engine is started.
At this time, the FMS reads the fuel quantity information which is used to initialize a filter. This filter
determines the fuel on board from fuel flow indication and fuel quantity indicator. A reversion logic exists : when
one sensor fails, corresponding data are ignored.
The center of gravity is derived from the inserted ZFW CG during initialization and the fuel consumption.
Gross weight and CG are displayed on the MCDU and the ECAM.
Gross weight is also transmitted to the FAC before takeoff and above 15,000 ft./250 kts for speed envelope
computation. The FMS uses FAC envelope speeds for guidance; these are computed with the FAC gross weight.
Hence there may be discrepancies between real-time speeds and predicted speeds (which are computed according
to the FMS predicted GW) if gross weights computed by the FAC and the FMS do not match.
Various speeds are computed by the FMS for prediction. First, the speeds determining the flight envelope are
computed. They are based on stall/ buffeting limits, engine thrust limits and VMO/MMO and the configuration
assumed for the prediction point. Also, max and min operational speeds are computed; they will limit the speed
optimization research.
The optimum speeds are computed in clean configuration, in climb, cruise or descent from various parameters:
cost index, gross weight and CG, wind, altitude and temperature. The cost index is a parameter which translates
the flight time cost in fuel flow units. Minimum fuel optimization is performed with 0 cost index. Minimum time
optimization is performed with 999 cost index. This value is selected by the airlines.
The crew may manually select a speed or a Mach number on the FCU. This speed is taken into account by
predictions for the current phase. If the crew selects a speed in climb, the FMS will automatically select the
corresponding Mach number when the aircraft crosses a predetermined crossover altitude. The same occurs in
descent when the crew selects a Mach number on the FCU before crossing the crossover altitude.
In addition to this selection, the crew may preselect a speed or a Mach number on the MCDU for climb or cruise
flight phase. This preselection will become active when the considered flight phase becomes active.
The FMS also computes several characteristic speeds which are displayed on the MCDU and used for
predictions. They are :
. Takeoff speeds (F, S, VFTO) and go around speeds.
. Expedite speeds in climb and descent phase.
. Approach speeds: F, S, VFTO and VLS, VAPP according to the landing configuration preselected on the
MCDU.
NOTE :
Takeoff speeds (V1, VR and V2) are entered on the MCDU. V1 and V2 are transmitted to the PFD. V2
is used by the FG part in SRS mode during takeoff.
The landing configuration selected on the MCDU is transmitted to the GPWS for inhibition of warning in
approach.
Having defined the vertical flight plan elements as well as the inputs parameters for prediction and guidance, the
following describes shortly the prediction process.
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(1) Predictions
MCDU F-PLN predictions do not take the engaged autopilot mode into account. This means that the
MCDU flight plan display represents the predictions along the flight plan based on specific assumptions
described below for each flight phase.
For takeoff phase, the predicted profile starts with a first segment at V2 + 10 kts and a Max takeoff thrust
until the thrust reduction altitude is reached. This is followed by a second segment at V2 + 10 kts and
Max climb thrust up to the acceleration altitude. These predictions (time, distance, fuel) are based on
precomputed allowances.
Predictions in climb start with an acceleration segment from V2 + 10 kts until the selected climb speed or
the lower speed between :
. the optimum,
. the climb speed limit,
. any climb speed constraint
is reached.
The climb speed profile satisfies all the speed constraints and limits. The altitude profile, based on this
speed profile and max climb thrust is limited by any AT or BELOW altitude constraint (if any). The speed
profile is not modified to satisfy high altitude constraint. The constraints in climb are outlined by a star *
on the corresponding field in the F-PLN page.
The star is normally magenta but can be amber if the system predicts that the constraint will be missed.
The end of the climb phase is indicated by the pseudo waypoint T/C on the F-PLN page.
For cruise, predictions compute speed, time and fuel assuming altitude hold at the cruise flight level. A step
climb or descent may exist. The speed profile in optimum mode (ECON) varies as the weight decreases
during the flight. The T/D pseudo waypoint which terminates the cruise phase is computed by the descent
profile calculation. From takeoff to cruise phase, the predictions and the profile are recomputed periodically
or following modification of any flight plan elements or speed or weight.
In order to get predictions for the descent phase, a descent path is computed backwards from the first
approach point (DECEL) to the cruise (or step) flight level. This path is divided into 3 parts. The bottom
part is a geometric path defined by straight segments in space between the various altitude constraints so
that a minimum of pitch maneuver is required.
Above the highest restrictive descent altitude constraint, the system computes an idle path based on
holding of the descent speed and idle thrust + delta.
This segment applies up to the cruise flight level where the T/D pseudo waypoint is defined.
However, if a specified cabin rate must be reached, a repressurization segment is inserted at the top of the
idle path, and a new T/D is defined. It is based on hold of the descent speed and a vertical speed computed
from the specified cabin rate value.
The predictions compute the flight plan parameters (time/fuel) based on this path. The total descent time
is also computed and from the cruise flight level and the airport elevation, the descent cabin rate is
computed and displayed on the MCDU if it exceeds the specified cabin rate.
The descent path and the predictions are recomputed after each flight plan modification or speed selection
change or any destination parameter modification, when the aircraft is not in descent. If the aircraft is in
descent phase, the descent path is also recomputed when the aircraft reaches a holding pattern or a too
steep path. Note that an HM holding pattern is never considered as part of the descent path.
When the aircraft is offpath, the system computes predictions with specific return to path assumptions
(hold vertical speed if below the path, idle thrust and half speedbrakes extended if above the path). If the
return to path from above does not intercept the path before the next altitude constraint, then a
message requesting the extension of speedbrakes is displayed on the PFD.
It is also displayed if a deceleration is required while above path.
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The approach phase starts at the DECEL point where the aircraft should start decelerating to reach VAPP
at 1000 ft. AGL. The approach profile is then also defined backwards according to approach procedure
data. Idle thrust is assumed until reaching the descent speed where the DECEL pseudo waypoint is defined.
The various flap/slat configurations are assumed to be extended at the maneuvering speed. If an altitude
constraint exists, an idle descent at constant speed is defined just after the constraint. If a speed constraint
exists, a speed hold segment is defined after this constraint until the next point where a deceleration is
required to reach the final conditions. Once the approach profile is determined, predictions on the approach
are computed and shown on the MCDU. There are no predictions for go around.
(2) Guidance
FM vertical guidance modes are CLB, DES, and FINAL.
. CLB mode can be armed or engaged only in LATERAL AUTO CONTROL, below FCU selected
altitude.
In CLIMB or CRUISE phase when CLB mode is engaged, speed is held with the elevators and maximum
available thrust is targeted. In CLIMB phase when a level off is required for an altitude constraint, ALT
ACQ mode is engaged automatically and CLB mode is armed for automatic re-engagement when the
constraint is passed.
. DES mode can be armed or engaged only in LATERAL AUTO CONTROL, above FCU selected
altitude.
In CRUISE phase, DES mode can be engaged manually to perform a step-descent or to initiate
DESCENT phase. When DES mode is engaged for a step-descent, the elevators maintain -1000 ft/mn
and speed is held with thrust.
In DESCENT or APPROACH phase, when DES mode is engaged guidance depends on aircraft position
relative to the vertical flight path and whether aircraft speed is correct.
Elevators are used to control the aircraft to the path. Thrust can be applied to prevent underspeeding
or to maintain speed. When the aircraft is above path or overspeeding, idle thrust and speed elevator
control is used. If the aircraft is below path or inside a holding pattern, vertical speed or flight path
angle elevator control is used and speed is held with thrust.
To minimize throttle movement in SPEED AUTO CONTROL, aircraft speed is allowed to vary within a
certain margin which is displayed on the PFD. In SPEED MANUAL CONTROL, there are no margins
and selected speed is maintained.
When a level off is required for an altitude constraint, ALT ACQ mode is engaged automatically and
DES mode is armed for automatic re-engagement when the constraint is passed. Altitude constraints
are ignored when flying an HM.
. FINAL mode can only be armed for a non-precision approach : VOR, NDB or RNAV.
The system can engage FINAL mode only in LATERAL AUTO CONTROL, during APPROACH phase,
when the aircraft is close enough to the lateral and vertical approach paths and beyond the DECEL
point. When FINAL mode is engaged, elevators are used to control the aircraft to the path and speed is
held with thrust. FCU selected altitude is ignored in FINAL mode.
(3) Targets
In SPEED AUTO CONTROL, the FM can provide speed targets for display and guidance.
. in EXP CLB mode: max (VMAN, VLS)
. in EXP DES mode: min (VMO-10, MMO-0.02, VMAX)
. In LATERAL AUTO CONTROL: aircraft speed will follow the predicted speed profile. Speed
constraints, limits and holding pattern speeds are observed. The aircraft will anticipate on decelerations
as required.
. In LATERAL MANUAL CONTROL: speed constraints, which are tied to the lateral path, are not taken
into account. Only speed limits are observed below their specified altitude.
In CRUISE phase beyond the top of descent and during DESCENT and APPROACH phases, the vertical
flight path altitude is displayed on the PFD altitude scale. When FINAL mode is armed or engaged, it is
displayed relative to aircraft altitude on a specific precision scale.
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In LATERAL AUTO CONTROL, the corresponding vertical deviation (flight path altitude minus aircraft
altitude) is displayed on the MCDU. In LATERAL MANUAL CONTROL, the required distance to land
(minimum distance to descend and decelerate to VAPP at destination) and the direct distance to
destination (via the LOC capture or final approach point) are displayed instead.
(4) Visual cues
Specific symbols are displayed on the ND. DECEL point excepted, they are predicted according to the
modes which are actually engaged, unlike MCDU F-PLN predictions.
. The magenta DECEL (D) symbol is displayed on the flight plan at the point where the aircraft is
expected to begin decelerating to approach speed, and beyond which FINAL mode is allowed to engage.
It is identical to the MCDU (DECEL) point.
. LEVEL OFF symbols are displayed where the aircraft will level off for an altitude constraint (in
magenta colour and only in CLB, DES or FINAL mode) or to FCU selected altitude (in cyan).
. In LATERAL AUTO CONTROL, START OF CLIMB or TOP OF DESCENT symbols are displayed on
the flight plan where the aircraft should (in white) or actually will (in cyan) resume climb or descent
after a level-off.
. In LATERAL AUTO CONTROL, a path INTERCEPT symbol is displayed on the flight plan in
DESCENT or APPROACH phase at the point where the aircraft should (in white) or actually will (in
cyan) capture the vertical flight path.
. In LATERAL AUTO CONTROL, altitude constraints are highlighted with a o symbol. In V/S, FPA,
EXP, or OPEN modes, it can be displayed in white only at the TO waypoint. Otherwise, it can be
displayed at the next 2 down path constraints in amber or magenta, according to whether the
constraint predicted missed or made.
. In SPEED AUTO CONTROL (except in EXP mode), a magenta SPEED CHANGE o symbol is
displayed at the next point where the speed target will automatically step up or down to command an
acceleration or a deceleration.
(5) Engine out computation
An engine out is detected automatically by the system according to various signals transmitted by the
FADECs. During an engine out, in take-off, climb, cruise or go around phase, only the engine out maximum
altitude is computed, and no other predictions are available. SPEED AUTO CONTROL is possible, but
none of the FM vertical modes (CLB, DES, or FINAL) are available. If the engine-out occurs in descent or
approach phase, the same predictions as in twin-engine are computed and the same modes are available
(DES and FINAL). It is possible to manually override engine out detection to force the FMS to revert to
dual engine state with the EO CLR prompt.
(6) Altitude planning
This function computes the distance and time required to reach a predetermined altitude. This calculation
is made for the active speed mode (ECON or manual speed) and for the EXPEDITE mode. It is available
only in takeoff, climb and descent phase.
(7) Performance factor
In order to adjust the aircraft/engine model versus the actual aircraft performance, it is possible to define a
performance factor. This value can only be set on ground before engine start.
(8) Overview of alternate
The system provides time and fuel predictions for up to 6 alternate destinations defined in data base in the
airport file. A seventh airport may be selected by the crew and the NO ALTERNATE option is also
evaluated. Airway distance is used in this computation.
(9) Maximum altitudes
A maximum recommended altitude is computed and displayed on the MCDU.
It uses limitations from the engine max climb thrust, buffeting (0.2 g margin) and max certified altitude. An
absolute maximum altitude is computed and limits the CRZ FL entry. It is defined as the previous one
except that a 0.3 g buffet margin is used.
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(10) Max holding time
When the aircraft flies in a holding pattern, the system computes the maximum time the aircraft can
remain in the holding pattern. For this computation, it uses the fuel policy, the alternate selection and
assumes 0 extra fuel.
D. Operational Use
The interface between the crew and the FMS is performed through the various CRTs in the cockpit and
particularly the MCDU and the ND. This section deals with the general rules defining the use of these
computers from an FMS standpoint. The general use with two FMGCs is also explained.
The MCDU is used to select data in the system (pilot entry) and to display most FMS information to the pilot.
Although the MCDU is used for various systems (CFDIU, AIDS, ACARS), it is coupled by priority to the FMGC.
This means in particular that a direct access to an FMGC page can be obtained by selecting the corresponding
mode key.
The MCDU keyboard is composed of an alphanumeric part used for pilot entry. When the pilot presses one of
these keys, the corresponding symbol is written on the 14th line of the MCDU screen (the scratchpad line).
When all data are entered in the scratchpad, the pilot must then press the line select key to insert the
information in the scratchpad. It is possible to clear this information partially or entirely by means of the CLR
key.
Specific rules concerning format, possible entries or clearing functions are explained in section 22-74-00.
The MCDU keyboard features several mode/page keys:
. The MCDU MENU gives access to a menu page which allows selection of the coupling of the MCDU to any
other system (Ref. 22-80-00).
. 10 page keys give access to the corresponding pages. Some pages are usually displayed according to the
flight phase: INIT and F-PLN pages before takeoff, F-PLN and PERF pages during takeoff, F-PLN and
PROG pages during climb, cruise and descent, and F-PLN and PERF pages during approach and go around.
Pages may automatically vary in data and format according to the flight conditions. For example, the FPLN page is modified each time the flight plan is sequenced.
Some pages may also give access to other pages through a hierarchy described in section 22-74-00.
. 3 mode keys are used to modify the displayed page when all the information to be displayed does not fit in
one page. These keys allow either vertical slewing or horizontal slewing.
In order to display the information, the FMGC is constrained to satisfy various rules. They are applied also to
any other computer linked to the MCDU. These rules concern:
. data format
. character size
. use of various symbols
. color use. These rules, when applicable are common with the EIS color rules.
Besides the data displayed by the system through the whole set of pages, the FMGC may also display various
messages in the scratchpad. They may be used for:
. direct answer to a pilot entry (e.g. NOT ALLOWED)
. recommendation to the crew (e.g. TUNE TOU/117.7)
. acknowledgement of a specific event (e.g. FMS 1/2 SPD TGT DIFF)
. warning of a degradation in functioning (e.g. NAV ACCUR DOWN GRADED).
Display rules vary according to their importance. The most important messages (linked to navigation or
guidance) are also displayed on EIS (ND or PFD). The list of the messages is given in 22-74-00.
The second basic instrument used for FMS operations is the Navigation Display (ND). The ND description is
given in the 31-65-00. The data transmitted by the FMS are described in 22-75-00. As a reminder, the ND
works in five different modes selected on the FCU. For three of them (ARC, PLAN, ROSE-NAV) the ND
displays the flight plan elaborated in the FMS at a scale defined by the range selected on the FCU. There is
absolute correspondence between the flight plan displayed on the MCDU and the one displayed on the ND.
When the MCDU displays the secondary F-PLN, the ND does so.
In addition to the active lateral flight plan, the ND displays various information concerning the navigation and
the lateral/vertical guidance:
. Radio nav station tuned by the FMS for display or position calculation.
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They are located on the ND in accordance with the aircraft position and the flight plan.
Self-elaborated message in case of disagreement between the radio nav frequency as selected by the FMS
and the frequency actually tuned by the receivers.
. All the data base waypoints, VOR stations, NDB or airport in the displayed area following the selection of
the various options on the FCU.
. Cross track error and transition turns of the flight plan.
. Some important messages elaborated in the FMS.
. Pseudo waypoints computed by the vertical functions for vertical guidance aid.
Finally, two other instruments are used to display FMS information.
The PFD as main guidance instrument displays the data computed or inserted on the MCDU such as ECON
speed targets and target altitudes in automatic guidance modes, V1 and V2, DH or MDA in approach. The
ECAM is used to display the aircraft gross weight.
The installation of the whole system is dual, following the architecture described in figure
The FMS works then normally in DUAL mode based on the master/slave principle; the master FMS is the one
associated with the autopilot engaged. If no autopilot is engaged, the side 1 is master.
Based on this principle, all the data entered by a pilot on any MCDU are transmitted to both FMGCs through
the intersystem bus. The computations in each side are made independently of the other side. However, the
results are either synchronized (e.g. lateral/vertical flight plan) by the master side or compared (e.g. aircraft
position). In the latter case, a miscomparison will lead to a message or even to the disengagement of the dual
mode. The comparisons which may lead to disengage the dual mode, during power up, are the following:
. Data base incompatibility
. Operational program
. Aircraft/engine model section.
In this case, both systems work in independent mode. This means that the entry of data on one MCDU applies
only on the same FMS side. The MCDU, ND and PFD display is linked to the own side FMS. A long-term
power-up is required to intend to revert to dual mode. Each FMGC will tune its own side radio nav receiver. The
crew has to tune the left side radio nav on the left MCDU, the right side radio nav on the right MCDU. This
applies also to ILS selection.
A particular case of operation is when one FMS has failed. The alive FMS then reverts to SINGLE mode. The
operations on the MCDUs are exactly similar to the DUAL mode except that the response time may be longer. If
the ND modes and ranges are synchronized on both sides (FCU), then both sides will display the same
information. If not, only the ND of the alive FMS side will display the FMS data. The other ND will display a
specific message. The radio navigation selection can be performed exactly in the same conditions as in DUAL
mode.
.
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** On A/C 003-007
2NDs2PFDs
DMC 1
DMC 3
DMC 2
FCU
FMGC 1
FMGC 2
FG
FLIGHT
CONTROLS
FG
FMS
FMS
MCDU 1
MCDU 2
DATA LOADER
ACARS
MU
IF FITTED)
PRINTER
N_MM_227000_0_AAM0_01_00
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FIGURE 22-70-00-12300-A SHEET 1

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** On A/C 003-007
PRESENT POS
WIND
FPLN
XTK
DTGTTG
PROGRESS
POS MON
RAD NAV
CAPT
ND
RAW DATA + FREQ/IDENT
F/O
ND
MCDU 1
MCDU 2
FMGC 1
FMGC 2
RAW
DATA
INERT. POS/VEL.
ADIRS 1
2
3
VOR 1
VOR 2
DME 1
ILS 1
DME 2
GPS 1
(
GPS 2
ILS 2
IF FITTED)
N_MM_227000_0_ABM0_01_00
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FIGURE 22-70-00-12400-A SHEET 1

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** On A/C 003-007
MCDU 1
MCDU 2
FMGC 1
FMGC 2
FREQ/IDENT/COURSE
SELECTION
VOR 1
VOR 2
DME 1
RMP 1
DME 2
RMP 2
ILS 1
ILS 2
B
ADF 1
ADF 2
ACTUAL FREQ/IDENT/COURSE/
RAW DATA
CAPT
ND
CAPT
PFD
F/O
PFD
F/O
ND
(
IF FITTED)
N_MM_227000_0_ACM0_01_00
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FIGURE 22-70-00-12500-A SHEET 1

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** On A/C 003-007
CAPT
ND
FLIGHT PLAN
XTK
DTG/TTG
MODES/RANGE
AP MODE
ND MODE/RANGE
FG 1
F/O
ND
FCU
FLIGHT
CONTROLS
FG 2
C
FMS 1
FMS 2
FLIGHT PLAN
MCDU 1
MCDU 2
N_MM_227000_0_ADM0_01_00
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FIGURE 22-70-00-12600-A SHEET 1

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ECU 1
ECU 2
FUEL
FLOW
FQI
FUEL
QUANTITY
MCDU
1
FM GW
FMGC 1
+
MCDU
2
FMGC 2
CG
FMGW
+CG
FAC GW + CG
FAC 1
FAC 2
FWC 1
FWC 2
ECAM
N_MM_227000_0_AEM0_01_00
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FIGURE 22-70-00-12700-A SHEET 1

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CAPT
ND
CAPT
PFD
PSEUDO WPT
FOR ACTIVE
MODE
F/O
ND
F/O
PFD
VDEV
FMA/SPD TGT
ACT TGT
AP MODES
PILOT SELECTION
FCU
FADEC
FLIGHT
CONTROLS
FG 1
PILOT
SELECTION
FG 2
TARGETS
FMS 1
FMS 2
PREDICTIONS
FULL AUTO
MCDU 1
MCDU 2
N_MM_227000_0_AFM0_01_00
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FIGURE 22-70-00-12800-A SHEET 1

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OPERATION
** On A/C 008-099
1.
General
The Flight Management System (FMS) performs various functions to help the crew in the management of the flight.
These functions are all constructed from a lateral and a vertical flight plan. The pilot can select this flight plan from
a data base stored in the system and can modify it at any time (Ref. para 3.A.).
In the lateral plan, the FMS performs:
. navigation computation (aircraft position),
. radio navigation aids selection (automatically or by pilot selection),
. lateral guidance to maintain the aircraft along the flight plan from takeoff to approach (Ref. para. 3.B.).
In the vertical plan, it computes:
. an optimum speed at each point,
. other characteristic speeds,
. the aircraft weight and center of gravity.
Then it computes predictions along the flight plan based on these speeds and weight. It performs vertical guidance
referenced to these predictions. Other miscellaneous performance computations are also made (Ref. para. 3.C.).
The crew can insert various data or select function modes through two MCDUs (Multipurpose Control and Display
Unit) linked to the FMGCs (Flight Management and Guidance Computer).
The MCDUs, both NDs, and, for some parameters, the PFDs are also used by the system to display information
related to the above-mentioned functions (Ref. para. 3.D.).
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2.
System Description
The FMS general architecture which shows the two FMSs incorporated in the FMGCs, with the two MCDUs and the
DMCs for display is given in figure.
It has to be noted that the navigation data base must be loaded once every 28 days by a loader (type ARINC 603)
which is plugged to the FMS in the cockpit (Ref. 22-83-00-00).
The navigation data base can be loaded from one FMGC to the other FMGC through the intersystem bus. This
function is called Nav data base crossload. The conditions required to activate the crossload function are as follow:
. pin related to this function activated
. aircraft in PREFLIGHT or DONE phase
. different data base cycle in each FMGC/MCDU status.
When the three conditions are all met, the ACTIVATE CROSSLOAD indication comes into view on the aircraft
status page of both MCDUs. To transfer any nav data base, push the line key (4L) adjacent to the ACTIVATE
CROSSLOAD indication on the MCDU related to the transmitting FMGC. The CONFIRM CROSSLOAD indication
comes into view on the line adjacent to the key 4L of the transmitting MCDU. This line is blanked on the receiving
MCDU. If you push the line key adjacent to the CONFIRM CROSSLOAD indication, the NAV DATA BASE
CRASSLOAD IN PROCESS message and the percentage progress come into view on both MCDUs.
The FMS navigation, radio navigation and lateral guidance architectures are shown in the following figures.
(Ref. Fig. 22-70-00-12400-A - FMS - NAV Architecture)
(Ref. Fig. 22-70-00-12500-A - FMS - RAD NAV Architecture)
(Ref. Fig. 22-70-00-12600-A - FMS - Lateral Guidance Architecture)
(Ref. Fig. 22-70-00-12700-A - FMS - Weight Architecture)
The architecture for weight and speed calculation and for vertical guidance/ predictions is given in the following
figures.
(Ref. Fig. 22-70-00-12800-A - FMS - Predictions/Vertical Guidance Architecture)
The MCDUs are also shared between other systems : CFDIU, AIDS, ACARS.
However, the FMS has priority. This means that when the power is set up after a long-term interrupt, the MCDUs
are linked to the FMS automatically. The displayed page is the A/C STATUS page which gives the FMS
configuration. A specific procedure allows access to the other systems.
If the MCDUs are already working when the FMGCs are powered, the display is not modified. The crew has then to
press any page key (except MCDU MENU) to be coupled to the FMGC. The initialization will be briefly described in
next section.
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3.
Operation
A.
Initialization and Flight Planning

Due to the type of the various functions that the system is performing during the flight, the crew is required to
initialize the system by inserting some data via the MCDU.
To do so, the pilot must ensure that the MCDUs are correctly coupled to the FMGCs. The first page displayed
by the FMGC, at power-up on the ground or after access through the MCDU MENU page, is the A/C status
page which allows the crew to be aware of the status of the FMS.
Then by selecting the INIT page, the pilot has the possibility to initialize the FMS (Ref. 22-71-00-00-02).
The initialization consists of three main functions:
. Select a flight plan which will be the real basis for all computations and displays performed by the FMS
. Align the IRSs by using the position of the airport stored in the FMS data base and called by selection of
the flight plan
. Enter the zero fuel weight (ZFW) and center of gravity for zero fuel weight (ZFWCG) which will be used for
all the various performance computations.
The last two functions being self-explanatory, the following explains what a flight plan consists of for the FMS.
A flight plan is composed of various elements which indicate the routes the aircraft must follow and the
limitations along these routes.
The lateral elements (Ref. 22-71-00-00-02) are:
. Origin airport and runway
. Departure procedure including optionally a RWY-SID transition, a SID and an En route transition. The
procedures are defined by the various legs and the waypoints between these legs
. En route airways and waypoints
. Arrival procedure including optionally an En route transition, a STAR, a STAR-approach transition, an
approach and a missed approach
. Alternate flight plan which is defined as the primary flight plan.
The vertical elements are:
. The takeoff altitudes (Thrust reduction and acceleration altitudes) and the go around altitudes (1)
. The altitude and flight path angle constraints at the waypoints in all the procedures
. The time speed constraints also at the waypoints in all the procedures
. The climb and descent speed limits (e.g. 250 kts below 10,000 ft.)
. The cruise flight levels and possibly step climb/descent
. The cost index for this flight plan, which permits to translate the time cost and fuel cost in the same unit.
All these lateral and vertical elements are or may be defined during initialization. They may be included in
the navigation data base which is resident in the FMS. They may also be contained in a specific record with
a specific name (Company route) and therefore can be initialized by entering the company route number in
the INIT page.
NOTE :
The whole paragraph above does not apply to these elements.
It has to be noted that the navigation data base (Ref. 22-71-00-00-02) includes therefore all the elements
allowing the construction of company routes.
In addition, to allow flight plan modifications by the crew, the data base contains also a set of waypoints,
navaids and airports in the region covered by the data base. Together with the airports, the departure/arrival
procedures are also defined even if not part of any company route. The file of navaids is also used for the navaid
autotune function described later.
Besides the nav data base, there is a performance data base containing various data corresponding to the
aircraft and engine models. This performance data base is used for the performance functions (Ref.
22-71-00-00-02).
Once introduced in the system, the flight plan may be displayed on the MCDU (F-PLN pages) and on the ND in
the ARC, ROSE-NAV and PLAN modes.
Flight plan modifications can then be performed by the crew.
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Two types of F-PLN revisions exist:
. Lateral revisions: an insertion or deletion of a waypoint in the F-PLN, an insertion of a leg to fly direct to a
waypoint (2), an introduction or a modification of a departure procedure either partially or entirely, an
introduction or a modification of an arrival procedure either partially or entirely, a modification of the
destination, a modification of the alternate F-PLN, an activation of the alternate F-PLN, an insertion of an
airway from a F-PLN waypoint down to a specific waypoint, a creation of an offset path, an insertion or a
deletion of a Holding pattern, and an activation of the engine out SID.
NOTE :
All the modifications of the lateral F-PLN except DIRECT TO require the insertion of a temporary FPLN which is displayed on the MCDU and the ND.
The lateral revision rules are described in section 22-71-00.
. Vertical revisions: an insertion, a modification or a deletion of any altitude or speed constraint in the
F-PLN, the same for speed limits in climb and/or descent phase, and the same for a step climb or
descent in cruise.
In addition the crew can modify the cruise flight level, the cost index, the takeoff/go around altitudes and
insert estimated winds along the F-PLN.
The vertical revision rules are described in section 22-71-00.
A time constraint at any F-PLN waypoint can also be entered by the crew.
The crew has also the possibility to create a SECONDARY FLIGHT PLAN.
This SEC F-PLN which has exactly the same structure as the ACTIVE F-PLN may be used for several functions:
. Preparation of a second departure procedure before takeoff, when this one is defined late.
. Preparation of the next flight while in flight.
. Training.
The SEC F-PLN may be created either by copying the active F-PLN or by initialization as for the active F-PLN.
It may then be displayed on the MCDU (SEC F-PLN pages) and on the ND with a specific color. When created,
the SEC F-PLN may be activated under certain conditions. For more details, Ref. section 22-71-00.
B.
Lateral Functions
The FMS lateral functions are made up of three main items. There are:
. Navigation (aircraft position)
. Radio navigation tuning
. Lateral guidance along the flight plan.
The navigation consists in determining the best estimate of the aircraft position and to evaluating the accuracy
of this estimate. The FMS uses data from:
. ADIRSs for inertial speeds and positions
. DMEs for direct distance to various stations
. VORs for bearing to a station
. ILS for localizer update
. GPS sensors (if fitted).
These data are then mixed following various methods which are selected by accuracy preference and signal
availability. Normally, the three ADIRS data are used and mixed together to provide the inertial position.
If data from one ADIRS are not available, then each FMS computes the inertial position from only one ADIRS.
If no ADIRS data are available, then the FMS does not compute any position: A/ POSITION INVALID message
is provided.
The GPS data are used by the ADIRS to compute hybrid GPIRS positions; these GPIRS positions are
transmitted to each FMGC which selects one of them.
The data from up to 5 DME stations may be used. These data are normally transmitted by the onside DME
which is directly scanned by the FMS following an algorithm which researches the best DME station geometry
as a function of the aircraft position. When 2 DME stations at least are correctly received, then the system
computes a DME-DME position.
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If only one DME station is received, the system uses the VOR bearing associated to the DME (if any) to
compute a VOR-DME position.
If no VOR is available, no radio position is computed.
The GPIRS or radio position, when present, is then mixed with the inertial position through a complementary
filter to provide the aircraft position which is used for display and guidance.
When a LOC signal is available in approach, the FMS uses this LOC signal to update the position.
The mode selection logic is described in section 22-72-00.
In addition to these computations, the FMS updates the aircraft position:
. At takeoff, on the runway threshold or intercept
. In flight, on demand by the crew.
As additional navigation data, the system provides a class of accuracy (HIGH or LOW) which depends on the
algorithm used, on the nature of the signals and the flight area (route, terminal, approach). Various warnings
are provided on the MCDU and ND when this class is modified.
Also the system computes the ground speed, the wind velocity/direction, the distance to the active waypoint
and the bearing and distance to any pilot-selected waypoint or navaid.
The second function consists of the radio navigation and tuning. The VORs, DMEs, ILSs and ADFs are normally
tuned either automatically by the system or manually by the crew on the RAD NAV page.
It has to be noted that, for manual tuning:
. In normal case, both side receivers are tuned on either MCDU
. In case of the failure of one FMGC, both side receivers are also tuned on either MCDU
. In case of the failure of one MCDU, the other MCDU allows tuning of both side receivers
. In case of the failure of two FMGCs, the crew has then to tune the frequencies on the RMPs.
Manual tuning of the navaids is performed by selecting:
. An ident or a frequency, and possibly a course for the VOR (/DME)
. An ident or a frequency, and possibly a course for the ILS (/DME)
. An ident or a frequency, and possibly the BFO for the ADF.
The autotuning selects the same data (except BFO for the ADF) following some internal logic (Ref.
22-72-00-00-02). It has to be noted that manual tuning always has priority over automatic tuning. For aircraft
position the FMGS autotunes the DMEs and possibly the VOR as already described. The tuning (manual or
automatic) can only be performed if no RMP is set in NAV mode.
Having an active flight plan and the aircraft position, the system is then able to perform lateral guidance along
the flight plan.
The first task computes the various geometric parameters defining the current active leg according to its type
(course, heading, great circle, arc, procedures, etc.) and the guidance parameters on this leg (desired
heading/course, desired track, leg distance...).
Then the transition path between the current active leg and the next leg is defined by the same type of
parameters and the system determines on which part of a leg the aircraft must be guided to.
The following task consists in sequencing the flight plan as long as the aircraft progresses along it. This is done
by evaluating the track distance to the termination point of the active leg (to waypoint or bisector between both
legs).Sequencing occurs when this distance becomes zero.
Then the system determines the type of control law which is required to guide the aircraft (heading, track,
lateral path) as well as the targets (desired heading or course, crosstrack error, track angle error, precomputed
roll angle).
Some of these intermediate values are displayed on the MCDU or the ND (XTK, distance to go, ...).
The control laws are located either on the FG part of the FMGC (heading and track modes) or on the FM part
(lateral path). In this last case,a roll command is transmitted to the FG part.
At last, the FMS computes, when the LAT AUTO control mode is armed, the capture zone within which NAV
will be engaged. This zone varies with the type of active leg, and is defined so that the aircraft should not
overshoot the lateral path for the geometric path case. In case of heading or course legs, the NAV mode,
assuming all conditions of signals are valid, engages immediately.
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C.
Vertical Functions
The main vertical function is the computation of time and fuel predictions along a computed vertical flight plan
and guidance along this vertical flight plan. In order to achieve this, in addition to the vertical flight plan
elements seen in para. A. above, the FMS computes the aircraft weight and center of gravity continuously and
various speeds for flight envelope and optimization.
The weight computation starts when the crew has inserted a ZFW in the INIT page and one engine is started.
At this time, the FMS reads the fuel quantity information which is used to initialize a filter. This filter
determines the fuel on board from fuel flow indication and fuel quantity indicator. A reversion logic exists : when
one sensor fails, corresponding data are ignored.
The center of gravity is derived from the inserted ZFW CG during initialization and the fuel consumption.
Gross weight and CG are displayed on the MCDU and the ECAM.
Gross weight is also transmitted to the FAC before takeoff and above 15,000 ft./250 kts for speed envelope
computation. The FMS uses FAC envelope speeds for guidance; these are computed with the FAC gross weight.
Hence there may be discrepancies between real-time speeds and predicted speeds (which are computed according
to the FMS predicted GW) if gross weights computed by the FAC and the FMS do not match.
Various speeds are computed by the FMS for prediction. First, the speeds determining the flight envelope are
computed. They are based on stall/ buffeting limits, engine thrust limits and VMO/MMO and the configuration
assumed for the prediction point. Also, max and min operational speeds are computed; they will limit the speed
optimization research.
The optimum speeds are computed in clean configuration, in climb, cruise or descent from various parameters:
cost index, gross weight and CG, wind, altitude and temperature. The cost index is a parameter which translates
the flight time cost in fuel flow units. Minimum fuel optimization is performed with 0 cost index. Minimum time
optimization is performed with 999 cost index. This value is selected by the airlines.
The crew may manually select a speed or a Mach number on the FCU. This speed is taken into account by
predictions for the current phase. If the crew selects a speed in climb, the FMS will automatically select the
corresponding Mach number when the aircraft crosses a predetermined crossover altitude. The same occurs in
descent when the crew selects a Mach number on the FCU before crossing the crossover altitude.
In addition to this selection, the crew may preselect a speed or a Mach number on the MCDU for climb or cruise
flight phase. This preselection will become active when the considered flight phase becomes active.
The FMS also computes several characteristic speeds which are displayed on the MCDU and used for
predictions. They are :
. Takeoff speeds (F, S, VFTO) and go around speeds.
. Expedite speeds in climb and descent phase.
. Approach speeds: F, S, VFTO and VLS, VAPP according to the landing configuration preselected on the
MCDU.
NOTE :
Takeoff speeds (V1, VR and V2) are entered on the MCDU. V1 and V2 are transmitted to the PFD. V2
is used by the FG part in SRS mode during takeoff.
The landing configuration selected on the MCDU is transmitted to the GPWS for inhibition of warning in
approach.
Having defined the vertical flight plan elements as well as the inputs parameters for prediction and guidance, the
following describes shortly the prediction process.
(1) Predictions
MCDU F-PLN predictions do not take the engaged autopilot mode into account. This means that the
MCDU flight plan display represents the predictions along the flight plan based on specific assumptions
described below for each flight phase.
For takeoff phase, the predicted profile starts with a first segment at V2 + 10 kts and a Max takeoff thrust
until the thrust reduction altitude is reached. This is followed by a second segment at V2 + 10 kts and
Max climb thrust up to the acceleration altitude. These predictions (time, distance, fuel) are based on
precomputed allowances.
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Predictions in climb start with an acceleration segment from V2 + 10 kts until the selected climb speed or
the lower speed between :
. the optimum,
. the climb speed limit,
. any climb speed constraint
is reached.
The climb speed profile satisfies all the speed constraints and limits. The altitude profile, based on this
speed profile and max climb thrust is limited by any AT or BELOW altitude constraint (if any). The speed
profile is not modified to satisfy high altitude constraint. The constraints in climb are outlined by a star *
on the corresponding field in the F-PLN page.
The star is normally magenta but can be amber if the system predicts that the constraint will be missed.
The end of the climb phase is indicated by the pseudo waypoint T/C on the F-PLN page.
For cruise, predictions compute speed, time and fuel assuming altitude hold at the cruise flight level. A step
climb or descent may exist. The speed profile in optimum mode (ECON) varies as the weight decreases
during the flight. The T/D pseudo waypoint which terminates the cruise phase is computed by the descent
profile calculation. From takeoff to cruise phase, the predictions and the profile are recomputed periodically
or following modification of any flight plan elements or speed or weight.
In order to get predictions for the descent phase, a descent path is computed backwards from the first
approach point (DECEL) to the cruise (or step) flight level. This path is divided into 3 parts. The bottom
part is a geometric path defined by straight segments in space between the various altitude constraints so
that a minimum of pitch maneuver is required.
Above the highest restrictive descent altitude constraint, the system computes an idle path based on
holding of the descent speed and idle thrust + delta.
This segment applies up to the cruise flight level where the T/D pseudo waypoint is defined.
However, if a specified cabin rate must be reached, a repressurization segment is inserted at the top of the
idle path, and a new T/D is defined. It is based on hold of the descent speed and a vertical speed computed
The predictions compute the flight plan parameters (time/fuel) based on this path. The total descent time
is also computed and from the cruise flight level and the airport elevation, the descent cabin rate is
computed and displayed on the MCDU if it exceeds the specified cabin rate.
The descent path and the predictions are recomputed after each flight plan modification or speed selection
change or any destination parameter modification, when the aircraft is not in descent. If the aircraft is in
descent phase, the descent path is also recomputed when the aircraft reaches a holding pattern or a too
steep path. Note that an HM holding pattern is never considered as part of the descent path.
When the aircraft is offpath, the system computes predictions with specific return to path assumptions
(hold vertical speed if below the path, idle thrust and half speedbrakes extended if above the path). If the
return to path from above does not intercept the path before the next altitude constraint, then a
message requesting the extension of speedbrakes is displayed on the PFD.
It is also displayed if a deceleration is required while above path.
The approach phase starts at the DECEL point where the aircraft should start decelerating to reach VAPP
at 1000 ft. AGL. The approach profile is then also defined backwards according to approach procedure
data. Idle thrust is assumed until reaching the descent speed where the DECEL pseudo waypoint is defined.
The various flap/slat configurations are assumed to be extended at the maneuvering speed. If an altitude
constraint exists, an idle descent at constant speed is defined just after the constraint. If a speed constraint
exists, a speed hold segment is defined after this constraint until the next point where a deceleration is
required to reach the final conditions. Once the approach profile is determined, predictions on the approach
are computed and shown on the MCDU. There are no predictions for go around.
(2) Guidance
FM vertical guidance modes are CLB, DES, and FINAL.
. CLB mode can be armed or engaged only in LATERAL AUTO CONTROL, below FCU selected
altitude.
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In CLIMB or CRUISE phase when CLB mode is engaged, speed is held with the elevators and maximum
available thrust is targeted. In CLIMB phase when a level off is required for an altitude constraint, ALT
ACQ mode is engaged automatically and CLB mode is armed for automatic re-engagement when the
constraint is passed.
DES mode can be armed or engaged only in LATERAL AUTO CONTROL, above FCU selected
altitude.
In CRUISE phase, DES mode can be engaged manually to perform a step-descent or to initiate
DESCENT phase. When DES mode is engaged for a step-descent, the elevators maintain -1000 ft/mn
and speed is held with thrust.
In DESCENT or APPROACH phase, when DES mode is engaged guidance depends on aircraft position
relative to the vertical flight path and whether aircraft speed is correct.
Elevators are used to control the aircraft to the path. Thrust can be applied to prevent underspeeding
or to maintain speed. When the aircraft is above path or overspeeding, idle thrust and speed elevator
control is used. If the aircraft is below path or inside a holding pattern, vertical speed or flight path
angle elevator control is used and speed is held with thrust.
To minimize throttle movement in SPEED AUTO CONTROL, aircraft speed is allowed to vary within a
certain margin which is displayed on the PFD. In SPEED MANUAL CONTROL, there are no margins
and selected speed is maintained.
When a level off is required for an altitude constraint, ALT ACQ mode is engaged automatically and
DES mode is armed for automatic re-engagement when the constraint is passed. Altitude constraints
are ignored when flying an HM.
FINAL mode can only be armed for a non-precision approach : VOR, NDB or RNAV.
The system can engage FINAL mode only in LATERAL AUTO CONTROL, during APPROACH phase,
when the aircraft is close enough to the lateral and vertical approach paths and beyond the DECEL
point. When FINAL mode is engaged, elevators are used to control the aircraft to the path and speed is
held with thrust. FCU selected altitude is ignored in FINAL mode.
(3) Targets
In SPEED AUTO CONTROL, the FM can provide speed targets for display and guidance.
. in EXP CLB mode: max (VMAN, VLS)
. in EXP DES mode: min (VMO-10, MMO-0.02, VMAX)
. In LATERAL AUTO CONTROL: aircraft speed will follow the predicted speed profile. Speed
constraints, limits and holding pattern speeds are observed. The aircraft will anticipate on decelerations
as required.
. In LATERAL MANUAL CONTROL: speed constraints, which are tied to the lateral path, are not taken
into account. Only speed limits are observed below their specified altitude.
In CRUISE phase beyond the top of descent and during DESCENT and APPROACH phases, the vertical
flight path altitude is displayed on the PFD altitude scale. When FINAL mode is armed or engaged, it is
displayed relative to aircraft altitude on a specific precision scale.
In LATERAL AUTO CONTROL, the corresponding vertical deviation (flight path altitude minus aircraft
altitude) is displayed on the MCDU. In LATERAL MANUAL CONTROL, the required distance to land
(minimum distance to descend and decelerate to VAPP at destination) and the direct distance to
destination (via the LOC capture or final approach point) are displayed instead.
(4) Visual cues
Specific symbols are displayed on the ND. DECEL point excepted, they are predicted according to the
modes which are actually engaged, unlike MCDU F-PLN predictions.
. The magenta DECEL (D) symbol is displayed on the flight plan at the point where the aircraft is
expected to begin decelerating to approach speed, and beyond which FINAL mode is allowed to engage.
It is identical to the MCDU (DECEL) point.
. LEVEL OFF symbols are displayed where the aircraft will level off for an altitude constraint (in
magenta colour and only in CLB, DES or FINAL mode) or to FCU selected altitude (in cyan).
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.
In LATERAL AUTO CONTROL, START OF CLIMB or TOP OF DESCENT symbols are displayed on
the flight plan where the aircraft should (in white) or actually will (in cyan) resume climb or descent
after a level-off.
In LATERAL AUTO CONTROL, a path INTERCEPT symbol is displayed on the flight plan in
DESCENT or APPROACH phase at the point where the aircraft should (in white) or actually will (in
cyan) capture the vertical flight path.
In LATERAL AUTO CONTROL, altitude constraints are highlighted with a o symbol. In V/S, FPA,
EXP, or OPEN modes, it can be displayed in white only at the TO waypoint. Otherwise, it can be
displayed at the next 2 down path constraints in amber or magenta, according to whether the
constraint predicted missed or made.
In SPEED AUTO CONTROL (except in EXP mode), a magenta SPEED CHANGE o symbol is
displayed at the next point where the speed target will automatically step up or down to command an
acceleration or a deceleration.
(5) Engine out computation

An engine out is detected automatically by the system according to various signals transmitted by the
FADECs. During an engine out, in take-off, climb, cruise or go around phase, only the engine out maximum
altitude is computed, and no other predictions are available. SPEED AUTO CONTROL is possible, but
none of the FM vertical modes (CLB, DES, or FINAL) are available. If the engine-out occurs in descent or
approach phase, the same predictions as in twin-engine are computed and the same modes are available
(DES and FINAL). It is possible to manually override engine out detection to force the FMS to revert to
dual engine state with the EO CLR prompt.
(6) Altitude planning
This function computes the distance and time required to reach a predetermined altitude. This calculation
is made for the active speed mode (ECON or manual speed) and for the EXPEDITE mode. It is available
only in takeoff, climb and descent phase.
(7) Performance factor
In order to adjust the aircraft/engine model versus the actual aircraft performance, it is possible to define a
performance factor. This value can only be set on ground before engine start.
(8) Overview of alternate
The system provides time and fuel predictions for up to 6 alternate destinations defined in data base in the
airport file. A seventh airport may be selected by the crew and the NO ALTERNATE option is also
evaluated. Airway distance is used in this computation.
(9) Maximum altitudes
A maximum recommended altitude is computed and displayed on the MCDU.
It uses limitations from the engine max climb thrust, buffeting (0.2 g margin) and max certified altitude. An
absolute maximum altitude is computed and limits the CRZ FL entry. It is defined as the previous one
except that a 0.3 g buffet margin is used.
(10) Max holding time
When the aircraft flies in a holding pattern, the system computes the maximum time the aircraft can
remain in the holding pattern. For this computation, it uses the fuel policy, the alternate selection and
assumes 0 extra fuel.
D. Operational Use
The interface between the crew and the FMS is performed through the various CRTs in the cockpit and
particularly the MCDU and the ND. This section deals with the general rules defining the use of these
computers from an FMS standpoint. The general use with two FMGCs is also explained.
The MCDU is used to select data in the system (pilot entry) and to display most FMS information to the pilot.
Although the MCDU is used for various systems (CFDIU, AIDS, ACARS), it is coupled by priority to the FMGC.
This means in particular that a direct access to an FMGC page can be obtained by selecting the corresponding
mode key.
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The MCDU keyboard is composed of an alphanumeric part used for pilot entry. When the pilot presses one of
these keys, the corresponding symbol is written on the 14th line of the MCDU screen (the scratchpad line).
When all data are entered in the scratchpad, the pilot must then press the line select key to insert the
information in the scratchpad. It is possible to clear this information partially or entirely by means of the CLR
key.
Specific rules concerning format, possible entries or clearing functions are explained in section 22-74-00.
The MCDU keyboard features several mode/page keys:
. The MCDU MENU gives access to a menu page which allows selection of the coupling of the MCDU to any
other system (Ref. 22-80-00).
. 10 page keys give access to the corresponding pages. Some pages are usually displayed according to the
flight phase: INIT and F-PLN pages before takeoff, F-PLN and PERF pages during takeoff, F-PLN and
PROG pages during climb, cruise and descent, and F-PLN and PERF pages during approach and go around.
Pages may automatically vary in data and format according to the flight conditions. For example, the FPLN page is modified each time the flight plan is sequenced.
Some pages may also give access to other pages through a hierarchy described in section 22-74-00.
. 3 mode keys are used to modify the displayed page when all the information to be displayed does not fit in
one page. These keys allow either vertical slewing or horizontal slewing.
In order to display the information, the FMGC is constrained to satisfy various rules. They are applied also to
any other computer linked to the MCDU. These rules concern:
. data format
. character size
. use of various symbols
. color use. These rules, when applicable are common with the EIS color rules.
Besides the data displayed by the system through the whole set of pages, the FMGC may also display various
messages in the scratchpad. They may be used for:
. direct answer to a pilot entry (e.g. NOT ALLOWED)
. recommendation to the crew (e.g. TUNE TOU/117.7)
. acknowledgement of a specific event (e.g. FMS 1/2 SPD TGT DIFF)
. warning of a degradation in functioning (e.g. NAV ACCUR DOWN GRADED).
Display rules vary according to their importance. The most important messages (linked to navigation or
guidance) are also displayed on EIS (ND or PFD). The list of the messages is given in 22-74-00.
The second basic instrument used for FMS operations is the Navigation Display (ND). The ND description is
given in the 31-65-00. The data transmitted by the FMS are described in 22-75-00. As a reminder, the ND
works in five different modes selected on the FCU. For three of them (ARC, PLAN, ROSE-NAV) the ND
displays the flight plan elaborated in the FMS at a scale defined by the range selected on the FCU. There is
absolute correspondence between the flight plan displayed on the MCDU and the one displayed on the ND.
When the MCDU displays the secondary F-PLN, the ND does so.
In addition to the active lateral flight plan, the ND displays various information concerning the navigation and
the lateral/vertical guidance:
. Radio nav station tuned by the FMS for display or position calculation.
They are located on the ND in accordance with the aircraft position and the flight plan.
. Self-elaborated message in case of disagreement between the radio nav frequency as selected by the FMS
and the frequency actually tuned by the receivers.
. All the data base waypoints, VOR stations, NDB or airport in the displayed area following the selection of
the various options on the FCU.
. Cross track error and transition turns of the flight plan.
. Some important messages elaborated in the FMS.
. Pseudo waypoints computed by the vertical functions for vertical guidance aid.
Finally, two other instruments are used to display FMS information.
The PFD as main guidance instrument displays the data computed or inserted on the MCDU such as ECON
speed targets and target altitudes in automatic guidance modes, V1 and V2, DH or MDA in approach. The
ECAM is used to display the aircraft gross weight.
The installation of the whole system is dual, following the architecture described in figure
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The FMS works then normally in DUAL mode based on the master/slave principle; the master FMS is the one
associated with the autopilot engaged. If no autopilot is engaged, the side 1 is master.
Based on this principle, all the data entered by a pilot on any MCDU are transmitted to both FMGCs through
the intersystem bus. The computations in each side are made independently of the other side. However, the
results are either synchronized (e.g. lateral/vertical flight plan) by the master side or compared (e.g. aircraft
position). In the latter case, a miscomparison will lead to a message or even to the disengagement of the dual
mode. The comparisons which may lead to disengage the dual mode, during power up, are the following:
. Data base incompatibility
. Operational program
. Aircraft/engine model section.
In this case, both systems work in independent mode. This means that the entry of data on one MCDU applies
only on the same FMS side. The MCDU, ND and PFD display is linked to the own side FMS. A long-term
power-up is required to intend to revert to dual mode. Each FMGC will tune its own side radio nav receiver. The
crew has to tune the left side radio nav on the left MCDU, the right side radio nav on the right MCDU. This
applies also to ILS selection.
A particular case of operation is when one FMS has failed. The alive FMS then reverts to SINGLE mode. The
operations on the MCDUs are exactly similar to the DUAL mode except that the response time may be longer. If
the ND modes and ranges are synchronized on both sides (FCU), then both sides will display the same
information. If not, only the ND of the alive FMS side will display the FMS data. The other ND will display a
specific message. The radio navigation selection can be performed exactly in the same conditions as in DUAL
mode.
AES
22-70-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
2NDs2PFDs
DMC 1
DMC 3
DMC 2
FCU
FMGC 1
FMGC 2
FG
FLIGHT
CONTROLS
FG
FMS
FMS
MCDU 1
MCDU 2
DATA LOADER
ACARS
MU
IF FITTED)
PRINTER
N_MM_227000_0_AAM6_01_00
AES
FIGURE 22-70-00-12300-A SHEET 1

22-70-00 PB001
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PRESENT POS
WIND
FPLN
XTK
DTGTTG
PROGRESS
POS MON
RAD NAV
CAPT
ND
RAW DATA + FREQ/IDENT
F/O
ND
MCDU 1
MCDU 2
FMGC 1
FMGC 2
RAW
DATA
INERT. POS/VEL.
ADIRS 1
2
3
VOR 1
VOR 2
DME 1
ILS 1
DME 2
GPS 1
(
GPS 2
ILS 2
IF FITTED)
N_MM_227000_0_ABM6_01_00
AES
FIGURE 22-70-00-12400-A SHEET 1

22-70-00 PB001
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
MCDU 1
MCDU 2
FMGC 1
FMGC 2
FREQ/IDENT/COURSE
SELECTION
VOR 1
VOR 2
DME 1
RMP 1
DME 2
RMP 2
ILS 1
ILS 2
B
ADF 1
ADF 2
ACTUAL FREQ/IDENT/COURSE/
RAW DATA
CAPT
ND
CAPT
PFD
F/O
PFD
F/O
ND
(
IF FITTED)
N_MM_227000_0_ACM6_01_00
AES
FIGURE 22-70-00-12500-A SHEET 1

22-70-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
CAPT
ND
FLIGHT PLAN
XTK
DTG/TTG
MODES/RANGE
AP MODE
ND MODE/RANGE
FG 1
F/O
ND
FCU
FLIGHT
CONTROLS
FG 2
C
FMS 1
FMS 2
FLIGHT PLAN
MCDU 1
MCDU 2
N_MM_227000_0_ADM6_01_00
AES
FIGURE 22-70-00-12600-A SHEET 1

22-70-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ECU 1
ECU 2
FUEL
FLOW
FQI
FUEL
QUANTITY
MCDU
1
FM GW
FMGC 1
+
MCDU
2
FMGC 2
CG
FMGW
+CG
FAC GW + CG
FAC 1
FAC 2
FWC 1
FWC 2
ECAM
N_MM_227000_0_AEM6_01_00
AES
FIGURE 22-70-00-12700-A SHEET 1

22-70-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
CAPT
ND
CAPT
PFD
PSEUDO WPT
FOR ACTIVE
MODE
F/O
ND
F/O
PFD
VDEV
FMA/SPD TGT
ACT TGT
AP MODES
PILOT SELECTION
FCU
FADEC
FLIGHT
CONTROLS
FG 1
PILOT
SELECTION
FG 2
TARGETS
FMS 1
FMS 2
PREDICTIONS
FULL AUTO
MCDU 1
MCDU 2
N_MM_227000_0_AFM6_01_00
AES
FIGURE 22-70-00-12800-A SHEET 1

22-70-00 PB001
Page 17
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLIGHT MANAGEMENT SYSTEM (FMS) - SERVICING

** On A/C ALL
** On A/C 003-004
Task 22-70-00-610-006-A
FIN 1CA1, 1CA2
1.
Reason for the Job

To download the FM DATA with the Portable Data Loader (PDL) (SFIM or equivalent).
2.

A.
REFERENCE
No specific
QTY
DESIGNATION
PS4084544-103
YV68A110
1
1
B.
DOWNLOAD- TOOL FM BITE

PORTABLE DATA LOADER

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-70-00-860-071-A
A.

(1)
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).
(2)
Make sure that the electronics rack ventilation is in operation.
(3)
Make sure that the aircraft is in the ground configuration.
Subtask 22-70-00-865-075-A
B.

PANEL
49VU
AES
DESIGNATION
AUTO FLT/FMGC/1
FIN
10CA1
LOCATION
B02
22-70-00 PB301
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
49VU
PANEL
DESIGNATION
AUTO FLT/MCDU/1
11CA1
FIN
B01
LOCATION
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
AUTO FLT/MCDU/2
11CA2
N20
Subtask 22-70-00-865-076-A
C.

PANEL
121VU
4.
DESIGNATION
COM NAV/ACARS/MU
FIN
2RB
LOCATION
L06
Procedure
Subtask 22-70-00-610-057-A
A.
Downloading of the FM BITE Data

NOTE :
Do not use the same floppy disk for the two FMGC downloading.
ACTION
1.On the center pedestal, on the MCDU1(2):
. turn the BRT knob to adjust the brightness.
RESULT
2.Open the circuit breakers 10CA1, 10CA2, 11CA1 and

The displays of the MCDU1 and 2 go blank.
11CA2.
3.On the PORTABLE DATA LOADER (YV68A110):
. set the ON/OFF switch to OFF.
. connect the connecting cable to the loader connector.
. remove the FMS LOAD blanking plate.
. connect the connecting cable to the SYST1 connector.
6.On the portable data loader:
On the portable data loader:
. set the ON/OFF switch to ON.
. the MDDU READY indication is shown.
.
.

. put the DOWNLOAD- TOOL FM BITE
(PS4084544-103) into the disk drive.
.
.
.
the power-up test of the FMGC 1 starts.

at the end of this test, the triple click aural warning
sounds.
the TRANS IN PROG indication is shown
then, the WAIT RESPONSE indication is shown when
the transfer is completed.

. eject the floppy disk.
10.Open the circuit breakers 10CA1 and 11CA1.
. disconnect the connecting cable from the SYST 1
. connect the connecting cable to the SYST 2 connector
AES
22-70-00 PB301
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION

RESULT
sounds.
. the TRANS IN PROG indication is shown
. then, the WAIT RESPONSE indication is shown when
.
.

. disconnect the connecting cable from the SYST 2
. install the FMS LOAD blanking plate.
19.Close the circuit breakers 10CA1, 10CA2, 11CA1,
11CA2 and wait 1 minute.
5.
Close-up
Subtask 22-70-00-865-077-A
A.
PANEL
121VU
DESIGNATION
COM NAV/ACARS/MU
FIN
2RB
LOCATION
L06
Subtask 22-70-00-862-061-A
B.
AES
22-70-00 PB301
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 005-099
Task 22-70-00-610-006-D
FIN 1CA1, 1CA2
1.
Reason for the Job

To download the FM DATA with the Portable Data Loader (PDL) (SFIM or equivalent).
2.

A.
REFERENCE
No specific
QTY
DESIGNATION
PS4084544-103
YV68A110
1
1
B.
DOWNLOAD- TOOL FM BITE


ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-70-00-860-084-A
A.

(1)

24-41-00-861-002-A-02).
(2)
Make sure that the electronics rack ventilation is in operation.
(3)
Subtask 22-70-00-865-097-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
AUTO FLT/MCDU/2
11CA2
N20
AES
FIN
LOCATION
22-70-00 PB301
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-70-00-865-098-A
C.

PANEL
121VU
4.
DESIGNATION
FIN
DUMMY CB
2RB
LOCATION
L06
Procedure
Subtask 22-70-00-610-065-A
A.
Downloading of the FM BITE Data

NOTE :
Do not use the same floppy disk for the two FMGC downloading.
ACTION
. turn the BRT knob to adjust the brightness.
RESULT

11CA2.
. connect the connecting cable to the loader connector.
. remove the FMS LOAD blanking plate.

.
.

sounds.

. disconnect the connecting cable from the SYST1
connector.
AES
.
.

sounds.
22-70-00 PB301
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
RESULT

. disconnect the connecting cable from the SYST2
connector.
. install the FMS LOAD blanking plate.
5.
Close-up
Subtask 22-70-00-865-099-A
A.
PANEL
121VU
DESIGNATION
DUMMY CB
FIN
2RB
LOCATION
L06
Subtask 22-70-00-862-068-A
B.
AES

22-70-00 PB301
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-004
Task 22-70-00-610-008-A
FIN 1CA1, 1CA2
1.
Reason for the Job

To upload the FM DATA with the Portable Data Loader (PDL) (SFIM or equivalent).
2.

A.
REFERENCE
No specific
YV68A110
B.
QTY
DESIGNATION
1

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-70-00-861-069-A
A.

(1)

24-41-00-861-002-A-02).
(2)
Subtask 22-70-00-865-109-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
AUTO FLT/MCDU/2
11CA2
N20
AES
FIN
LOCATION
22-70-00 PB301
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-70-00-865-110-A
C.

PANEL
121VU
4.
DESIGNATION
COM NAV/ACARS/MU
FIN
2RB
LOCATION
L06
Procedure
Subtask 22-70-00-970-066-A
A.

NOTE :
This procedure is for the FMGC1. For the FMGC2, which is identical, use the indications between the
parentheses.
ACTION
. Turn the BRT potentiometer to adjust the brightness.
RESULT

11CA2.
. Set the ON/OFF switch to OFF.
. Connect the connecting cable to the loader connector.
. Remove the FMS LOAD blanking plate.
. Connect the connecting cable to the SYST1(2)
connector.
5.Close the circuit breaker 11CA1 (11CA2).
6.On the Portable Data Loader:
. Set the ON/OFF switch to ON.
On the Portable Data Loader:
.
.
Put the disk into the disk drive.
The READY indication comes into view.

Then, the WAIT RESPONSE indication comes into
view.
. The READY indication comes into view.
. Then, the WAIT RESPONSE indication comes into
view and, immediately after, the TRANSF IN PROG
indication comes into view.
. When all the data are put into the computer, the
TRANSF COMPLETE indication comes into view.

. Eject the disk for the disk drive.
9.Open the circuit breakers 10CA1 (10CA2) and 11CA1
(11CA2).
. Disconnect the portable data loader connecting cable.
. Install the FMS LOAD blanking plate.
on the MCDU1(2):
AES
22-70-00 PB301
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
Push the line key adjacent to the FMGC indication.
Push the DATA mode key.
.
.
.
Push the line key adjacent to the A/C STATUS

indication.
.
.
RESULT
An FM page comes into view.
The DATA INDEX page comes into view.
The A/C STATUS page comes into view.
Subtask 22-70-00-710-062-A
B.
5.
On the center pedestal, on the A/C STATUS page of the MCDU1(2) do a check of:
. the active data base of the FMGC, in which you put the data, for correct dates and serial numbers shown
(it is necessary to open the circuit breaker of the opposite FMGC).
Close-up
Subtask 22-70-00-865-112-A
A.
PANEL
121VU
DESIGNATION
COM NAV/ACARS/MU
FIN
2RB
LOCATION
L06
Subtask 22-70-00-862-077-A
B.
AES
22-70-00 PB301
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 005-099
Task 22-70-00-610-008-D
FIN 1CA1, 1CA2
1.
Reason for the Job

To upload the FM DATA with the Portable Data Loader (PDL) (SFIM or equivalent).
2.

A.
REFERENCE
No specific
YV68A110
B.
QTY
DESIGNATION
1

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-70-00-861-072-A
A.

(1)

24-41-00-861-002-A-02).
(2)
Subtask 22-70-00-865-119-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
AUTO FLT/MCDU/2
11CA2
N20
AES
FIN
LOCATION
22-70-00 PB301
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-70-00-865-120-A
C.

PANEL
121VU
4.
DESIGNATION
DUMMY CB
FIN
2RB
LOCATION
L06
Procedure
Subtask 22-70-00-970-069-B
A.

NOTE :
This procedure is for the FMGC1. For the FMGC2, which is identical, use the indications between the
parentheses. to directly put the data into the other FMGC.
ACTION
. Turn the BRT potentiometer to adjust the brightness.
RESULT

11CA2.
. Connect the connecting cable to the loader connector.
. Remove the FMS LOAD blanking plate.
. Connect the connecting cable to the SYST1(2)
connector.
. Set the ON/OFF switch to ON.
7.Put the disk into the disk drive.

. Eject the disk for the disk drive.
10.Open the circuit breakers 10CA1 (10CA2) and 11CA1
(11CA2).
. Disconnect the portable data loader connecting cable.
. Install the FMS LOAD blanking plate.
AES

view.
view and, immediately after, the TRANSF IN PROG
indication comes into view.
. When all the data are put into the computer, the
TRANSF COMPLETE indication comes into view.
on the MCDU1(2):
22-70-00 PB301
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
RESULT
.
.

Push the DATA mode key.
An FM page comes into view.

The DATA INDEX page comes into view.
Push the line key adjacent to the A/C STATUS

indication.
Subtask 22-70-00-710-063-A
B.
5.
On the center pedestal, on the A/C STATUS page of the MCDU1(2) do a check of:
. the active data base of the FMGC, in which you put the data, for correct dates and serial numbers shown
(it is necessary to open the circuit breaker of the opposite FMGC).
Close-up
Subtask 22-70-00-865-121-A
A.
PANEL
121VU
DESIGNATION
DUMMY CB
FIN
2RB
LOCATION
L06
Subtask 22-70-00-862-080-A
B.
AES

22-70-00 PB301
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLIGHT MANAGEMENT SYSTEM (FMS) - ADJUSTMENT/TEST

** On A/C ALL
Task 22-70-00-710-001-A
1.
Reason for the Job

To make sure that the MCDU operates correctly.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-70-00-860-054-A
A.

(1)

24-41-00-861-002-A-02).
Subtask 22-70-00-865-052-A
B.

PANEL
49VU
DESIGNATION
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
AUTO FLT/MCDU/2
11CA2
N20
AES
FIN
LOCATION
22-70-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
4.
Procedure
Subtask 22-70-00-710-051-A
A.

NOTE :
ACTION
1.On the center pedestal, on the MCDU1 (2):
.
Turn the BRT knob to make the light more or less

bright.
Make sure that the MCDU MENU page is in view (If

not, push the MCDU MENU mode key).
RESULT
Make sure that the CRT becomes brighter or less bright.
2.On the overhead panel 25VU, set the ANN LT switch to On the center pedestal, on the MCDU1 (2), the MCDU
TEST.
MENU, FMGC and FAIL annunciators come on.
3.Set the ANN LT switch to BRT.
The annunciators go off.
4.On the center pedestal, on the MCDU1 (2):
.
5.
Close-up
Subtask 22-70-00-862-051-A
A.
AES

22-70-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-70-00-710-002-A
1.
Reason for the Job

To make sure that the entry of the flight plan, the alignment of the IRS, and the display of the flight plan on the
NDs are correct.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
31-60-00-860-001-A
31-60-00-860-002-A
EIS Start Procedure

EIS Stop Procedure
3.
Job Set-up
Subtask 22-70-00-860-055-A
A.

(1)

24-41-00-861-002-A-02).
(2)
Subtask 22-70-00-865-053-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
AUTO FLT/MCDU/2
11CA2
N20
AES
FIN
LOCATION
22-70-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
4.
Procedure
Subtask 22-70-00-710-053-A
A.

NOTE :
ACTION
. Set the brightness selector to make the light more or
less bright.
RESULT
2.On the overhead panel, on the ADIRS CDU:

.
Set the three OFF/NAV/ATT selector switches to

NAV.
On the ADIRS CDU:

.
.
The ON BAT indicator light comes on for 5 seconds.

The ALIGN legends come on.
On the PFDs, the ATT flag goes out of view after 30

seconds.
On the upper ECAM DU, on the MEMO zone, the IRS IN
ALIGN > 7 MN indication comes into view.
On the MCDU1 (2):
3.On the MCDU1 (2):

If company routes are prestored in your navigation data
base:
. Push the INIT mode key.
The INIT A page comes into view.
Enter a company route.
Push the key adjacent to the CO RTE indication.
The number of the company route comes into view on

the bottom line of the screen.
The company route number is shown below the CO
RTE indication,
The origin / destination airports are shown below the
FROM/TO indication,
The latitude and the longitude of the aircraft position
are shown below the LAT and LONG indications.
The ALIGN IRS indication goes out of view.
.
.
.
When the ALIGN IRS indication comes into view,

immediately push the selection key of the related line.
4.On the MCDU1 (2):

On the MCDU1 (2):
If no company routes are prestored in your navigation data
base:
. Enter an origin / destination airports.
. The origin / destination airports comes into view on the
bottom line of the screen.
. Push the key adjacent to the FROM/TO indication.
. A FROM/TO page (corresponding to the airports origin
/ destination entered) comes into view.
.
Push the key adjacent to the RETURN indication.
.
.
.
.
AES
When the ALIGN IRS indication comes into view,

immediately push the selection key of the related line.
The INIT page comes into view,

The company route number is shown below the CO
RTE indication,
The origin / destination airports are shown below the
FROM/TO indication,
The latitude and the longitude of the aircraft position
are shown below the LAT and LONG indications.
On the MCDU1 (2), the ALIGN IRS indication goes out
of view.
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ACTION
5.On the overhead panel, on the ADIRS CDU:
. Set the DATA DISPLAY selector switch to P-POS,
. Set the SYS DISPLAY selector switch to the 1, 2 and
3 position (one after the other).
RESULT
On the ADIRS CDU, make sure that the coordinates are the
same as those on the MCDU1 (2).
After 5 minutes approx., on the NDs:

. The HDG flag goes out of view.
. The compass rose is available.
After 10 minutes approx., on the ADIRS CDU, the three
ALIGN indicator lights go off.
6.On the center pedestal, on the MCDU1 (2), push the

F.PLN mode key.
On the upper ECAM DU, the IRS IN ALIGN indication goes

out of view.
On the MCDU1 (2), the F.PLN page comes into view.
7.On the glareshield, on the Captain (First Officer) FCU:
On the ND1 (2):
Set the PLAN mode and a range of 320 NM.
8.On the center pedestal, on the MCDU1 (2), use the

vertical arrows to move the flight plan, up and down.
5.
The PLAN mode comes into view and shows the flight
plan you set.
On the ND1 (2), the flight plan moves up and down.

The waypoint in the center of the screen is the point which
is shown on the second line of the MCDU.
Close-up
Subtask 22-70-00-860-056-A
A.
AES

(1)
On the ADIRS CDU, set the three OFF/NAV/ATT selector switches to OFF.
(2)
(3)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
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** On A/C ALL
Task 22-70-00-710-003-A
1.
Reason for the Job

To make sure that the automatic switching of the MCDUs occurs correctly when one FMGC does not operate.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
3.
Job Set-up
Subtask 22-70-00-860-057-A
A.

(1)

24-41-00-861-002-A-02).
Subtask 22-70-00-865-055-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
AUTO FLT/MCDU/2
11CA2
N20
4.
FIN
LOCATION
Procedure
Subtask 22-70-00-710-055-A
A.

NOTE :
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ACTION
. On the MCDU1 and the MCDU2, turn the BRT knobs
to make the light more or less bright.
RESULT
On the MCDU1 and the MCDU2, push the MCDU

MENU mode key.
On the MCDU1 and the MCDU2, push the line key

adjacent to the FMGC indication.
On the two MCDUs, a FM page comes into view.
On the MCDU1(2), push the INIT mode key.
On the MCDU1(2), the INIT page comes into view.
On the MCDU2(1), push the DATA mode key.
On the MCDU2(1), push the line key adjacent to the

A/C STATUS indication.
On the MCDU2(1), the DATA INDEX page comes into

view.
On the MCDU2(1), the A/C STATUS page comes into
view.
2.Open the circuit breaker 10CA1(2).
On the MCDU1(2), the SUBSYSTEM page comes into view

(with the FMGC TIME OUT and PRESS MCDU MENU
KEY indications in view).
3.On the center pedestal, on the MCDU1(2)

.
On the MCDU1(2), the INIT page comes into view (with

the OPP FMGC IN PROCESS indication in view).
Push the CLR function key.
On the MCDU1(2), the OPP FMGC IN PROCESS

indication goes out of view.
4.Close the circuit breaker 10CA1(2).
On the MCDU1(2), the SUBSYSTEM page comes into view

after some minutes (with the FMGC TIME OUT and
PRESS MCDU MENU KEY indications in view).
5.On the center pedestal, on the MCDU1(2), push the

MCDU MENU mode key.
On the two MCDUs, the A/C STATUS pages come into

view.
The PLEASE WAIT indications come into view.
After the resynchronization time, the PLEASE WAIT
indications go out of view.
5.
Close-up
Subtask 22-70-00-862-053-A
A.
AES

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** On A/C 003-007
1.
General
The Flight Management System may contain two different flight plans. The first, called active flight plan, is used as
a basis for primary display on the MCDU and the ND, for deviation signal evaluations, radio navigation autotuning,
performance predictions, fuel planning and lateral and vertical guidance when coupled to the autopilot.
The other is the secondary flight plan. It is used for display only. It can be used to prepare a second departure
procedure before takeoff, for routing comparison, to prepare the next flight leg (laterally and performance wise).
Each flight plan is composed of the same elements (Ref. para. 2A):
. primary F-PLN (from origin to destination)
. alternate F-PLN (from primary destination to alternate destination).
After a long-term power interrupt on the ground (more than 4 s.), all defined flight plans are deleted. At power-up,
the A/C status page is displayed (Ref. para. E), showing the aircraft model stored by the FMS as well as the data
base status. In order to initialize the system, the crew must insert an active flight plan on the INIT page (Ref. para.
2B).
The revisions of the flight plan in the lateral dimensions are described in para. C, while the revisions of the vertical
flight plan are described in para D.
Para. E deals with the navigation and the performance data bases. The navigation data base contains all the
elements used to define the various elements of any F-PLN as well as the navigation aids in a region. The data are
provided by a data collector chosen by each airline, to the equipment manufacturer, under the format defined in
ARINC 424-6. The equipment manufacturer formats these data in a format acceptable by the FMGC. In addition to
the customized nav data base, the crew may create up to 20 new waypoints, 20 new navaids, 10 new runways and 3
new company routes. The nav data base contains also up to 8 different fuel policies used for fuel predictions so that
up to 8 different airlines may use the same nav data base. The performance data base contains all the data necessary
for the system to execute all the performance functions (optimum speeds, predictions along the F-PLN, etc.).
The data for 3 different aerodynamic models and 6 different engines of the same manufacturer may be stored in the
performance data base.
AES
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2.
System Description
A.
Flight Plan Elements

(Ref. Fig. 22-71-00-12500-A - Flight Plan in Cruise)
The definition of a flight plan consists in declaring both lateral and vertical elements. The lateral elements are
defined by the waypoints and the legs between the waypoints.
The vertical elements are mainly defined by the constraints (altitude, time, speed, FPA) at the waypoints, the
various limits and predictions along the F-PLN.
The pilot may view these elements of the flight plan in the sequence in which they occur on the flight plan page.
The description of the fields is:
. Lines 1L through 5L : Waypoints and legs are displayed along the left side of the page.
The label line contains the path defining the leg (airway, SID, STAR).
Adjacent to the leg is displayed the bearing (between FROM waypoint and TO waypoint) or the track
(between waypoints in lines 2 and 3).
Adjacent to the bearing or track is displayed in nautical miles the distance between two successive
waypoints (leg length generally).
Adjacent to the distance the flight path angle (FPA) may be displayed if an entered terminal area procedure
defines the FPA to be flown.
The data line contains the termination of the leg. The data in this line may be in parentheses, indicating
that the waypoint is a pseudo waypoint.
Adjacent to the waypoint is displayed the predicted time at which the aircraft passes the waypoint. On
ground this is the elapsed time to the waypoint and in flight, it indicates the predicted time (UTC) at the
waypoint.
Adjacent to the time are displayed the speed at which the aircraft passes the waypoint in CAS or MACH,
and the calculated altitude while crossing the waypoint. It may be an altitude or a flight level.
. 6L : On this line following information is displayed:
. airport or runway ident
. estimated time of arrival
. distance to go to destination along the Flight Plan
. estimated fuel on board at destination.
(1) Lateral Flight Plan Elements
(a) Definitions
1
Lateral defining legs

The lateral defining legs that may appear on the MCDU are contained in the following tables.
The following table describes the way the legs are coded on the Flight plan pages.
(Ref. Fig. 22-71-00-12800-A - Path and Terminator (Sheet 1/4))
FC and FD legs are coded in navigation data base but they are computed as CF (Course to a Fix)
legs for system calculations.
(b) Pseudo waypoints

Pseudo waypoints are in the flight plan for pilot reference only. They do not cause any lateral path
changes to the aircraft. However, they signify when a vertical occurrence happens in relation to the
lateral flight plan. The following table contains all the pseudo waypoints that may appear in the flight
plan as displayed on the MCDU. Other pseudo waypoints are displayed on the Navigation Display;
their logic and symbol are explained in the EIS definition (Ref. 22-75-00-00). They are:
. Level pseudo waypoints
. Intercept pseudo waypoints
. Constrained pseudo waypoints
AES
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. Speed change pseudo waypoints.
------------------------------------------------------------------------------! CDU
! PSEUDO !
DEFINITION
!ACCESS!ACCESS !
CLR
!
! DISPLAY! WAYPOINT !
!TO LAT!TO VERT! FUNCTION!
!
!
!
! REV ! REV !AVAILABLE!
!--------!----------!--------------------------------!------!-------!---------!
! (T/D) ! Top of
! Inserted into the flight plan ! NO !
NO !
NO
!
!
! Descent ! at the point where the FMGC
!
!
!
!
!
!
! calculates the A/C should
!
!
!
!
!
!
! start its descent.
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (S/C) ! Step
NO !
YES
!
!
! Climb
! at the point the step-climb
!
!
!
!
!
! Point
! will begin (if one has been
!
!
!
!
!
!
! inserted) - For a step at wpt, !
!
!
!
!
!
! it is displayed on the line
!
!
!
!
!
!
! below that waypoint.
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (S/D) ! Step
NO !
YES
!
!
! Descent ! at the point the step-descent !
!
!
!
!
! point
!
!
!
!
!
!
! inserted). For a step at wpt, !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (T/C) ! Top of
NO !
NO
!
!
! Climb
! at the point where the FMC
!
!
!
!
!
!
! calculates the A/C will reach !
!
!
!
!
!
! the cruise altitude or step
!
!
!
!
!
!
! altitude if there is a
!
!
!
!
!
!
! step-climb
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (SPD) !
! The speed and altitude are
!
!
!
!
! (LIM) ! Speed
! displayed as constraints on
! NO ! YES !
YES
!
!
! limit
! right half of the F-PLN page A.!
!
!
!
!
!
! This is an altitude related
!
!
!
!
!
!
! speed limit associated with
!
!
!
!
!
!
! airspace the A/C is in. The
!
!
!
!
!
!
! speed limit is inserted into
!
!
!
!
!
!
! the flight plan at the point
!
!
!
!
!
!
! where the A/C will cross the
!
!
!
!
!
!
! speed limit altitude.
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (DECEL)! Decelera-! Starting point of deceleration ! NO ! NO
!
NO
!
!
! tion
! for approach
!
!
!
!
!
! Point
!
!
!
!
!
------------------------------------------------------------------------------(c) Stringing rules
The flight plan may be divided into three segments. The data elements designated within each
segment are as follows:
. Departure:
AES
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Initial fix, which is the origin airport or a runway at that airport. (If an EOSID is defined, it is
automatically selected).
SID
SID Enroute transition.
. Enroute:
Initial fix (if there is no departure segment).
Airway
Direct
. Arrival:
STAR Enroute transition
STAR
Approach transition
Approach
Missed approach.
The segments, if they exist, are strung in this order. The stringing of 2 elements is automatically
performed provided that a common waypoint to both elements exists. If not, there is a discontinuity.
(Ref. Fig. 22-71-00-13200-A - Discontinuity between the Termination Point of the Airway and First
Point of the Approach)
If a departure (or arrival) element does not exist, the previous element and the next one are strung.
NOTE :
The destination airport of a flight plan may designate an alternate destination. The associated
alternate flight plan has the same structure as the primary active flight plan.
The segments and elements of individual segments are strung as defined below in the order the
segments appear in the F-PLN:
AES
Departure segment
. A matching point for the terminating waypoint of each element is searched downstream in the
following existing element. At this point the two elements are strung together, ignoring any
part of the second element occurring before the identical waypoint.
. If a runway is selected without SID and/or TRANS, the departure is defined by the runway
and a FA leg starting at runway fix on the runway axis up to 1500 ft. AGL followed by a
Flight plan discontinuity.
Departure segment - Enroute segment

A matching waypoint for the last fixed waypoint of the procedure is then searched downstream in
the Flight Plan down to the destination waypoint. The procedure is strung in the Flight Plan at
this point, ignoring any part of the Flight Plan occurring before the identical waypoint. If no
matching waypoint is found, the procedure and the Flight Plan are strung with a discontinuity.
(Ref. Fig. 22-71-00-13300-A - Departure Segment)
Enroute segment
. If there is no departure segment, a discontinuity is strung between the origin airport and the
initial fix of the Enroute segment.
. For airway elements, the airway is strung from the termination fixed waypoint belonging to
the previous element. If there is a discontinuity in the airway list of elements, that
discontinuity is strung into the flight plan.
. For direct elements, a direct TF leg is strung from the termination waypoint of the previous
element to the waypoint specified in the direct element using great circle track.
Arrival segment - Previous existing segment

A matching waypoint for the first fixed waypoint of the procedure is searched upstream in the
Flight Plan up to the departure waypoint. The procedure and the Flight Plan are strung at this
point, ignoring any part of the Flight Plan occurring beyond the identical waypoint. If no
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5
Arrival segment
. The matching waypoint for the terminating point of the selected Enroute transition (if one
exists) is searched downstream in the STAR ; Enroute transition and STAR are strung at this
point and any STAR leg prior to the identical waypoint is deleted.
. The compatible approach transition is searched by comparing the first waypoint to all the
approach transitions to the selected runway with the successive waypoints upstream in the
already strung Enroute transition - STAR segment. The compatible approach transition is
strung to this segment at the identical waypoint. Any part of the Enroute transition - STAR
segment occurring beyond the identical waypoint is deleted.
(Ref. Fig. 22-71-00-13400-A - Arrival Segment)
When there is a flight phase transition to Go Around, the previously flown approach is strung
in the flight plan.
. If there is an approach transition which links the active missed approach to the previously
flown approach, then this transition is strung in the flight plan between the missed approach
and the approach.
If not, a discontinuity is strung in the flight plan between the missed approach and the
approach.
(Ref. Fig. 22-71-00-13500-A - Flight Plan in Approach)
(Ref. Fig. 22-71-00-13600-A - Flight Plan in Go Around)
. If a runway has no associated final approach, it is selected with a final course segment 5 Nm
length in the axis of the runway. The origin of this segment is named CF.
(2) Vertical Flight Plan Definition

(a) Flight phases
The flight plan is divided into eight flight phases which are:
. preflight (before takeoff thrust setting)
. take-off (from origin to acceleration altitude)
. climb (from acceleration altitude to Top of Climb)
. cruise (from Top of Climb to Top of Descent)
. descent (from Top of Descent to Decel Point)
. approach (from Decel Point to destination runway threshold or MAP)
. go around (missed approach points)
. done (when on ground)
(b) Vertical flight plan elements
The structure of a complete vertical flight plan is made up of different elements as follows:
(Ref. Fig. 22-71-00-13800-A - Vertical Flight Plan Elements)
! Thrust reduction altitude
climb
! Acceleration altitude
! Climb constraints
! Climb speed limit
cruise
! Cruise altitude (T/C - T/D)
! Step climb or descent
! Descent constraints
descent
! Descent speed limit
! Approach constraints
-
AES
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missed approach
!
!
!
Missed approach constraints

Thrust reduction altitude
Acceleration altitude
If an alternate flight plan exists, the associated vertical flight plan

is made up with the following elements :
Alternate climb
! Climb constraints
! Speed limit
Alternate cruise
! Speed limit
Alternate descent
Alternate missed approach ! Missed approach constraints
(c) Description of vertical flight plan elements
AES
Clearance altitude
It is derived from the FCU altitude. Upon modification of the FCU altitude :
. if the A/C is not in level flight then the clearance altitude gets equal to the FCU altitude after
a two-seconds confirmation.
. if not, the clearance altitude is equal to the current A/C altitude until the pilot pulls or pushes
the altitude selector, at which time it gets equal to the FCU altitude.
Thrust reduction altitude - Acceleration altitude

(Ref. Fig. 22-71-00-13900-A - Perf TAKEOFF Page)
. The thrust reduction altitude is the altitude at which the pilot-selected takeoff thrust may be
reduced to the climb thrust.
. The acceleration altitude is the altitude at which the aircraft begins accelerating towards its
initial climb speed.
. For the engine out case, only an acceleration altitude (EO ACCEL ALT) is defined.
. Reference altitude. It is undefined until it can be calculated as follows :
For Takeoff: It is the origin waypoint elevation (if it exists).
If not it is the aircraft altitude at transition to takeoff.
For Go Around: It is the destination waypoint elevation (if defined).
. If the reference altitude is defined, the default values for Thrust Reduction and acceleration
altitude are:
Thrust reduction altitude = 1500 + reference altitude
Acceleration altitude = 1500 + reference altitude.
Constraints
There are two types of constraints:
. altitude
. speed
. time
Constraint may be entered and modified through the F-PLN A page or the Vertical Revision page.
(Ref. Fig. 22-71-00-14000-A - F-PLN A Page)
(Ref. Fig. 22-71-00-14100-A - Vertical Revision Page)
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Only one time constraint may exist in the same F-PLN (active or secondary).
On the F-PLN A page, the constraints (altitude, speed, time) are displayed with a star near the
predicted value at the constrained point. If the constraint is predicted to be missed, the star is in
amber color, else it is displayed in magenta color.
AES
Altitude constraint
It is an A/C altitude requirement to be met over a specified waypoint in the lateral flight
plan.
It can be an AT, AT or BELOW, AT or ABOVE or altitude window constraint.
An altitude constraint may be defined in Altitude or in Flight level.
It is defined in Altitude below the departure transition altitude (in climb) or the arrival
transition altitude (in descent). Else, it is defined in Flight level.
An altitude constraint is predicted missed if the aircraft cannot satisfy the constraint. In that
case, the difference between the predicted altitude at the constrained waypoint and the
altitude constraint value is displayed on the Vertical Revision page (if the difference is greater
than 250 ft. or as long as it remains greater than 200 ft.).
There are two types of constraint : climb and descent constraints defined as follows
. When the aircraft is not in CRUISE yet, if a constraint is set at a waypoint:
prior to T/C (if it exists)
or
belonging to SID
or
prior to a climb alt or speed constraint waypoint,
the constraint is a climb constraint.
beyond T/D (if it exists)
or
belonging to a START
or
beyond a descent alt or speed constraint waypoint,
the constraint is a descent one.
. When the aircraft is in CRZ, DES or APPR phase, if a constraint is set at any active
primary waypoint, then it is a descent one.
. In other cases, the pilot has to choose the type upon entry of the constraint.
Speed constraint
The speed constraint is an AT or BELOW constraint, defined at a specified waypoint.
. If it is related to takeoff or climb (climb type constraint), it applies from the origin up to
the waypoint where it is defined.
. If it is related to missed approach, it applies from the destination up to the waypoint
where it is defined.
. If it is related to DES or APP (descent type constraint) it applies from the constraint
waypoint down to the destination.
. If it is related to manual holding pattern, it is used for the holding target speed
computation.
. The speed constraint is predicted missed if the difference between predicted speed at
constrained waypoint and speed constraint value is greater than 10 kts and as long as
this difference remains greater than 5 kts.
Time constraint (option)

It is a time requirement to be met at a specified waypoint in the lateral flight point plan. A
time constraint can only be manually entered by a pilot.
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At most two time constraints may exist in the system (one in the active flight plan and one
in the secondary flight plan).
A time constraint is predicted missed if predicted time minus time constraint exceeds 2
minutes.
d
AES
Estimated take-off time

At origin airport, during preflight, the pilot may also enter an estimated takeoff time (ETT)
defined as time initialization for predictions.
If during preflight, no ETT has been entered and a time constraint is entered, the system
computes an ETT which can be modified.
Speed limit
The speed limit has a speed and altitude associated with it.
The speed must be a CAS. The altitude may be in altitude (ft.) or flight level following the same
logic as for altitude constraints.
(Lat. rev at PEMAR field 2L) Below the specified altitude, the aircraft is not allowed to exceed
the specified speed (except in cruise phase).
This limit does not apply to a specific lateral path but rather to a specific altitude. There is a
system default speed limit which is 250ft/10000ft.
There may be only two speed limits : one in CLB and one in DES.
Cruise altitude
This is the altitude of the aircraft at the top of climb.
The cruise altitude is defined during active flight plan initialization.
It is displayed and modifiable on INIT A page or Progress Page.
(Ref. Fig. 22-71-00-14200-A - Progress Page (On Descent))
(Ref. Fig. 22-71-00-14300-A - INIT Page A)
If two cruise altitudes are defined, the first one is used as the CRZ altitude and the second one as
the step altitude (the step is then automatically inserted in the flight plan).
Step climb-step descent

A step climb (step descent) in the flight plan occurs when the vertical profile changes from one
cruise altitude to a higher (lower) cruise altitude.
A step may be automatically derived from data base if two cruise altitudes are defined for the
selected stored route.
The pilot may define a step on step prediction page which is accessed through vertical revision
page.
If below the current cruise altitude, a step descent will be predicted and if above the present
current cruise altitude, a step climb will be predicted. There is only one step in the flight plan at
any time. If a second step is inserted, the first one will be deleted.
Transition altitude
This is the altitude at which the altimeter barometric setting is changed from the local value to
standard (1013.2 mb).
It is only defined during takeoff, climb and go around phases.
The pilot may view on performance pages the transition altitude.
This altitude may be derived from data base in the airport record. Once an airport is defined the
altitude is displayed if it is defined in airport record.
If not, there are brackets to allow pilot entry.
. During takeoff, the transition altitude is equal to the transition altitude displayed on takeoff
page if any. Otherwise it is undefined.
At transition from Descent or Approach to climb,
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or Approach to go around, it is set equal to the Trans alt which was displayed on the
approach page just before phase transition if there was, else it remains undefined.
At transition from Take off, Go around, Cruise to climb, it remains what it was just before
phase transition (it may be defined or undefined).
. Transition level
It is the flight level at which the altimeter barometric setting is changed from the standard
(1013.2 mb) to the local value for the airport.
It is only defined for descent and approach.
During descent and approach if there is a transition altitude and a QNH value entered by pilot
displayed on the approach Perf page, it is computed from that value as follows (if not, it is
undefined).
(Ref. Fig. 22-71-00-14400-A - Performance Approach Page)
TRANS level is equal to:
1/100 Max (Trans alt, trans alt + delta alt (QNH)
As the transition altitude, the transition level may be derived from data base or from pilot
entry.
8
COST INDEX
This economical criterium enables the speed optimization along the whole flight plan. It is defined
as the ratio of time cost and fuel cost so that the value of 0 means minimum fuel optimization
and 999 means minimum time optimization. Any value may be defined by each company for
each route according to its performance policy.
The value is defined during active flight plan initialization (field 5L on INIT A page).
In flight, this value may be modified for climb, cruise and descent phases by the pilot through the
appropriate performance page.
(3) Secondary F-PLN

The pilot may define a secondary flight plan by having access to the SEC INDEX page after action on the
SEC F-PLN mode key.
The secondary F-PLN is defined as the primary flight plan with the same kinds of lateral and vertical
elements.
The pilot may perform lateral and vertical revisions but there is no temporary situation as for the primary
F-PLN.
In this secondary mode, the available pages are :
. INIT
. F-PLN with access to lateral and vertical revision pages
. PERF
(Ref. Fig. 22-71-00-14600-A - SEC INDEX Page (with no Defined Secondary F-PLN))
(Ref. Fig. 22-71-00-14700-A - Secondary F-PLN Page A at Origin)
B.
Initialization
(1) Active F-PLN
(a) F-PLN initialization (INIT A page)
The initialization is performed on the INIT A page.
Access to this page is achieved by:
. INIT key on the front panel of the MCDU when the aircraft is in PREFLIGHT or DONE phase
(NOT ALLOWED message is displayed for other flight phases).
. Next page from INIT B page.
. RETURN or INSERT line selection from RTE selection page when accessed from INIT A page.
. INSERT line selection from WIND page.
The major purpose is to declare the flight plan origin and destination (FROM/TO) or to call up a
prestored company route.
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Company route entry

The company route when entered designates all or any portion of the primary route. It may result
in the designation of alternate destination.
Before the newly entered data is incorporated into the flight plan, the existing flight plan is
cleared (including the entire lateral definition waypoints and all the vertical defining elements).
A cost index and a CRZ FL may be defined by the primary company route entry if they are stored
with it.
In addition to the origin and destination airports, a company route may designate all the elements
required to define all the legs between origin and destination runways.
FROM/TO designation
The pilot may enter origin and destination airports on the INIT A page.
The origin and destination must be either data base or pilot defined airports (using the defined
RWY function).
The FMGC proposes a ROUTE SELECTION page to select the desired route (vertical slewing
allowing access to the subsequent CO RTES one by one).
Then the system deletes the existing F-PLN and strings a skeleton F-PLN (origin airport/F-PLN
DISCONTINUITY/destination airport) if no CO RTE is selected or the CO RTE is as selected on
ROUTE SELECTION page.
(Ref. Fig. 22-71-00-15100-A - F-PLN Initialization)
LAT/LONG ENTRY
Upon entry of a company route or FROM/TO, the LAT/LONG of the origin airport reference
point will be displayed.
The pilot may also enter a LAT or LONG via the scratchpad. After entry, LAT will have the slew
prompts adjacent to it.
Pressing the LONG line select key with scratchpad empty moves the slew prompts to LONG. By
pressing the vertical slew keys the LAT or LONG magnitude will be incremented or decremented
by 1 minute per key press (regardless of N, S, E or W). This entry is used for IRS alignment (Ref.
22-72-00).
COST INDEX entry

The COST INDEX may be entered via a company route entry if cost index is contained in the CO
RTE. It may also be entered or changed by the pilot.
If the COST INDEX has not been entered prior to entering ZFW on INIT B page or GW on FUEL
PRED page, it defaults to the previously entered value (last flight). When the pilot enters ZFW or
GW a message USING COST INDEX-NNN is displayed alerting the pilot that a default COST
INDEX is used.
CRZ FL/TEMP entry

The cruise altitude may be entered via a company route if CRZ FL is contained in the company
route. It may also be entered or changed by the pilot.
The pilot cannot enter a CRZ TEMP until a CRZ FL is defined. When CRZ FL is entered
manually without entering the temperature, or inserted via a CO RTE, the CRZ TEMP defaults to
the ISA temperature and thus is displayed in small font. If the CRZ altitude is changed, the CRZ
temp changes such that the ISA remains the same for old and new altitudes.
TROPOPAUSE entry
Tropopause altitude defaults to 36,090 ft. but may be changed by the pilot.
WIND entry
When the pilot gains access to the WIND page for the first time, the title HISTORY WIND is
written in large font (this title is displayed until a wind component is changed or WIND page is
inserted).
The WIND page displays the measured wind encountered during the last active descent.
The HISTORY WIND can then be used for the next flight as a basis for climb wind definition by:
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.
.
either pressing the insert key which inserts the displayed history winds into flight plan and
changes the page to INIT A
or modifying a wind component which loads the newly defined winds into flight plan.
If HISTORY WIND has been inserted and then reaccessed or if a wind component has been
changed, the display changes to the WIND page.
A wind change is then automatically taken into account. Pressing the INIT mode key reverts
to INIT A page.
(b) Fuel initialization

(Ref. Fig. 22-71-00-15200-A - Fuel Initialization)
The purposes of this function is to initialize weights and display fuel predictions for the flight.
When the pilot has access to the INIT B page for the first time (next page from INIT A page during
DONE flight phase and during PREFLIGHT phase prior to engine start) the flight plan, cruise flight
level and cost index have normally already been inserted. The pilot has then to insert the ZFW.
. The pilot must then enter a BLOCK FUEL. By this action, the pilot initiates the fuel prediction
function.
The system then computes the flight plan predictions including time and fuel at each waypoint.
Landing weights, alternate fuel and extra fuel are also computed.
(2) Alternate F-PLN
The alternate flight plan is defined with the same structure as the primary active flight plan.
The destination airport of a company route may designate a preferred ALTN destination airport or
company route.
It is possible to select an alternate destination (which can be different from the preferred alternate).
Any time the primary destination is changed, the preferred ALTN for the new primary destination is strung
into the flight plan.
If a new flight plan is inserted with the same primary destination, the previously defined alternate flight plan
remains unchanged.
(3) Secondary F-PLN
(Ref. Fig. 22-71-00-15400-A - No SEC F-PLN Existing)
(Ref. Fig. 22-71-00-15500-A - SEC F-PLN Already Existing)
(a) Secondary index
The secondary flight plan key on the front panel of the MCDU gives access to the secondary INDEX
page.
Initialization of the secondary flight plan may be performed by:
. pressing the LSK adjacent to the COPY ACTIVE indication which copies active flight plan
parameters into secondary flight plan
. pressing the LSK adjacent to the INIT indication which gives access to the secondary INIT pages.
DELETE SEC : This function clears all lateral and vertical elements from the secondary flight plan that
reverts to its initial default state. Any parameter defined above that have default values revert to those
values for the secondary.
ACTIVATE SEC : This function activates the secondary flight plan by copying from the secondary
flight plan to the active flight plan those parameters defined above. However the SEC F-PLN remains
unchanged.
(b) SECONDARY INIT pages
The secondary INIT pages A and B are identical to the active flight plan INIT pages (SEC INIT A
page displays the CRZ WIND instead of WIND prompt). The initialization on SEC INIT page A and B
is performed in the same way as for active F-PLN on INIT pages A and B.
AES
Lateral flight plan,
Vertical flight plan,
Temperature Entries,
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Wind Entries,
Cost Index,
Route Reserve (RTE RSV),
Reserve holding fuel/time (FINAL/TIME),
Destination QNH (DEST QNH),
Descent forecast Wind Entries,
10 Selected mode and preselected performance modes, (as defined in Perf pages)
11 CO RTE Number and FROM/TO
The active flight plan remains unchanged.
C.
Lateral Revisions
(1) General
There are two types of lateral revisions:
. direct revisions on the flight plan performed either on F-PLN page or DIR TO page
. revisions through Lateral Revise page (LAT REV page) which create a temporary flight plan and
request another pilot action.
All revisions available on LAT REV page are:
. DEPARTURE insertion
. ARRIVAL insertion
. Next waypoint insertion
. New destination insertion
. Offset
. Holding Pattern insertion
. VIA/GO TO insertion
. Select an alternate flight plan
. Enable alternate flight plan.
All revisions described in the following paragraphs are available for primary and secondary flight plans
except that there is no temporary flight plan for the secondary F-PLN (the rest of the mechanization is
unchanged), and the ERASE and INSERT prompts are replaced by the cyan RETURN prompt.
Access to the LAT REV page is achieved from the F-PLN page when a left line select key adjacent to a
waypoint is pressed. Following the location of the waypoint in the flight plan, the LAT REV page presents
different displays (each revision is not allowed at each waypoint).
There are four different LAT REV pages:
(Ref. Fig. 22-71-00-15900-A - LAT REV Pages)
. one at origin waypoint
. one at the FROM waypoint
. one at destination waypoint
. one at any waypoint other than the three above.
(2) Temporary F-PLN
The temporary flight plan is a copy of the active flight plan which has been changed according to the pilot
action on the MCDU.
It is created when the active flight plan is changed through the LAT. REV pages only.
The aircraft continues to be guided on the original active flight plan.
At any time only one temporary flight plan is allowed to exist and it is available on both sides : it is
displayed on both MCDUs and both Navigation Displays.
When a temporary flight plan is created, the F-PLN is displayed in yellow; two amber prompts in last line
allow to erase or insert the modification on the REV pages and on F-PLN page.
(Ref. Fig. 22-71-00-16100-A - Temporary F-PLN)
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On a temporary flight plan page just two actions are allowed : pressing the LSK adjacent to the ERASE or
INSERT indications.
Otherwise, any mode key may be pressed without changing the temporary flight plan except the DIR TO
key which deletes the temporary.
Moreover, no predictions are computed and displayed for a temporary flight plan.
(3) DEPARTURE Procedure
(a) General
The only possible revise point for a departure procedure selection is the origin waypoint.
The various elements of a departure procedure are:
. Runway transition
. SID
. SID - Enroute transition
The different elements of a procedure are strung together following the general rules described in para.
B.
However if one element of the selected departure procedure has been laterally or vertically modified,
when a new departure is selected, the modifications are lost even if the modified element belongs to
the new procedure.
Example:
Original procedure:
After SID - Enroute transition
change, the procedure becomes
RWY
RWY
Runway
! RT1
! RT1
transition
! RT2
! RT2
! SID1
! SID1
SID
! SID2 = pilot entered ! SID2 = constraint is lost
! SID3
constraint
! SID3
! SID4
! SID4
SID-Enroute
! TRANS1
new SID
! TRANS1
transition
! TRANS2
en route
! TRANS2
! TRANS3
transition ! TRANS3
Route
Route
Each element may be changed or selected separately and a runway selection results in the engine out
SID selection. The modification of one element creates a temporary flight plan, but only one INSERT
action is required to insert all the modified elements in the departure procedure.
(b) MCDU display
(Ref. Fig. 22-71-00-16300-A - DEPARTURE Page 1)
The selection of a departure procedure is performed through two different pages = access from the
LAT REV page at origin (DEPARTURE prompt).
. DEPARTURE page 1 allows selection of a runway.
. DEPARTURE page 2 allows selection of a SID and an enroute transition.
The DEPARTURE page 1 is accessed from LAT REV at origin or from DEPARTURE page 2 by
NEXT PAGE pushbutton switch. The DEPARTURE page 2 is accessed either manually by NEXT
PAGE on DEPARTURE page 1 or automatically when a runway has been selected on
DEPARTURE page 1.
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The first line of both pages displays the selected elements of the departure (if any) in active F-PLN
color (green) or in temporary F-PLN color (yellow) if there is a temporary situation (one or two or
three elements modified).
The different fields of line 1 may be filled with :
. dashes if the data is not yet selected
. NONE (except RWY field) if no compatible data exists in data base or NO SID and/or NO
TRANS option has been selected.
Lines 2 through 5 of DEPARTURE page 1 display the runways available at the airport with features
(length, heading, ILS ident and frequency).
On DEPARTURE page 2, these lines display the SIDS which are compatible with the selected (active
or temporary) runway (left side) and the enroute transitions which are compatible with the selected
(active or temporary) SID (right side).
In these lists, the active element (in temporary or not) is displayed in green (active F-PLN color) ;
remaining elements are displayed in cyan (modifiable element color).
Line 6 is used to erase or insert the temporary flight plan.
NOTE :
- The EOSID is also displayed at the end of the SID list to allow the crew to select it if
necessary.
- DEPARTURE pages may be slewed page by page in an open loop if data do not fit in one
page.
(c) MCDU mechanization

(Ref. Fig. 22-71-00-16500-A - MCDU Mechanization (Sheet 1/3))
(d) Engine out SID operation
The EOSID is a standard procedure to use if an engine fails just after takeoff.
The following EOSID function rules are used after the automatic FMGC detection and if the aircraft is
before the diversion point.
A temporary F-PLN is automatically created and any existing temporary F-PLN is deleted.
The temporary F-PLN page is automatically displayed with amber prompts:
. in 6L: ERASE
. in 6R: INSERT
If the temporary flight plan is erased, the EOSID is displayed on the ND in yellow.
The EOSID is strung into the flight plan beginning with the EOSID diversion point. Any part of
the EOSID before the EOSID diversion point is deleted.
. A discontinuity is strung after the last waypoint in the EOSID.
The discontinuity is between the last waypoint in the EOSID and the EOSID diversion point. The
remaining original flight plan after the EOSID diversion point remains in the flight plan.
. Once the EOSID diversion point is sequenced and INSERT or ERASE has not been selected, the
temporary F-PLN is erased and the original F-PLN page is displayed, but the EOSID is displayed
on the ND in a specific color.
If an engine out condition is detected when the A/C is beyond the EOSID diversion point, and before
the first enroute waypoint, no temporary F-PLN is created but the EOSID is displayed on the ND in a
specific color.
It has to be noted that the EOSID is displayed on the ND in plan mode if no engine failure is detected.
(4) ARRIVAL Procedure
(a) General
The only possible revise point for an arrival procedure selection is the destination waypoint.
The various elements of an arrival procedure are first strung together, in this order : STAR-EnrouteTransition STAR, Approach Transition and approach, following the general rules described in para. A.
(1).
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However if one element of the selected arrival procedure has been laterally or vertically modified, when
a new arrival is selected, the modifications are lost even if the modified element belongs to the new
procedure.
Each element may be changed or selected separately creating a temporary flight plan.
(b) MCDU display
The selection of an arrival procedure is performed from the LAT REV page at destination (with the
ARRIVAL prompt) and through three different pages:
. ARRIVAL page 1 allows selection of a runway and final approach
. ARRIVAL page 2 allows selection of a STAR and an enroute transition
. APPR VIA page allows selection of an approach transition
(Ref. Fig. 22-71-00-16900-A - ARRIVAL and APPROACH VIA Pages)
The MCDU display for arrival procedure is equivalent to the one for departure procedure.
The ARRIVAL page 1 is accessed from LAT REV at destination or from ARRIVAL page 2 by
NEXT PAGE key.
The ARRIVAL page 2 is accessed from ARRIVAL page 1 either automatically when a FINAL has
been selected or modified, or manually by NEXT PAGE key.
The APPR VIAS page may be accessed:
. automatically from ARRIVAL page 1 if a FINAL has been selected or modified and there is no
STAR compatible with this FINAL and there are several APPR transitions
. automatically from ARRIVAL page 2 if a STAR has been selected or modified and several APPR
transitions compatible with the FINAL and the STAR exist
. manually from ARRIVAL page 2 by the prompt APPR VIAS.
Line 1 of these pages displays the selected elements of the arrival (if any) in active F-PLN color
(green) or in temporary color (yellow) if there is a temporary flight plan.
Lines 3 to 5 of ARRIVAL page 1 display the various approaches (runways and final) for the airport
with features (length, runway heading, navaid ident and frequency for the ILS corresponding to the
runway (if any)).
Lines 3 to 5 of ARRIVAL page 2 display the STARs compatible with the selected approach (left side)
and the enroute transition compatible with the selected STAR (right side).
Lines 3 to 5 of APPROACH VIA display the approach transitions compatible with the selected
approach and STAR.
In these lists, the active element (in temporary or not) is displayed in green, remaining elements are
displayed in cyan (modifiable element color).
(5) Next Waypoint
(Ref. Fig. 22-71-00-17400-A - Next Waypoint)
This revision allows to enter a new waypoint, just next to the revise waypoint.
The revise waypoint cannot be the FROM waypoint.
When a waypoint is inserted into this field, the temporary flight plan page is automatically displayed.
The next waypoint may be a fixed waypoint or navaid or airport but not a runway.
The next waypoint is inserted following the revise point with a direct leg.
If the new waypoint is identical to an existing downpath waypoint in the flight plan (except a waypoint
belonging to the missed approach) then all legs between the revise waypoint and that identical downpath
waypoint are deleted. Any current constraints of that downpath waypoint are retained.
Otherwise, a discontinuity follows the new waypoint and legs are not deleted.
(6) New Destination
This revision is used to designate a new destination (airport ident entry) and it is available at any waypoint
except the FROM waypoint and destination and waypoints beyond destination.
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A discontinuity is strung between the revise point and the new destination and all waypoints following the
revise point are deleted (including primary destination and missed approach).
When a new destination is entered, a temporary F-PLN is created.
(7) Offset
(Ref. Fig. 22-71-00-17600-A - Offset)
The parallel offset function enables the aircraft to fly parallel to the original F-PLN laterally offset by a
certain distance (input by the pilot).
This revision is allowed if the revised point is the FROM waypoint and if the following conditions are all
met:
. the active leg is a CF, TF or DF leg
. the leg following the active leg is a CF, FM or TF leg
. the active and next leg termination waypoints are not the destination runway or MAP in the active FPLN.
An offset distance entry is accepted if the A/C current distance to go is greater than or equal to the
distance required to reach the offset path. If the entry is not accepted, the ENTRY OUT OF RANGE
message is displayed on the MCDU.
When an offset is inserted, a temporary flight plan is created but the temporary F-PLN page is not
automatically displayed, the display remains on a simplified LAT REV page.
When the offset is inserted, OFST is displayed in the title line of the F-PLN pages.
The offset is automatically cancelled when:
. the next leg is not a CF, TF or FM leg or the next leg termination waypoint is the destination
waypoint, and the current distance to go is less than or equal to the distance required to reach the path
. the active leg is changed by a lateral revision.
The offset can be cancelled on the MCDU by zeroing or clearing the offset distance on the LAT REV page.
When an offset is flown, the ND displays the original flight plan in green dashed line and the offset flight
plan in green solid line.
(8) Holding Pattern
(Ref. Fig. 22-71-00-17800-A - Holding Pattern)
This function is used to insert a holding pattern with a manual termination (HM leg) into the flight plan, to
convert an HF or HA leg into an HM leg, or to change the parameters of an existing HM leg. This function
is only accessed if the revise waypoint is a fixed waypoint (other than a terminating waypoint of an HF leg),
the FROM waypoint, or the manual termination of an HM leg.
This revision may be performed through a specific page accessed from LAT REV page and creates a
temporary flight plan.
When a present position holding pattern is inserted, a discontinuity is inserted following the holding.
If the revise waypoint is the manual termination of an HM leg or the termination of the leg prior to an HM
leg, the defining parameters of that holding pattern can be reviewed and/or changed. If that holding
pattern is the active leg, a temporary is created and any inserted change (INSERT must be pressed again)
becomes effective upon the next crossing of the holding fix. Otherwise (not active leg), changes (after
INSERT is pressed on temporary page) are activated immediately.
When the HOLD page is accessed, if no holding exists, a default holding is created and holding parameters
are displayed in yellow (temporary page).
If the holding belongs to the F-PLN, existing holding parameters are displayed in cyan (modifiable).
HOLD pages display the following parameters :
. inbound course (course to holding fix)
. turn direction (right or left)
. time/distance of a leg of the holding pattern
. the time by which the holding pattern must be exited to satisfy the fuel reserve requirements and the
estimated fuel on board at that time.
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(9) VIA/GO TO
(Ref. Fig. 22-71-00-18000-A - VIA/GO TO)
This function allows selection of a prestored airway segment for insertion into the flight plan.
This segment is defined by the airway identifier (VIA) and an end-point ident on that airway (GO TO).
This end point cannot be a runway. There is no dedicated page for this function.
This revision creates a temporary flight plan and is available if the revise point is a fixed waypoint in the FPLN (except FROM waypoint and destination).
If the entered airway does not pass through the revise point or if the entered end point is not on the airway,
then a message is displayed on the MCDU to warn the pilot (AWY/WPT mismatch) and insertion is not
allowed.
If the entered end point is a down path waypoint in the original F-PLN, then the legs in the original F-PLN
between the revise point and the end point are deleted and there is an automatic stringing. If not, there is a
flight plan discontinuity between the end point and the first waypoint in the F-PLN past the revise point.
(10) Alternates
(Ref. Fig. 22-71-00-18200-A - Alternates)
(a) List of alternates
This revision allows to change the alternate destination.
This is performed through a special page (via LAT REV at destination) on which the prestored
alternate destinations are displayed with the option NO ALTN; moreover the pilot can select an
alternate other than the one stored with the primary destination (Ref. DATA BASE chapter).
For each alternate, the following items are displayed:
. Airway distance (from primary destination to Alternate destination).
. track (great circle).
. Extra at alternate destination.
For NO ALTN the extra is also computed and displayed.
To select another alternate the pilot has to enter an identifier on the MCDU in the OTHER ALTN
field. If he wants computations for that alternate, he has to enter a distance as well (airway distance is
assumed).
Selecting one of the alternates creates a temporary flight plan. The other alternate may be selected in
temporary even if a distance is not entered on the MCDU. In this case the FMGC computes predictions
for this alternate (distance, track, extra).
(b) Enable alternate
It is used to activate the alternate portion of the F-PLN.
The alternate F-PLN is inserted in the primary F-PLN.
This revision creates a temporary flight plan.
The revise waypoint may be any waypoint (except the FROM) of the active Primary F-PLN (including
destination and missed approach) and there must be an alternate destination.
All waypoints in the active primary portion of the F-PLN beyond the revise point are deleted (This
includes the Primary destination and missed approach).
The revise point is strung to the Alternate origin waypoint (the first one after the ex-Primary
destination), with a discontinuity.
(11) Direct Modifications through F-PLN Page
Two lateral revisions may be performed on the F-PLN page A or B without creating a temporary flight
plan:
. insertion of a new waypoint
. clearing a waypoint or discontinuity.
(a) Insert a new waypoint
This function results from the direct entry of a new waypoint into the flight plan via the F-PLN page.
This function is essentially identical to the next waypoint function in LAT REV (Ref. para. C. (5).
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The new waypoint is inserted at the position selected by the pilot (all markers are included). However
it cannot be inserted directly following FM, or VM legs or at the FROM waypoint.
ORIGINAL F-PLN
F-PLN AFTER XYZ ENTRY
FROM
FROM
ABC
ABC
BCD
BCD
--F-PLN DISCONTINUITY---F-PLN DISCONTINUITY-Waypoint XYZ
XYZ
entered here ---> CDE
DEF
--F-PLN DISCONTINUITY-CDE
DEF
(b) Clear waypoint or discontinuity
This function is invoked by first pressing the CLR key with the F-PLN page displayed and the
scratchpad empty.
Then, the left line-select key, next to the selected waypoint, is pressed.
The function performed depends on whether the waypoint is a downpath waypoint, a TO waypoint or
a FROM waypoint.
. Clearing a downpath lateral waypoint or discontinuity deletes the selected leg from the flight plan.
. Clearing the TO waypoint is not allowed when NAV is engaged. A message NOT ALLOWED IN
NAV will be displayed on the MCDU.
. Clearing the FROM waypoint is not allowed when NAV is engaged.
. Clearing a discontinuity is allowed except just after PPOS.
(12) DIR (Direct) TO
(Ref. Fig. 22-71-00-18500-A - DIR TO)
This function allows the pilot to insert a direct path from the aircraft present position to a selected fixed
waypoint. It is invoked by using the DIR TO page. There is no temporary situation for this revision.
The rules for the DIRECT TO functions are as follows:
. If the DIRECT TO waypoint is identical to any fixed waypoint in the flight plan (including the FROM
waypoint), then a DF leg is strung to that waypoint.
All original legs up to that waypoint are deleted and T-P becomes the FROM waypoint followed by the
DF leg.
. If the DIRECT TO waypoint is not identical to any waypoint in the flight plan, a DF leg is strung to
that waypoint followed by a discontinuity.
The discontinuity stringing rule applies to the flight plan from the TO waypoint on. T-P becomes the
FROM waypoint.
. DIRECT TO is activated when the DF leg is strung by the above rules.
D. Vertical Revisions
(1) General
The vertical revise function allows the flight crew to define or modify the following vertical flight plan
elements:
. Altitude constraint
. Speed constraint
. Time constraint
. Speed limit
. Estimated takeoff time (origin only)
. Step (climb or descent)
. Wind.
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All elements can be defined or changed through the VERT REV page, but only the first three elements can
be modified directly on the F-PLN page. Same mechanization, as described in the following paragraphs,
applies for both primary and secondary flight-plans except that INSERT* prompt is cyan for the secondary
F-PLN.
Access to the VERT REV page is achieved from the F-PLN page when a right line select key is pressed
with scratchpad empty at any fixed waypoint, at T/C, T/D or speed limit pseudo waypoints. Access is
allowed from the FROM waypoint. After access, if a lateral leg sequence occurs such that the revise point
becomes the FROM waypoint, then the revision is aborted and the display reverts to F-PLN page. Access
to the VERT REV page is also achieved from the STEP page when DELETE STEP prompt (6R LS key) is
selected.
Following the flight phase where the revise point is predicted to be, the VERT REV page does not display
all fields. Following figure shows different VERT REV pages for access through the FROM waypoint, a
fixed waypoint in CLB (ROLLA) and a fixed waypoint in CRZ (PEMAR).
(Ref. Fig. 22-71-00-19100-A - VERT REV Pages (with time constraint))
Some other vertical revisions are performed directly on the appropriate pages. They deal with CRZ FL, Cost
Index, thrust reduction and acceleration altitudes.
(2) Constraints
Constraints are displayed on the VERT REV page. They may be defined only at fixed waypoint except the
FROM, origin and destination waypoints. In addition, the estimated takeoff time may be entered on the
origin VERT REV page.
(a) On the F-PLN A page
Each defined constraint is displayed adjacent to the constrained waypoint, in magenta large font, as
long as new predictions are not computed. Then the value of the constraint is replaced by the new
predicted value with a star before it.
Speed and/or altitude constraint may be entered on this page with one of the following format :
. SPD
. ALT
. SPD/ALT.
A minus sign must be entered before or after the value for an AT or BELOW altitude, and a plus sign
for an AT or ABOVE altitude. A CLB or DES amber prompt may be displayed following the conditions
described in Para. 2.B.(3). In this case, the appropriate LS key must be pressed to choose CLB or
DES, in order to insert the constraint.
If the CLR function is used on a right LS key, all constraints are deleted for the corresponding
waypoint.
(b) On the VERT REV page
Each defined constraint is displayed on this page, in large magenta font if it is entered by the pilot or
in small magenta font if it is a data base constraint. Format entry and CLB or DES amber prompt
display are as described above.
(Ref. Fig. 22-71-00-19200-A - Constraints and Step Insertion at CRZ Waypoint)
If the VERT REV page is exited before choosing CLB or DES for altitude on speed constraint, the
prompt will no longer be displayed on the new page, and the constraint will not be accepted.
(3) Speed Limits
A speed limit is a CAS which must not be exceeded below the corresponding speed limit altitude. There can
only be two speed limits in a given flight-plan; one for climb and one for descent.
On the F-PLN page, both CLB and DES speed limits are displayed as pseudo waypoints when predictions
are available. Figures show an example of CLB speed limit (in 4L-4R).
On the VERT REV page, only one speed limit is displayed in field 2L. It is the CLB speed limit if the revise
point is prior to or at the T/D but the field is dashed if there is no T/D and the aircraft is still in DONE,
PREFLIGHT, TAKEOFF, CLB or CRZ flight phase. It is the DES speed limit in all other cases.
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The system default value of 250 kts below 10,000 ft. applies for both speed limits when there is a flight
phase transition to DONE. When origin and destination airports are defined, these values are overwritten by
data base speed limits, if they are stored with the associated airports.
The pilot may then change both or either of the parameters : speed/ altitude, either on F-PLN or on VERT
REV page.
If the pilot clears a pseudo waypoint on the F-PLN page, the corresponding speed limit will be deleted from
the system.
A speed limit can also be cleared on the appropriate VERT REV page.
(4) Steps
The STEP PRED page is used to insert a step climb or a step descent at a fixed cruise waypoint (FROM
excepted) for predictions accuracy purposes. The STEP page is accessed from the VERT REV page with
the STEP PRED prompt (4R).
If T/C and T/D have not yet been computed, it can be accessed at any fixed waypoint; however if the
system predicts that the step cannot be reached within the cruise segment, the step is automatically
deleted. Only one step is allowed to exist in a given flight plan.
Both the step flight level (mandatory) and the step wind (as an option) must be entered before the step is
inserted with the INSERT* prompt (6L). If the RETURN prompt (6R) is selected, the step is not inserted
and the display reverts to the previous VERT REV page. A step can be cleared with the DELETE* prompt
(6L) on the STEP page, or directly on the F-PLN pages by clearing the S/C or S/D pseudo waypoint. Note
that the INSERT prompt is amber for the primary F-PLN and cyan for the secondary F-PLN.
(5) Winds
The system computes a FORECAST wind profile for the active primary F-PLN, which is linear interpolated
between and propagated beyond wind entries. This profile is used for the construction of the descent path,
and for display on the F-PLN B page: pilot entries are displayed in large green font, forecast interpolated or
propagated values in small green font. During cruise only, current wind measured at aircraft position is used
as the initial value for the interpolation/propagation process.
Wind entries can be made on the following MCDU pages:
. WIND (access from INIT A page):
(Ref. Fig. 22-71-00-19600-A - WIND Page)
This page is available only for the active primary F-PLN. Initially, the page title is HISTORY WIND
and winds recorded at 5 different flight levels (FL50, FL150, FL250, at the previous and new cruise
flight levels) are displayed. They can be modified or cleared: the page title then becomes WIND. The
INSERT* prompt must be selected for these winds to be included in the FORECAST WIND profile.
. FUEL PRED:
A cruise wind can be entered for the active primary or alternate F-PLN.
The primary F-PLN cruise wind is equivalent to wind at T/C; entry is NOT ALLOWED once T/C is
sequenced. Secondary F-PLN cruise wind entry can be made on SEC INIT A page.
(Ref. Fig. 22-71-00-19700-A - Cruise Wind Entry)
. F-PLN B:
Winds can be entered at the origin, destination, and cruise waypoints when T/C and T/D exist. Wind
entries made at any other waypoints when predictions are not available are deleted once T/C and T/D
are computed.
(Ref. Fig. 22-71-00-19800-A - F-PLN B Page)
. VERT REV:
Winds are identical to those on the F-PLN B page, and the same entry rules apply.
. STEP PRED (access from VERT REV page):
A step wind entry can be made before the step is inserted.
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It is equivalent to the wind upon reaching the step altitude. Note that if a step wind is entered,
previous wind entries at step waypoints are deleted when the step is inserted and again later if the step
is deleted.
However, they remain unchanged if no step wind is entered.
. DES FORECAST (access from PERF CRZ page):
(Ref. Fig. 22-71-00-19900-A - DES FORECAST Page)
This page is available only for the active primary F-PLN.
Wind entries at up to 4 desired altitudes or flight levels can be made on this page according to the
wind DIR/MAG/ALT format.
. PERF APPR:
(Ref. Fig. 22-71-00-20000-A - PERF APPR Page)
The wind at destination is referenced to magnetic north on this page. The entry is used for the
FORECAST descent wind profile and for computing VAPP. This wind is also displayed on the F-PLN B
page but referenced to true north.
Wind entry format is DIR/MAG, where DIR is the direction from which the wind is blowing, in degrees
referenced to true north - except for wind at destination which is referenced to magnetic north on the
PERF APPR page; and MAG is the wind magnitude in knots. DIR or MAG can be modified individually. On
the DES FORECAST page only, entry format is DIR/MAG/ALT.
E.
Data Base
The data base is divided into two main parts which are the navigation data base and the performance data base.
The navigation data base stores various types of data describing a geographical area in which the A/C flies. This
data base is used to create flight plans (laterally and vertically), tune navaids or compute A/C position, perform
fuel planning (fuel policy).
The performance data base describes the performance models divided into aircraft aerodynamic model and
engine model. This data base is used for predictions and optimization.
(1) DATA INDEX Page
(Ref. Fig. 22-71-00-20400-A - DATA INDEX Page)
This page is displayed via the DATA mode key.
Data fields:
(a) 1L : access to the WAYPOINTS page.
(b) 1R : access to the STORED WAYPOINTS page (if at least one exists) or to the new waypoint page (if
no stored waypoint exists).
(c) 2L : access to the NAVAIDS page.
(d) 2R : access to the STORED NAVAIDS page (if at least one exists) or to the new navaid page (if no
stored navaid exists).
(e) 3L : access to the RUNWAYS page.
(f) 3R : access to the STORED RUNWAYS page (if at least one exists) or to the new runway page (if no
stored runway exists).
(g) 4L : access to the ROUTES page.
(h) 4R : access to the STORED ROUTES page (if at least one exists) or to the new route page (if no
stored route exists).
(i) 5L : access to the A/C STATUS page.
(2) A/C Status Page
(Ref. Fig. 22-71-00-20700-A - A/C Status Page)
The A/C status page reminds the pilot what is the FMGC data base program configuration. This page is
displayed through the DATA INDEX page (DATA mode key).
Data fields:
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(a) Title line : gives the aircraft model number defining the airframe series and the engine type. This
number refers to the aircraft aerodynamic model. There are 3 aero models stored which are selected by
program pin (2 discretes). The displayed aero model reference reflects the pin program status.
(b) Line 1L : displays the type of engine on the aircraft and so gives the engine model loaded in
performance data base. There are 6 engine models selected by program pin (3 discretes) and the
displayed reference reflects the program pin status.
(c) Lines 2 and 3 : display the navigation data base part number and effectivity for the active and second
data base.
The navigation data base is stored for two successive 28 day cycles. The appropriate cycle is
automatically selected using the A/C clock date, but automatic selection may be overridden by pilot
selection on A/C status page.
(d) Line 4R and label line 5R display the numbers of elements stored by the pilot.
In fact, in addition to the navigation data base elements, the pilot has the ability to create and store
up to 20 waypoints, 20 navaids, 10 runways, 3 routes. These stored elements belong to the active data
base and depending on program pin configuration may be deleted, during DONE phase, by pilot
selection of 5R key (if DELETE ALL prompt is displayed) or when the active data base is no longer
effective.
(e) Line 4L : enables the crossloading activation of the Navigation Data Base when the prompt is diplayed
in DONE or PREFLIGHT flight phase. When it is selected, the ACTIVATE CROSSLOAD prompt is
replaced by the CONFIRM CROSSLOAD prompt in order to enable the transfer of the Navigation
Data Base from the onside FMGC to the offside FMGC.
(3) Navigation Data Base
The types of data stored in the navigation data base are as follows:
. Navaid
. Non directional beacon
. Waypoint
. F-Plan fix
. Airport
. Runway
. Airway
. Holding pattern
. Terminal area procedure
. Company route
. Alternate
. Fuel policy.
Flight plan fixes may be either Navaids, Non directional beacons, or waypoints.
(a) Navaids - Non directional beacons (NDB)
Navaids and NDB are radio stations that may be used for radio tuning or position updating, or
designated as flight plan waypoint.
1
AES
The pilot may display information concerning any navaid defined in data base or by the crew on
the Navaid page. This page is accessed from the DATA INDEX page (DATA mode key).
(Ref. Fig. 22-71-00-20900-A - NAVAID Page)
Data fields:
a
Line 1L : displays the ident of the navaid. This is a pilot entry and the page gives information
about this navaid.
Line 2L : displays the class of the navaid. It may be:

VOR
ILS DME
DME
VORTAC
LOC
VOR DME
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ILS
NDB
AES
Line 3L : displays the latitude and longitude of the navaid.

In case of ILS, this is the localizer position.
In case of non collocated VOR DME, this is the VOR position.
Line 4L : displays the frequency
Line 5L : displays the elevation (except for VOR and NDB where it is undefined and blank).
Line 6L : displays the figure of merit indicating the maximum distance at which the navaid
can be tuned (except for LOC, ILS, NDB where it is blank).
Figure of merit may be:
! 0
40 Nm
! 1
70 Nm
! 2
130 Nm
! 3
250 Nm
-
Line 1R:
. for VOR-VORTAC-VOR DME, it displays station declination
. for ILS-ILS DME, it displays runway ident.
Line 2R : displays ILS approach category for ILS-ILS DME
Line 3R : displays the course of the localizer for LOC-ILS or ILS DME.
If the pilot wants to get information about a navaid he has created and stored, he may have
access to the NAVAID page (Ref. above) or to the STORED NAVAID page.
(Ref. Fig. 22-71-00-21000-A - STORED NAVAID Pages)
Data fields:
a
Title line : in columns 19 through 23 are displayed two numbers.

The second one gives the number of navaids that have been created and stored by the pilot.
This number is equal to the number of stored navaids displayed on A/C status page. The
pilot may store up to 20 navaids.
The first number indicates the rank of the displayed navaid in the list of stored navaids.
Fields 1L to 6L and 1R to 3R are identical to those described above for the navaid page.
Line 5R : The LSK adjacent to the DELETE ALL indication, if pressed, allows the pilot to
delete all stored navaids from the stored navaid list except those which are currently used in
the active or secondary flight plan or are being used for position computation or display. If all
navaids are deleted, the display reverts to new navaid page.
The pilot may also delete only the displayed navaid clearing the ident field provided that this
navaid is not used. The next stored navaid is then displayed.
Line 4R : The LSK adjacent to the NEW NAVAID indication allows access to the new navaid
page to define and store a navaid.
The pilot may see successive stored navaids by actions on the slew keys. A prompt is
displayed in the right corner of the scratchpad with one or two vertical arrows.
When the pilot wants to define a new navaid, he may have access to the NEW NAVAID page
from the STORED NAVAID page or from DATA INDEX page if no stored navaid exists.
(Ref. Fig. 22-71-00-21100-A - NEW NAVAID Pages)
Data fields:
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a
Fields 1L to 6L and 1R to 3R are identical to those described for the NAVAID page.
If the NAVAID is an ILS or a LOC, the pilot must enter the RWY ident. Entry of a RWY
ident in 1R gives acess to the NEW RUNWAY page when the RWY ident is not found in the
Navigation Data Base. Upon storing of the runway data, the display reverts to STORED
NAVAID page.
Line 5R : The LSK adjacent to the RETURN indication causes the display to return to the
page displayed when the NEW NAVAID page was called.
Line 6R : The LSK adjacent to the STORE indication allows the pilot to store the navaid
(once it has been totally defined).
Upon insertion, the display reverts to STORED NAVAID page.
If the page is left without store key being pressed, the navaid data are lost.
When 20 navaids are already stored the first navaid in the list which is not used for flight
planning, position computation, or display is automatically deleted. The newly entered navaid
becomes 20/20. If no navaid can be deleted from the list, insertion is not allowed.
NOTE :
The pilot may also have access to the new navaid page if a navaid entry is made and
navaid cannot be found in data base or stored navaid list. In this case, upon insertion
the display reverts to the access page (on which the pilot made the entry).
(b) Waypoints
(Ref. Fig. 22-71-00-21200-A - WAYPOINT Pages)
Waypoints are ground reference points that may be designated as flight plan waypoints.
1
AES
The pilot may display information concerning any waypoint defined in data base or by the crew on
the WAYPOINT page.
Access to this page is achieved from the DATA INDEX page.
Data fields:
a
Line 1L : The waypoint identifier may be any waypoint, navaid or airport ident. This is a pilot
entry and the page gives information about that waypoint.
Line 2L : Gives the latitude and longitude of the waypoint.
Line 3L : Describes the waypoint if it is defined as a place/bearing/distance or as a

place/bearing-place/bearing.
(Ref. Fig. 22-71-00-21300-A - Place/Bearing/Distance and Place/Bearing-Place/Bearing)
As for navaids, the pilot may get information about a waypoint he has created and stored on the
STORED WAYPOINT page.
Access to this page is achieved from the DATA INDEX page or from the NEW WAYPOINT page
upon insertion of a new waypoint.
(Ref. Fig. 22-71-00-21400-A - STORED WAYPOINT Page)
Data fields:
a
Title line : In the right corner of the line are displayed the rank of the currently displayed
waypoint and the number of the stored waypoints. This number is equal to the number of
stored waypoints shown on A/C status page. It may be up to 20. Slew key action may display
the previous or next stored waypoint.
Lines 1L to 3L : Are identical to those described in the waypoint page.
Line 5R : The prompt DELETE ALL has the same functionality for the STORED
WAYPOINT page as for the STORED NAVAID page.
Deletion of the currently displayed stored waypoint only is allowed by clearing the ident field
provided that the waypoint is not used.
The next stored waypoint is then displayed.
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d
3
Line 4R : Allows the pilot to have access to the NEW WAYPOINT page and thus to define
and store a waypoint.
As for navaids, when the pilot wants to define a new waypoint he may have access to the NEW
WAYPOINT page.
(Ref. Fig. 22-71-00-21500-A - NEW WAYPOINT Pages)
Data fields:
a
Line 1L : Displays the ident of the new waypoint.
Line 2L : Allows the pilot to enter latitude and longitude if he wants to define the new
waypoint in such a way.
Line 3L : If the new waypoint is a place/bearing/distance, this field allows the pilot to define
it.
Line 4L : If the new waypoint is a place/bearing - place/bearing, this field allows the pilot to
define it.
Line 5R : The RETURN prompt has the same functionality as the RETURN prompt on the
NEW NAVAID page.
Line 6R : The LSK adjacent to the STORE indication allows the pilot to store the newly
defined waypoint.
Upon insertion, the philosophy described on the NEW NAVAID page applies for the new
waypoint page.
NOTE :
The pilot may have access to the NEW WAYPOINT page if he enters an ident that
cannot be found in data base or stored waypoint list (for example on lateral revision
page : next waypoint or direct lateral revision on flight plan page).
Upon insertion of the new waypoint the display reverts to the access page (entry of a
next waypoint on lateral revision page will revert to temporary flight plan page after
insertion).
(c) Airports
Airports may be designated as the origin or destination waypoint in a flight plan.
The information provided for each airport may consist of:
. airport identifier
. position of the reference point
. elevation
. transition altitude
. speed limit.
(d) Runways
Runways are defined at an airport and cannot exist unless the associated airport exists.
1
AES
For runways, the pilot may display information concerning any of the data base runways or pilot
stored runways on the RUNWAY page. The page is accessed from DATA INDEX.
(Ref. Fig. 22-71-00-21600-A - RUNWAY Page)
Data fields:
a
1L
.
.
.
: Pilot must enter the runway ident with the following format: ARPT NN A where:
ARPT is the airport ident
NN is the number of the runway on the airport (it is the QFU)
A is a description, it may be blank or in case of two or more parallel runways, it may
be L (for left), R (for right), C (for center).
Line 2L : Displays the latitude and longitude of the runway threshold.
Line 4L : Displays the paved length.
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Line 5L : Displays the runway threshold elevation.
Line 6L : Displays the runway centerline bearing.
Line 1R : Displays the ILS ident if there is one associated to the runway.
Other pieces of information are available in data base which are not displayed on this page,
they are :
. Threshold displacement distance
. ILS category (shown on NAVAID page)
. Localizer center beam bearing (shown on NAVAID page).
If the pilot wants to get information about runways he defined and stored, he may have access to
the STORED RUNWAY page from the DATA INDEX page.
(Ref. Fig. 22-71-00-21700-A - STORED RUNWAY Page)
Data fields:
a
Title : In the right corner of the title line are given the rank of the displayed runway and the
number of stored runways.
This number is equal to the number of stored runways displayed on A/C status page.
The pilot may store up to 10 runways.
Slew key action may display previous or next stored runway.
Lines 1L to 6L and 1R are identical to those defined for the RUNWAY page.
Line 5R : The DELETE ALL has the same functionality for the STORED RUNWAY page as
for the STORED NAVAID or STORED WAYPOINT page.
Deletion of the currently displayed stored runway only is allowed by clearing the ident field
provided that the runway is not used in the flight plan. The next stored runway is then
displayed.
Line 4R : The LSK adjacent to the NEW RUNWAY indication allows the pilot to have access
to the NEW RUNWAY page and thus to define and store a runway.
If a pilot wants to define a new runway, he may have access to the NEW RUNWAY page from
DATA INDEX page (if no stored runway exists) or from the STORED RUNWAY page.
(Ref. Fig. 22-71-00-21800-A - NEW RUNWAY Page)
Data fields:
a
Lines 1L to 6L and 1R are the same as those described on RUNWAY page.

Entry of an ILS ident in field 1R gives access to the NEW NAVAID page where the pilot may
define the ILS. Upon insertion of the ILS, the display returns to the NEW RUNWAY page. If
no ILS ident is entered in 1R, the field remains blank.
Line 5R : The RETURN prompt has the same functionality as the RETURN prompt on NEW
NAVAID page.
defined runway.
Upon insertion, the philosophy described on NEW NAVAID page applies for the NEW
RUNWAY page.
NOTE :
The pilot has access to the NEW RUNWAY page when an airport entry is made and
the airport cannot be found in data base (for example : new destination entry on
lateral revision page). Upon insertion, the display reverts to the access page (or to
temporary flight plan page for lateral revision).
(e) Airways
Airways are predefined routes between two or more F-PLN fixes. The information provided for each
airway consists of:
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.
.
Airway identifier
List of airway fixes.
(f) Holding pattern

Holding pattern are defined at a fix. The information provided for each holding pattern consists of:
. Fix ident
. Inbound course
. Altitude
. Leg length (time or distance)
. Turn direction (L left or R right).
If the pilot executes a lateral revision at a flight plan fix where a data base holding pattern exists, he
will display the following HOLD page which describes the holding pattern.
(Ref. Fig. 22-71-00-21900-A - HOLD Page)
(g) Terminal area procedure
Terminal area procedures are predefined routes for arriving or departing a terminal area at a given
airport. These procedures can not exist unless the designated airport exists. There are three types of
terminal area procedures at a given airport:
. SID
. STAR
. APPROACH.
Information associated to a terminal area procedure consists of:
. Procedure identifier
. Transition identifier
. Transition altitude
. A set of path/terminations with associated elements describing the paths (recommended navaid if
any, bearing, leg length (distance/time), altitude/speed/flight path angle constraints if any)
. Compatibility with a single runway or a set of runways.
(h) Company route
Company route may designate all the elements required to define a flight plan from the origin to the
destination.
As a minimum, the CO RTE information must contain the CO RTE identifier and origin and
destination airports.
Additionally some lateral elements may be specified such as :
. Origin and destination runways
. Airways
. Direct leg
Some vertical elements may be defined :
. Cost index
. Cruise altitude
. Step climb or descent.
In a similar way as for navaids, waypoints or runways, the pilot has the possibility to display
information about data base routes or pilot stored routes, to create and store new routes.
1
If the pilot wants to display information about data base company route or pilot stored routes, he
may have access to the ROUTE page via the DATA INDEX page (DATA mode key).
(Ref. Fig. 22-71-00-22000-A - ROUTE Pages)
Data lines:
a
AES
Title line : If the pilot selects a city pair through field 1R, the right corner of the title line
indicates the number of company routes available for the entered city pair and the rank of
the displayed company route.
The pilot may display the other routes available for the given city pair by slew key actions.
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Field 1L : The pilot may enter the company route number in this field. The city pair will be
automatically filled.
Field 1R : The pilot may enter the origin and destination airports.
The company route will be automatically filled with the first existing route.
Label line 2L through 6L : displays lateral elements of the company routes:

. the origin runway or airport is displayed.
. for terminal area procedures, only the name of the procedure and the final point are
displayed.
. for other cases, the origin and final point of the segment are displayed in addition to the
name of the segment (airway ident, direct leg).
The pilot has the possibility to define and store up to 3 company routes. He may display
information about a stored company route by having access to the STORED ROUTE page from
DATA INDEX page.
(Ref. Fig. 22-71-00-22100-A - STORED ROUTE Page)
Data fields:
a
Title line : the right corner of the line indicates how many routes have been stored by the
pilot and which one is displayed. Slew key actions display the previous or next company
route.
Lines 1L through 5L display the same data as described in ROUTE page.
Field 6L : The DELETE ALL prompt has the same functionality as the prompt described for
STORED NAVAID page. If all stored routes are deleted, the display changes to the NEW
NAVAID page.
If one route is used as active, temporary or secondary flight plan, it is not deleted.
Field 6R : It allows the pilot to have access to the NEW ROUTE page.
The pilot may create a new company route and store it. He may have access to the NEW ROUTE
page
(Ref. Fig. 22-71-00-22200-A - NEW ROUTE Page)
from the DATA INDEX page (stored route prompt and no stored route exists) or from the stored
route page.
Data fields:
a
Line 1L : The pilot can enter a new company route number. If the pilot does not enter a
company route number, the new route (if stored) is named SRTE N (N is a number : 1 to 3).
If the pilot enters an existing number, the entry is rejected.
Line 2L : It permits to store elements (lateral elements plus cost index - cruise flight level and
step (if any)) from the active flight plan into the new route.
The display changes to stored route page with the newly entered route.
Line 2L : Same as 1L but with storage of secondary flight plan elements into the new route.
If three routes have already been defined, the pilot may not store a new one.
(i) Alternate
Up to 6 alternates may be defined for a given airport, but one must be designated as the preferred
alternate. The alternate is an airport or company route. The alternate information consist of a list of
alternates and the alternate airway distance associated with each.
(j) Fuel policy
Each navigation data base contains eight fuel policy files. A set of fuel parameters contained in each
fuel policy are selected via airline program pin and used in performance fuel computations. Each fuel
policy consists of the following fuel parameters:
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-----------------------------------------------------------------------!
MNEMONIC
!
PARAMETERS
!
VALUES
!
!-----------------!--------------------------------!-------------------!
! RTE RSV
! - Percentage of route reserve !
decimal
!
!-----------------!--------------------------------!-------------------!
! RSV MIN
! Minimum value of route reserve !
decimal
!
!-----------------!--------------------------------!-------------------!
! RSV MAX
! Maximum value of route reserve !
decimal
!
!-----------------!--------------------------------!-------------------!
! RSV FL
! Reserves are computed for fuel !
Y/N
!
!
! predictions in flight
!
!
!-----------------!--------------------------------!-------------------!
! RSV ALTN
! Reserve includes reserve of
!
Y/N
!
!
! alternate trip
!
!
!-----------------!--------------------------------!-------------------!
! FINAL TF
! Final time used for fuel
!
decimal
!
!
! prediction computation
!
!
!-----------------!--------------------------------!-------------------!
! FINAL FIXF
! Inclusive final fuel used for !
decimal
!
!
! fuel prediction computation
!
!
!-----------------!--------------------------------!-------------------!
! FINAL ALT
! Altitude of the holding
!
1 500 ft.
!
!
! pattern which the final
!
20,000 ft.
!
!
! computation is based on
!
!
!-----------------!--------------------------------!-------------------!
! TAXI
! Taxi fuel
!
decimal
!
!-----------------!--------------------------------!-------------------!
! FINAL DEST
! Airport upon which the final
!
Primary/
!
!
! fuel computation is performed !
Alternate
!
-----------------------------------------------------------------------All these values are displayed on the Init page B (which has been shown in chapter 71-3 about
initialization).
For the records in which data is not provided, default value for the corresponding parameter is defined
in the following list:
. Taxi = 200 kg
. RTE RSV = 5%
. RSV MAX = 10,000 kg
. RSV MIN = 0 kg
. RSV FL = Y
. RSV ALTN = N
. FINAL TF = 30 min
. FINAL FIX F = 0 kg
. FINAL ALT = 1500 ft.
. FINAL DEST = A
F.
AES
Performance Data Base

The performance data base is the data stored for the performance models.
This data base is composed of tables and equations for computing the aircraft aerodynamic and engine models.
Access to the performance data base is achieved by the performance process which uses the data for predictions
and optimizations.
Two types of model are described in the performance data base relating to:
. Aircraft aerodynamic (Aero)
22-71-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
. Engine.
In addition to these models, some items of information are provided to compute characteristic speeds and
miscellaneous data.
Up to 6 different engine types for 3 different aerodynamic models can be included in the FMGC software.
(1) Aircraft aerodynamic (Aero) model
The aircraft aerodynamic model consists of sets of drag coefficients used in aircraft equations of motion for
the entire range of aircraft configurations and flight conditions.
Two sets of drag coefficients are given depending on the configuration : one for clean configuration, the
other for a high lift configuration.
(a) The lift coefficient is computed from the equation of motion on the lift axis.
(b) Drag coefficient
The drag is computed from a standard drag coefficient plus a deviation.
The standard drag coefficient uses tables function of the lift coefficient, the Mach number and the
aircraft configuration at reference Reynolds number.
The deviation takes into account effects of speedbrake extension, landing gear extension, included in
approach and landing configuration, center of gravity deviation from reference position, Reynolds
number and trim drag due to asymmetrical thrust.
The speedbrake correction models an half speedbrake extension only.
(2) Engine model
The engine model describes the interrelations between thrust, thrust settings, and fuel flow for a particular
engine under given operating conditions. This model is used by the performance function in conjunction
with the aircraft models to solve the aircraft steady state equations of motion.
Following data are given :
(a) Function of thrust setting parameter and Mach number:
. Corrected net thrust
. Corrected fuel flow
The equation of motion used for optimization and prediction computations will make use of net thrust.
(b) Function of Mach number, altitude and temperature:
. Max climb setting
. Max continuous
. Idle ratings
. Idle margin or idle rating
(c) Function of Mach number
. Corrected windmill thrust
. Airflow.
(3) Miscellaneous data:
. takeoff speeds (F-S-O)
. engine out climb and drift down speeds (0)
. speed envelope depending on the speed mode
. maximum altitude
. optimum climb, cruise and descent speeds
. holding speeds
. time, fuel and distance for flight phases such as preflight, takeoff and go around phases
. distance, speed correction and approach definition
. alternates predictions (fuel and time)
. center of gravity computation
. repressurization control law for cabin pressure
. wind model.
AES
22-71-00 PB001
Page 30
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FROM
1L
2L
3L
4L
5L
6L
ROCCA
TOP9C
TOP
UB25
GEN
UB25
BEROK
UB25
FRZ
DEST
LGAT33R
UTC
SPD/ALT
1013
FL220
BRG136
32NM
.78/
FL290
1022
TRK122
60
1030
" "
57
" "
1037
29
" "
1041
UTC
DIST
EFOB
1220
898
8.4
1R
2R
3R
4R
5R
6R
N_MM_227100_0_AAM0_01_00
AES
FIGURE 22-71-00-12500-A SHEET 1

22-71-00 PB001
Page 31
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
LEG(S)
EXAMPLE
DESCRIPTION
A constant DME are to
a fix (AF)
AF
c
D10
350
170
B
BOUNDARY
RADIAL
Holding pattern
terminating:
HF
HA
automatically at the
fix after one full
circuit (HF)
HM
A
340
automatically at a fix
after reaching an
altitude (HA)
manually (HM)
IF
Initial fix
Procedure turn (PI) followed

by a course to a fix (CF)
PF
Track between two fixes

(great circle)
TF
B
A
N_MM_227100_0_ABM0_01_00
AES
FIGURE 22-71-00-12800-A SHEET 1

22-71-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
LEG(S)
EXAMPLE
DESCRIPTION
CA
C090
CA LEG
Course to an altitude
(position unspecified)
UNSPECIFIED
POSITION
X
CD
Course to a DME distance
D10
C090
CD LEG
CI
Course to a next leg (CI)

followed by a course
oriented leg.
Intercept point undefined
070
C090
CI LEG
Course to a radial termination

CR
170
Course to a fix
CF
A
N_MM_227100_0_ACM0_01_00
AES
FIGURE 22-71-00-12900-A SHEET 1

22-71-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
LEG(S)
EXAMPLE
DF
DESCRIPTION
UNSPECIFIED POSITION
Computed track direct to a fix
DIRECT
DF LEG
A
Course from a fix to an

altitude
FA
80
8000
UNSPECIFIED
POSITION
FC
Course from a fix to a

distance
D9
80
A

DME distance
FD
80
A
P/
D10
B

manual termination
FM
80
RADAR VECTORS
N_MM_227100_0_ADM0_01_00
AES
FIGURE 22-71-00-13000-A SHEET 1

22-71-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
EXAMPLE
LEG(S)
VA
H090
VA LEG
DESCRIPTION
UNSPECIFIED
POSITION
Heading to an altitude
8000
Heading to a DME distance
VD
B
D10
H090
VD LEG
Heading to a next leg (Vl).

lntercept point undefined
VI
070
H090
VI LEG
VM
Heading to a manual
termination
H070
RADAR VECTORS
Heading to a radial
termination
VR
B
170
N_MM_227100_0_AEM0_01_00
AES
FIGURE 22-71-00-13100-A SHEET 1

22-71-00 PB001
Page 35
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FROM
5612
UTC
SPD/ALT
1158
9500
BRG124
9
1200
250 /
5000
2L
IXONI
R19
KOR
3L
F PLN DISCONTINUITY
4L
INTCPT
133R
OM33R
DEST
LGAT33R
1L
5L
6L
1211
210 /
1R
2R
3R
2500
4R
1260
EFOB
8.4
5R
5
1213
UTC
1215
150 /
DIST
56
6R
N_MM_227100_0_AFM0_01_00
AES
FIGURE 22-71-00-13200-A SHEET 1

Discontinuity between the Termination Point of the Airway
and First Point of the Approach
22-71-00 PB001
Page 36
May 01/12
Revision n: 40
@A318/A319/A320/A321
EN ROUTE
SID EN ROUTE
TRANS
RWY
TRANS
RWY
SEARCH
SID
SEARCH
SEARCH
** On A/C 003-007
N_MM_227100_0_AGM0_01_00
AES
FIGURE 22-71-00-13300-A SHEET 1

Departure Segment
22-71-00 PB001
Page 37
May 01/12
Revision n: 40
@A318/A319/A320/A321
APPROACH
TRANS
EN ROUTE
SEARCH
STAR EN ROUTE
TRANS
SEARCH
STAR
(STAR COMMON ROUTE
+ STAR RWY TRANS)
SEARCH
APP.TR1
APP.TR2
APPROACH
RWY
** On A/C 003-007
N_MM_227100_0_AHM0_01_00
AES
FIGURE 22-71-00-13400-A SHEET 1

Arrival Segment
22-71-00 PB001
Page 38
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
APPROACH APPROACH TRANSITION
LGAT
ILS33R
MISSED APPROACH
600FT
ATH
EGN
ILS/110.3/IATH
BRAVO
D130M
N_MM_227100_0_AJM0_01_00
AES
FIGURE 22-71-00-13500-A SHEET 1

22-71-00 PB001
Page 39
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FROM
1L
2L
3L
4L
5L
6L
D130M
133R
INTCPT
133R
OM33R
133R
LGAT33R
GA
600
DEST
LGAT33R
5612
UTC
SPD/ALT
1213
2500
TRK065
4NM
1215
210/
2500
5
1217
150/
1260
4
1219
135/
90
2
1220
210/
600
UTC
DIST
EFOB
1219
13
8.4
1R
2R
3R
4R
5R
6R
FROM
1L
AT TRANSITION TO GOAROUND
AUTOMATIC STRINGING OF
THE PREVIOUSLY FLOWN
APPROACH
2L
3L
4L
5L
6L
LGAT33R
6A
600
EGN
HOLD R
5000
EGN
D130M
DEST
LGAT33R
5612
UTC
SPD/ALT
1219
90
BRG334
2NM
1220
210/
600
16
TRK242
1224
250/
5000
16
1228
210/
5000
12
1231
"/
2500
UTC
DIST
EFOB
1237
59
7.9
1R
2R
3R
MISSED
APPROACH
4R
5R
PREVIOUSLY
FLOWN
APPROACH
6R
N_MM_227100_0_AKM0_01_00
AES
FIGURE 22-71-00-13600-A SHEET 1

22-71-00 PB001
Page 40
May 01/12
Revision n: 40
@A318/A319/A320/A321
GO AROUND
APPROACH
THR RED
DESCENT
FINAL
DECELERATE
ALT
CONSTRAINTS
SPD
TAKE OFF
ORIGIN
THR RED
ACCEL
ALT
CONSTRAINTS
SPD
SPD LIMIT
CLIMB
T/C
CRUISE
STEP CLIMB
T/D
SPD LIMIT
ACCEL
** On A/C 003-007
N_MM_227100_0_ALM0_01_00
AES
FIGURE 22-71-00-13800-A SHEET 1

22-71-00 PB001
Page 41
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
TAKE OFF
FLP RETR
RWY
F=163
23
SLT RETR
TO SHIFT
VR
[M] [ ]
S=196
CLEAN
FLAPS / THS
V2
[ ]/[
]
0=236
TRANS ALT
FLEX TO TEMP
[ ]
4800
THR RED / ACC
ENG OUT ACC
2865 / 4365
2865
NEXT
PHASE
V1
1L
2L
3L
4L
5L
6L
1R
2R
3R
4R
5R
6R
THRUST REDUCTION AND ACCELERATION ALTITUDES CAN BE ENTERED AND

MODIFIED BY THE PILOT IN FIELD 5L OF THE PERF TAKE OFF
PAGE ONLY DURING PREFLIGHT PHASE.
AS LONG AS THE VALUES ARE NOT DEFINED,DASHES ARE
DISPLAYED.
IF A PILOT MAKES A CLEAR ACTION ON THE LS KEY,PILOT
ENTERED VALUES REVERT TO DEFAULT VALUES IF THEY EXIST.
FOR THE ENGINE OUT CASE,THE EO ACCEL ALT IS DISPLAYED
IN FIELD 5R.
N_MM_227100_0_AMP0_01_00
AES
FIGURE 22-71-00-13900-A SHEET 1

Perf TAKEOFF Page
22-71-00 PB001
Page 42
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FROM
LSGG23
TOP9A
PAS
HOLD L
7000
(SPD)
(LIM)
TOP9A
D136E
DEST
LGAT33R
AF5612
TIME
SPD / ALT
0000
148/
1365
BRG228
6NM
0003
210/
5500
12
TRK228
0006
"/
7000
0
0006
210/
7000
5
230/
0007
FL90
TIME
DIST
EFOB
0220
992
8.4
N_MM_227100_0_ANM0_01_00
AES
FIGURE 22-71-00-14000-A SHEET 1

F-PLN A Page
22-71-00 PB001
Page 43
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
VERT REV AT PEMAR

EFOB=12.4
EXTRA=0.8
1L
2L
3L
1R
SPD LIM
250/10000
SPD CSTR
[
]
UTC CSTR
[
]
ALT CSTR
[
]
STEP PRED
4L
5L
WIND
[ ]/[
6L
RETURN
2R
3R
4R
5R
6R
N_MM_227100_0_APP0_01_00
AES
FIGURE 22-71-00-14100-A SHEET 1

22-71-00 PB001
Page 44
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
1L
2L
ECON
CRZ
FL290
DES AF5612
OPT
REC MAX
FL350
FL390
REQD DIST TO LAND=

DIR
DIST TO DEST=
70NM
89NM
2R
3L
4L
5L
6L
1R
3R
BRG /DIST
[ ]
/
TO
UPDATE AT
[ ]
VOR1/FREQ HIGH FREQ/VOR2
117.2/DDM
ATH/114.4
4R
5R
6R
N_MM_227100_0_ARM0_01_00
AES
FIGURE 22-71-00-14200-A SHEET 1

22-71-00 PB001
Page 45
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
INIT
CO RTE
20441
ALTN RTE
FLT NBR
IT5612
LAT
4512.ON
COST INDEX
540
CRZ FL/TEMP
FL290
/42
FROM/TO
LSGG/LGAT
ALTN
LGTS
ALIGN IRS
LONG
00727.2E
WIND
TROPO
36090
N_MM_227100_0_ASM0_01_00
AES
FIGURE 22-71-00-14300-A SHEET 1

INIT Page A
22-71-00 PB001
Page 46
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
1L
2L
3L
4L
5L
6L
DEST
APPR
QNH
FLP RETR
FINAL
1015
F=163
VOR33R
TEMP
SLT RETR
MDA
[ ]
645
S=196
WIND
CLEAN
[ ] / [ ]
0=236
TRANS ALT
LDG CONF
4000
CONF3
VAPP
VLS
135
127
FULL
PREV
NEXT
PHASE
PHASE
1R
2R
3R
4R
5R
6R
N_MM_227100_0_AUM0_01_00
AES
FIGURE 22-71-00-14400-A SHEET 1

22-71-00 PB001
Page 47
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
SEC INDEX
COPY ACTIVE
INIT
SEC F PLN
N_MM_227100_0_ATM0_01_00
AES
FIGURE 22-71-00-14600-A SHEET 1

22-71-00 PB001
Page 48
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
1L
2L
3L
4L
5L
6L
LSGG23
TOP9A
PAS
HOLD L
7000
(SPD)
(LIM)
TOP9A
D136E
DEST
LGAT33R
SEC
TIME
SPD/ALT
148/
0000
1365
BRG228
6NM
0003
210/
5500
12
TRK228
0006
"/
7000
0
0006
210/
7000
5
0007
230/
FL90
TIME
DIST
EFOB
0220
992
8.4
1R
2R
3R
4R
5R
6R
N_MM_227100_0_AVP0_01_00
AES
FIGURE 22-71-00-14700-A SHEET 1

22-71-00 PB001
Page 49
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
INIT
FROM/TO
/
ALTN
CO RTE
1L
2L
ALTN RTE
FLT NBR
3L
4L
5L
6L
1R
2R
3R
LAT
.
COST INDEX
CRZ FL/TEMP
/
LONG
.
WIND
TROPO
36090
LSGG/LGAT
4R
5R
6R
1L
2L
3L
1/3
20441
UB25
UA14
R19
DIR
1R
PAS
ANC
TIGRA
KOR
ATH
UG32
UB23
A14
DIR
TOP
BRD
KRK
EGN
2R
3R
4L
4R
5L
5R
6L
INSERT
RETURN
6R
INIT
1L
FROM/TO
LSGG/LGAT
ALTN
LGTS
CO RTE
20441
ALTN RTE
2L
3L
4L
5L
6L
FLT NBR
IT5612
LAT
4512.ON
COST INDEX
540
CRZ FL/TEMP
FL290
/42
1R
2R
ALIGN IRS
LONG
00727.2E
3R
WIND
TROPO
36090
5R
FIRST ACCESS
4R
6R
HISTORY WIND
1L
060/020
FL50
1R
2L
070/030
FL150
2R
3L
070/035
4L
067/042
FL250
CRZ FL
FL290
5L
065/045
FL310
IF REACCESSED
6L
3R
4R
5R
INSERT
6R
WIND
1L
060/020
FL50
1R
2L
070/030
FL150
2R
3L
070/035
3R
4L
067/042
FL250
CRZ FL
FL290
5L
065/045
FL310
5R
6L
4R
6R
N_MM_227100_0_BAM0_01_00
AES
FIGURE 22-71-00-15100-A SHEET 1

22-71-00 PB001
Page 50
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
INIT
1L
2L
3L
4L
5L
6L
TAXI
0.4
TRIP / TIME
. /
RTE RSV / %
. / 5.0
ALTN / TIME
. /
FINAL / TIME
. / 0030
EXTRA / TIME
. /
CG /
25.0 /
ZFW
.
1R
2R
3R
TOW
.
LW
.
4R
5R
6R
INIT
1L
2L
3L
4L
5L
6L
TAXI
0.4
TRIP / TIME
. /
RTE RSV / %
. / 5.0
ALTN / TIME
. /
FINAL / TIME
. / 0030
EXTRA / TIME
. /
CG / ZFW
25.0 / 53.2
BLOCK
1R
2R
3R
TOW
.
LW
.
4R
5R
6R
INIT
1L
2L
3L
4L
5L
6L
TAXI
0.4
TRIP / TIME
4.5 / 0107
RTE RSV / %
0.2 / 5.0
ALTN / TIME
1.2 / 0020
FINAL / TIME
1.2 / 0030
EXTRA / TIME
1.4 / 0037
CG / ZFW
25.0 / 53.2
BLOCK
9.0
1R
2R
3R
TOW
61.8
LW
57.2
4R
5R
6R
N_MM_227100_0_BBM0_01_00
AES
FIGURE 22-71-00-15200-A SHEET 1

Fuel Initialization
22-71-00 PB001
Page 51
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
SEC INDEX
TO SEC FPLN
PAGE A
1L
COPY ACTIVE
INIT
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
SEC INIT
1L
2L
3L
4L
5L
6L
TAXI
0.4
TRIP/TIME
./
RTE RSV / %
. / 5.0
ALTN/TIME
./
FINAL/TIME
. / 0030
EXTRA/TIME
./
1R
CG/ ZFW
25.0/[
]
TOW
.
LW
.
1R
1L
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
SEC INIT
CO RTE
[
]
ALTN RTE
FLT NBR
[
]
LAT
.
COST INDEX
CRZ FL / TEMP
/
FROM/TO
[
]/[
]
ALTN
1R
2R
3R
LONG
.
CRZ WIND
/
TROPO
36090
4R
5R
6R
N_MM_227100_0_BCM0_01_00
AES
FIGURE 22-71-00-15400-A SHEET 1

22-71-00 PB001
Page 52
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
SEC INDEX
TO SEC F.PLN
PAGE A
COPY ACTIVE
SEC F PLN
PERF
DELETE SEC
ACTIVATE SEC
TO FLIGHT PLAN PAGE A

(PREVIOUSLY SEC F.PLN PAGE A)
SEC INDEX
COPY ACTIVE
INIT
TO PERF PAGE
N_MM_227100_0_BDM0_01_00
AES
FIGURE 22-71-00-15500-A SHEET 1

22-71-00 PB001
Page 53
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
1L
LAT REVFROM
LSGG
4512.ON/00727.2E
DEPARTURE
1R
2L
2R
NEXT WPT
[ ]
NEW DEST
[ ]
3L
ENABLE
ALTN
4L
3R
4R
5L
6L
5R
RETURN
6R
LAT REV PAGE AT ORIGIN

LAT REV
FROM PPOS
1L
1R
2L
OFFSET
[]
2R
3L
HOLD
3R
4L
4R
5L
5R
RETURN
6L
6R
LAT REV
FROMFRZ
4401.8N/01100.2E
LAT REV AT FROM WAYPOINT

1L
1R
2L
3L
4L
HOLD
ENABLE
ALTN
VIA/GO TO
[ ]/[ ]
NEXT WPT
[ ]
NEW DEST
[ ]
5L
6L
2R
3R
4R
5R
RETURN
6R
LAT REV AT WAYPOINT
1L
LAT REV
FROMLGAT
3753.8N/02343.7E
ARRIVAL
2L
1R
2R
NEXT WPT
[ ]
3L
3R
4L
ENABLE
ALTN
4R
5L
ALTN
5R
6L
RETURN
6R
LAT REV AT DESTINATION
N_MM_227100_0_BEM0_01_00
AES
FIGURE 22-71-00-15900-A SHEET 1

LAT REV Pages
22-71-00 PB001
Page 54
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
GS 394 TAS 388

249/16
LMG/004
93 NM
18:35
ACTIVE FLIGHT PLAN

DISPLAYED ON THE
MCDU AND ND
ACCESS TO
LATERAL REVISE
PAGE AT LMG
230"
GS 394 TAS 388

249/16
TEMPORARY FPLN PAGE IS

IMMEDIATELY DISPLAYED
LMG/004
93 NM
18:35
ON THE ND,THE
TEMPORARY IS DISPLAYED
IN YELLOW DASHED LINE.
230"
ACTIVATION OF THE
MODIFICATION
GS 394 TAS 388
249/16
LMG/004
93 NM
18:35
230"
N_MM_227100_0_BFM0_01_00
AES
FIGURE 22-71-00-16100-A SHEET 1

Temporary F-PLN
22-71-00 PB001
Page 55
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ACTIVE PROCEDURE
(GREEN)
ACTIVE RUNWAY
REPEATED (GREEN)
SELECTABLE RUNWAYS
IN CYAN
RETURN TO LAT REV
PAGE
DEPARTURES FROM EHAM

TRANS
RWY
SID
LEK2
01L
NIK
AVAILABLE RUNWAYS
01L 3300M
007
09 3450M
091
19L 3400M
187
24 3250M
242
RETURN
N_MM_227100_0_BGM0_01_00
AES
FIGURE 22-71-00-16300-A SHEET 1

DEPARTURE Page 1
22-71-00 PB001
Page 56
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ACTIVE DEPARTURE
IN GREEN
SELECTABLE SIDS
IN CYAN

TRANS
RWY
SID
27
LOPIK
LNO
AVAILABLE
TRANS
SIDS
LNO
BERGEN
NO TRANS
ENKOR
FALCON
ACTIVE EN ROUTE
TRANSITION IN
GREEN
NO TRANSITION
MAY BE SELECTED
(CYAN)
LEK
RETURN TO
LAT REV PAGE
RETURN
EOSID
E027
N_MM_227100_0_BHM0_01_00
AES
FIGURE 22-71-00-16400-A SHEET 1

DEPARTURE Page 2
22-71-00 PB001
Page 57
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
1L
LAT REV FROM LSGG

4614.3N/00606.6E
DEPARTURE
1R
2L
2R
NEXT WPT
[
3L
4L
]
[
ALTN
DEPARTURES
FROM
RWY
1L
2L
AVAILABLE
3900M
23
1R
TRANS2
RUNWAYS
2R
ILS GNE/109.9
229
3L
3R
3900M
05
049
4L
ILS
GSW/110.9
4R
END
5L
6L
1ST LINE: ACTIVE DEPARTURE IN GREEN

2ND LINE: RWY 23 IN GREEN (ACTIVE)
3RD LINE: RWY 05 IN CYAN
TRANS
DIJ7A
23
4R
6R
RETURN
LSGG
SID
5R
5L
6L
3R
NEW DEST
ENABLE
5R
6R
RETURN
THE ACTIVE SID (AND TRANS)

IS COMPATIBLE WITH THE
NEW SELECTED RUNWAY(05)
DEPARTURES
RWY
1L
FROM
LSGG
SID
DIJ7A
AVAILABLE
05
SIDS
TRANS
TRANS2
TRANS
1R
2L
AD7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS
4R
5L
FRI7A
NO
5R
EOSID
6L
ERASE
EOO5
DEPARTURES
RWY
1L
TEMPORARY
ERASED
05
SIDS
FROM
INSERT
6R
LSGG
SID
DIJ7A
AVAILABLE
TRANS
NONE
TRANS
1R
2L
AD7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
5L
FRI7A
NO
TRANS
4R
5R
EOSID
6L
ERASE
NO TRANS OPTION
HAS BEEN CHOOSEN
EOO5
INSERT
6R
ALL PROCEDURE
INSERTED
N_MM_227100_0_BJM0_01_00
AES
FIGURE 22-71-00-16500-A SHEET 1

22-71-00 PB001
Page 58
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
1L
LAT REV FROM LSGG

4614.3N/00606.6E
DEPARTURE
1R
2L
2R
NEXT WPT
[
3L
4L
3R
NEW DEST
ENABLE
ALTN
4R
5L
6L
DEPARTURES
RWY
1L
2L
23
23
DEPARTURES
RWY
TRANS
NIZ7A
AVAILABLE
3900M
TRANS2
049
4L
FROM
LSGG
SID
AVAILABLE
TRANS
1R
1L
2R
2L
AD7A
2R
3R
3L
DIJ7A
3R
4R
4L
EPL7A
4R
5R
5L
FRI7A
05
SIDS
RUNWAYS
1R
ILS GNE/109.9
3900M
05
6R
RETURN
LSGG
SID
229
3L
FROM
5R
ILS GSW/110.9
END
5L
5R
EOSID
6L
6L
6R
RETURN
ERASE
EOO5
INSERT
6R
RWY 0 5 CHOOSEN AND

NIZ 7A SID NOT COMPATIBLE
SIDs APPEARS
SID CHOOSEN
AND THE LIST OF
COMPATIBLE TRANSs
APPEARS
DEPARTURES
RWY
1L
FROM
LSGG
SID
DIJ7A
AVAILABLE
05
SIDS
TRANS
TRANS
1R
2L
AD7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS
4R
5L
FRI7A
NO
5R
EOSID
6L
ERASE
EOO5
DEPARTURES
RWY
1L
05
SIDS
FROM
INSERT
6R
NO TR
SELECTED
LSGG
SID
TRANS
DIJ7A
AVAILABLE
NONE
TRANS
1R
2L
AD7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS
4R
5L
FRI7A
NO
5R
EOSID
6L
ERASE
EOO5
INSERT
6R
N_MM_227100_0_BKM0_01_00
AES
FIGURE 22-71-00-16600-A SHEET 1

22-71-00 PB001
Page 59
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
LAT REV FROM LSGG
4614.3N/00606.6E
DEPARTURE
1L
1R
2L
2R
NEXT WPT
[
3L
ALTN
5L
DEPARTURES
1L
2L
DIJ7A
23
AVAILABLE
3900M
23
1R
TRANS2
RUNWAYS
2R
ILS GNE/109.9
049
4L
3R
ILS GSW/110.9
4R
END
5L
6L
6R
RETURN
TRANS
3900M
05
4R
LSGG
SID
229
3L
FROM
5R
6L
RWY
3R
NEW DEST
ENABLE
4L
5R
6R
RETURN
NEXT
PAGE
NO RUNWAY CHANGE
DEPARTURES
RWY
1L
NIZ7A CHOOSEN
AND THE TRANS
IS COMPATIBLE
(NEW LIST OF
TRANSITIONS)
FROM
LSGG
SID
DIJ7A
AVAILABLE
23
SIDS
TRANS
TRANS2
TRANS
1R
2L
NIZ7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS
4R
5L
FRI7A
NO
5R
EOSID
6L
RETURN
DEPARTURES
RWY
1L
FROM
LSGG
SID
NIZ7A
AVAILABLE
TRANS
TRANS2
TRANS
1R
2L
NIZ7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS3
4R
FRI7A
TRANS4
5R
INSERT
6R
5L
TEMPORARY
ERASED
23
SIDS
6R
E023
EOSID
6L
ERASE
E023
TEMPORARY
ACTIVED
N_MM_227100_0_BLM0_01_00
AES
FIGURE 22-71-00-16700-A SHEET 1

22-71-00 PB001
Page 60
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ARRIVAL
APPR
1L
TO
LFBO
STAR
VIA
NONE
ILS15L
AULN15
1R
TRANS
2L
ACTIVE APPROACH
IN GREEN
OTHER AVAILABLE
APPROACHES IN CYAN
RETURN TO LAT
REV PAGE
NONE
APPR
ILS15L
4L
147
ILS15R
147
3500M
ILS33L
3500M
3R
3000M
TO/109.9
4R
TBS/110.7
5R
327
6L
ACTIVE PROCEDURE
IN GREEN
AVAILABLE
3L
5L
2R
TBN/109.3
6R
RETURN
ARRIVAL PAGE 1
ARRIVAL
APPR
1L
TO
LFBO
STAR
VIA
TOEL
ILS33L
TOENB
2L
AVAILABLE STARS:
SELECTED IN GREEN
OTHER IN CYAN
TEMPORARY ERASED
AND RETURN TO
LAT REV PAGE
GAI13
VIAS
STARS
3L
1R
TRANS
APPR
2R
TRANS
AVAILABLE
NOCL33
GAI13
3R
4L
TOENB
GAI18
4R
5L
TW33L
NO TRANS
5R
6L
ERASE
INSERT
6R
TEMPORARY PROCEDURE
IN YELLOW
SELECTED EN ROUTE
TRANSITION (GREEN)
OTHER TRANSITIONS
IN CYAN
RETURN TO F.PLN PAGE
WITH THE TEMPORARY
INSERTED
ARRIVAL PAGE 2
APPROACH VIAS
APPR
1L
ILS33L
2L
APPR
VIA
AVAILABLE
STAR
TOENB
1R
ACTIVE PROCEDURE
WITH NO APPROACH
TRANSITION
2R
VIAS
3L
AVAILABLE APPROACH
TRANSITIONS IN CYAN
RETURN TO
ARRIVAL PAGE 2
3R
TOE
4L
TOEL
4R
5L
TOER
5R
6L
RETURN
6R
APPROACH VIA PAGE
N_MM_227100_0_BMM0_01_00
AES
FIGURE 22-71-00-16900-A SHEET 1

22-71-00 PB001
Page 61
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
THERE IS NO VIA AVAILABLE FOR

THE COUPLE (APPROACH,STAR), SO
NO VIA PAGE IS AVAILABLE.
NEXT
PAGE
.STAR CHANGED
.NO EN ROUTE TRANS COMPATIBLE
EN ROUTE TRANS SELECTED
N_MM_227100_0_BNM0_01_00
AES
FIGURE 22-71-00-17000-A SHEET 1

22-71-00 PB001
Page 62
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
LAT REV FROM LSZH
4727.6N/00832.9E
1L
1R
ARRIVAL
2L
2R
NEXT WPT
3L
3R
ENABLE
1L
4L
ALTN
4R
5L
ALTN
5R
6L
RETURN
6R
ARRIVAL TO LSZH
VIA
APPR
ILS16
EKRON
LUL1
1R
TRANS
2L
NONE
APPR
3L
ILS14
3300
4L
ILS16
5L
157
VOR14
3R
139
6L
2R
AVAILABLE
IKL/108.3
3700
4R
M
IZH/110.3
3300
5R
139
APPROACH CHANGED
.STAR,TRANS,APPROACH VIA
ARE COMPATIBLE
STAR
IKL/108.3
6R
RETURN
ARRIVAL TO LSZH
APPR
1L
VIA
ILS14
STAR
EKRON
LUL1
APPR
2L
VIAS
NONE
STARS
ACTION ON APPR VIAS PROMPT

DISPLAY OF THE APPROACH
VIAS PAGE
1R
TRANS
AVAILABLE
2R
TRANS
3L
CANNE1
4L
KPT1
4R
5L
LUL1
5R
6L
ERASE
APPR
1L
2L
NO TRANS
INSERT
APPROACH VIAS
VIA
ILS14
APPR
3R
6R
STAR
EKRON
LUL1
1R
2R
AVAILABLE
VIAS
APPROACH VIA CHANGED

EKRR SELECTED, AUTOMATIC
RETURN TO THE ARRIVAL PAGE
3L
EKRON
3R
4L
EKRR
4R
5L
NO VIA
5R
6L
RETURN
6R
ARRIVAL TO LSZH
APPR
1L
ILS14
VIA
EKRR
APPR
2L
LUL1
1R
TRANS
VIAS
STARS
STAR
NONE
AVAILABLE
2R
TRANS
3L
CANNE1
4L
KPT1
4R
5L
LUL1
5R
6L
ERASE
NO TRANS
INSERT
3R
6R
N_MM_227100_0_BPM0_01_00
AES
FIGURE 22-71-00-17100-A SHEET 1

22-71-00 PB001
Page 63
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
LAT REV FROM LSZH
4727.6N/00832.9E
ARRIVAL TO LSZH
VIA
1R
ARRIVAL
1L
APPR
2R
2L
1L
ILS16
EKRON
LUL1
3R
2L
NONE
APPR
ENABLE
4L
ALTN
4R
3L
ALTN
5R
4L
ILS14
3300
ILS16
6R
RETURN
5L
IKL/108.3
3700
VOR14
4R
M
IZH/110.3
3300
5R
139
6L
3R
157
6L
2R
AVAILABLE
139
5L
1R
TRANS
NEXT WPT
3L
STAR
IKL/108.3
6R
RETURN
NEXT
PAGE
ARRIVAL TO LSZH
VIA
APPR
1L
ILS16
EKRON
LUL1
APPR
2L
1R
TRANS
VIAS
NONE
STARS
STAR CHANGED
THE APPROACH VIA IS NOT COMPATIBLE
WITH THE NEW STAR "KPT1"
APPROACH VIAS PAGE IS
AUTOMATICALLY DISPLAYED
STAR
AVAILABLE
2R
TRANS
3L
CANNE1
4L
KPT1
4R
5L
LUL1
5R
6L
RETURN
6R
APPR
1L
2L
NO TRANS
APPROACH VIAS
VIA
ILS16
APPR
3R
STAR
EKRON
KPT1
1R
2R
AVAILABLE
VIAS
SHA IS SELECTED,AUTOMATIC
RETURN TO THE ARRIVAL PAGE,
WITH A TEMPORARY CREATED
3L
SHA
3R
4L
SHAR
4R
5L
NO VIA
5R
6L
RETURN
6R
APPR
1L
ILS16
ARRIVAL TO LSZH
VIA
SHA
APPR
2L
KPT1
1R
TRANS
VIAS
STARS
STAR
NONE
AVAILABLE
2R
TRANS
3L
CANNE1
4L
KPT1
4R
5L
LUL1
5R
6L
ERASE
NO TRANS
INSERT
3R
6R
N_MM_227100_0_BRM0_01_00
AES
FIGURE 22-71-00-17200-A SHEET 1

22-71-00 PB001
Page 64
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN PAGE A
LAT REV PAGE AT

FIXED WAYPOINT (BOL)
BOL01 ENTERED IN
SCRATCHPAD
TEMPORARY FPLN PAGE

AUTOMATICALLY
DISPLAYED
(BOL01 DOES NOT
BELONG TO THE FPLN)
TEMPORARY
FLIGHT PLAN IS ERASED
AND THE PREVIOUS DISPLAYED
FPLN PAGE IS RE DISPLAYED
TEMPORARY FLIGHT PLAN
INSERTED.PREDICTIONS
ARE DISPLAYED AS SOON
AS THEY ARE AVAILABLE
N_MM_227100_0_BSM0_01_00
AES
FIGURE 22-71-00-17400-A SHEET 1

Next Waypoint
22-71-00 PB001
Page 65
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
TEMPORARY LAT REV PAGE;

THE OFFSET VALUE IS
DISPLAYED IN YELLOW
THE OFFSET IS FLOWN THEN

ON LAT REV PAGE THE OFFSET
VALUE IS DISPLAYED IN CYAN
N_MM_227100_0_BTM0_01_00
AES
FIGURE 22-71-00-17600-A SHEET 1

Offset
22-71-00 PB001
Page 66
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
1L
2L
3L
COMPUTED HOLD AT FRZ

INB CRS
125
TURN
R
TIME/DIST
1.5/12.0
2R
3R
LAST EXIT
UTC
FUEL
4L
5L
6L
1R
ERASE
4R
5R
INSERT
6R
N_MM_227100_0_BVM0_01_00
AES
FIGURE 22-71-00-17800-A SHEET 1

Holding Pattern
22-71-00 PB001
Page 67
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
RETURN TO THE
PREVIOUS FPLN PAGE
NEW FPLN
INSERTED
N_MM_227100_0_BWM0_01_00
AES
FIGURE 22-71-00-18000-A SHEET 1

VIA/GO TO
22-71-00 PB001
Page 68
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ALTERNATES
FOR
LGAT
ALTN
1L
2AB3
2L
AN IDENT IS ENTERED
(CYAN) BUT THE
ALTERNATE IS NOT
TEMPORARY SELECTED
(NO PREDICTIONS)
3L
CORTE
1907
LGTS
LGRP
LGKR
7654
4L
ABCD
5L
NO ALTN
6L
RETURN
XTRA
TRK
DIST
113
230
2R
298
197
3R
4R
0.7
0.8
OTHER
2L
3L
SELECTED
ALTERNATE
IN GREEN
(NO ARROW)
DISTANCE
ENTRY
5R
2.5
6R
ALTERNATES
FOR
LGAT
CORTE
ABCD
2AB3
SELECTABLE
ALTERNATE
IN CYAN
ALTN
ALTN
1L
1R
1R
XTRA
TRK
DIST
LGRP
0.7
113
230
2R
LGKR
0.8
298
197
3R
185
160
4R
7654
4L
ABCD
1.0
5L
NO ALTN
2.5
6L
RETURN
5R
INSERT
6R
OTHER ALTERNATE IS SELECTED IN TEMPORARY ; THE

DISTANCE HAS NOT BEEN ENTERED BY THE PILOT (SMALL
FONT) BUT PREDICTIONS ARE COMPUTED AND DISPLAYED
N_MM_227100_0_BXP0_01_00
AES
FIGURE 22-71-00-18200-A SHEET 1

Alternates
22-71-00 PB001
Page 69
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ACTIVE FPLN
DIR KEY
DIR KEY
AND FRZ ENTERED
INTO THE SCRATCHPAD
LINE
THE LINE SELECT KEY

IN FRONT OF FRZ IS
PRESSED
FIRST LINE SELECT KEY PRESSED

WITH FRZ IN THE SCRATCHPAD
LINE
N_MM_227100_0_BYM0_01_00
AES
FIGURE 22-71-00-18500-A SHEET 1

DIR TO
22-71-00 PB001
Page 70
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
AT FROM
IN CLB
IN CRZ
N_MM_227100_0_BZP0_01_00
AES
FIGURE 22-71-00-19100-A SHEET 1

22-71-00 PB001
Page 71
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
VERT REV AT PEMAR
EFOB=12.4
EXTRA=0.8
CLB SPD LIM

210/ 7000
SPD CSTR
[
ALT CSTR
ENTERFL310 (AT OR BELOW)
STEP PRED
WIND
[
]/[
RETURN
VERT REV AT PEMAR

EFOB=12.4
STEP AT PEMAR
STEP TO
ENTER
FL310
EXTRA=0.8
CLB SPD LIM

210/ 7000
SPD CSTR
[
WIND
ALT CSTR
FL310
AT STEP FL
STEP PRED
/
WIND
[
]/[
CLB
OR
DES
RETURN
STEP AT PEMAR
STEP TO
FL310
WIND
AT STEP FL
065 / 045
RETURN
INSERTION
INSERT
STEP AT PEMAR
STEP TO
FL310
WIND
AT STEP FL
065 / 045
RETURN
DELETE STEP
N_MM_227100_0_CAM0_01_00
AES
FIGURE 22-71-00-19200-A SHEET 1

22-71-00 PB001
Page 72
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
INIT
CO RTE
1L
FROM/TO
20441
LSGG/LGAT
ALTN RTE
1R
ALTN
LGTS
2L
2R
FLT NBR
3L
IT5612
3R
LONG
LAT
4L
4512.ON
5L
COST INDEX
540
CRZ FL/TEMP
6L
FL290
00727.2E
4R
WIND
5R
TROPO
36090
/42
WIND PAGE IS ACCESSED

FROM INIT A PAGE
6R
HISTORY WIND
1L
060/020
FL50
1R
2L
070/030
FL150
2R
3L
070/035
FL250
3R
4L
067/042
CRZ FL
FL290
4R
5L
065/045
FL310
5R
INSERT
6L
WINDS RECORDED DURING

THE PREVIOUS DESCENT AT
FL50, FL150, FL250 AND
AT THE PREVIOUS CRZ FL
(310) ARE DISPLAYED.
WIND AT CURRENT CRZ FL
(290) IS AN INTERPOLATED
VALUE. THEY CAN ALL
BE CLEARED OR MODIFIED.
6R
WIND
ONCE INSERTED,
THESE WINDS
BECOME PART OF
THE FORECAST
WIND PROFILE.
1L
060/020
FL50
1R
2L
070/030
FL150
2R
3L
070/035
FL250
3R
4L
067/042
CRZ FL
FL290
4R
5L
065/045
FL310
5R
6L
6R
N_MM_227100_0_DAM0_01_00
AES
FIGURE 22-71-00-19600-A SHEET 1

WIND Page
22-71-00 PB001
Page 73
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FUEL PRED
AT
UTC
1L
LGAT
1235
5.2
1R
2L
LGTH
1315
2.4
2R
GW
3L
/CG
62.4
FOB
/25.0
RTE RSV /%
4L
5L
0.4 / 5.0
FINAL / TIME
1.7 / 0030
EXTRA / TIME
6L
EFOB
0.3 / 0010
12.25 / FFFQ
3R
CRZTEMP / TROPO
34 /35600
CRZ WIND
4R
000 / 000
5R
ALTN WIND
000 / 000
6R
CRUISE WIND FOR THE ACTIVE

PRIMARY AND ALTERNATE
FPLN CAN BE ENTERED ON
THE FUEL PRED PAGE.
FUEL PRED PAGE
SEC
INIT
FROM / TO
CO RTE
1L
20441
LSGG / LGAT
ALTN RTE
1R
ALTN
LGTS
2L
2R
FLT NBR
3L
IT5612
3R
LAT
LONG
4L
4512.ON
5L
COST INDEX
540
CRZ FL / TEMP
6L
FL290
/ 42
00727.2E
4R
CRZ WIND
000 / 000
TROPO
5R
36090
6R
CRUISE WIND ENTRY FOR

THE SECONDARY FPLN CAN
ONLY BE MADE ON THE SEC
INIT A PAGE.
SEC INIT A PAGE
N_MM_227100_0_DBM0_01_00
AES
FIGURE 22-71-00-19700-A SHEET 1

Cruise Wind Entry
22-71-00 PB001
Page 74
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FROM
LSGG23
TOP9C
PAS
HOLD L
7000
(SPD)
(LIM)
TOP9C
D136E
DEST
LGAT33R
AF5612
WIND
060/ 005
6NM
" / 020
12
" / 022
0
"
"
"
5
066/ 026
DIST
EFOB
992
8.4
EFOB
15.0
BRG228
14.7
TRK230
14.6
14.5
TIME
0220
N_MM_227100_0_CFM0_01_00
AES
FIGURE 22-71-00-19800-A SHEET 1

F-PLN B Page
22-71-00 PB001
Page 75
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
CRZ
ACT
1L
MODE
UTC
MACH.78
CI
2L
DEST EFOB
1215
8.4
DES FORECAST PAGE IS ACCESSED

FROM PERF CRZ PAGE
1R
DES
540
FORECAST
2R
ECON
3L
3R
.82
4L
4R
5L
5R
ACTIVATE
6L
APPR PHASE
NEXT
PHASE
6R
DES FORECAST
WIND /ALT
]/[ ]/[
]/[ ]/[
]/[ ]/[
]/[ ]/[
CAB RATE
[ FT/MN ]
350
RETURN
DES FORECAST
WIND /ALT
WINDS ENTERED ON THE

DES FORECAST PAGE ARE
TAKEN INTO ACCOUNT FOR
THE FORECAST WIND
PROFILE THESE WINDS
MUST BE ENTERED FOR
DESCENT PATH CONSTRUCTION
AND T/D POSITION TO
BE ACCURATE
075 / 043 / FL290
CAB RATE
[ FT/MN ]
078 / 032 / FL210
350
130 / 019 / 5000
]/[ ]/[
RETURN
N_MM_227100_0_CCM0_01_00
AES
FIGURE 22-71-00-19900-A SHEET 1

DES FORECAST Page
22-71-00 PB001
Page 76
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
DEST
APPR
QNH
1015
TEMP
[ ]
WIND AT DESTINATION
(GROUND LEVEL) CAN
BE ENTERED ON THE
PERF APPR PAGE,
MAGNETIC REFERENCED.
MAG
FLP
RETR
F=163
SLT
RETR
S=196
WIND
[ ]/[ ]
CLEAN
O=236
TRANS ALT
135
PHASE
]
DH
367
CONF3
VLS
127
PREV
MDA
LDG CONF
4000
VAPP
FINAL
ILS33R
FULL
NEXT
PHASE
N_MM_227100_0_CEM0_01_00
AES
FIGURE 22-71-00-20000-A SHEET 1

PERF APPR Page
22-71-00 PB001
Page 77
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
DATA INDEX
STORED
WAYPOINTS
NAVAIDS
WAYPOINTS
STORED
NAVAIDS
STORED
RUNWAYS
RUNWAYS
STORED
ROUTES
ROUTES
POSITION
A/C STATUS
MONITOR
N_MM_227100_0_CGM0_01_00
AES
FIGURE 22-71-00-20400-A SHEET 1

DATA INDEX Page
22-71-00 PB001
Page 78
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
A320
ENG
1L
1R
XXXXXXXXXXXXX
ACTIVE DATA BASE
2L
28NOV25DEC
3L
SECOND DATA BASE

26DEC 22JAN
AB28212001
3R
ACTIVATE
4L
CROSSLOAD
2R
STORED
02RTES
08RWYS
11WPTS
05NAVS
4R
5L
DELETE ALL
5R
6L
PERF FACTOR
6R
+1.5
N_MM_227100_0_CHN0_01_00
AES
FIGURE 22-71-00-20700-A SHEET 1

A/C Status Page
22-71-00 PB001
Page 79
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
NAVAID
IDENT
STATION DEC
FRZ
01W
CLASS
VORDME
LAT/LONG
4401.8N/01100.3E
FREQ
115.20
ELV
4340
FIG OF MERIT
2 (130NM)
N_MM_227100_0_CJM0_01_00
AES
FIGURE 22-71-00-20900-A SHEET 1

NAVAID Page
22-71-00 PB001
Page 80
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
STORED NAVAID
1/20
IDENT
STATION DEC
01E
ABC
CLASS
VOR
LAT/LONG
0236.5S/12346.2W
NEW
FREQ
NAVAID
116.50
DELETE ALL
FIG OF MERIT
1 (70NM)
THE STORED NAVAID IS A VOR
STORED NAVAID
5/20
IDENT
RWY
DEF
ARPT27
CATEGORY
CLASS
ILS
2
COURSE
LAT/LONG
269
0236.5S/12346.2W
NEW
FREQ
NAVAID
109.10
ELV
387
DELETE ALL
THE STORED NAVAID IS AN ILS
N_MM_227100_0_CKM0_01_00
AES
FIGURE 22-71-00-21000-A SHEET 1

STORED NAVAID Pages
22-71-00 PB001
Page 81
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
NEW NAVAID
IDENT
RWY IDENT
DEF
CLASS
CATEGORY
ILS
COURSE
LAT/LONG
0236.5S/12346.2W
FREQ
109.10
ELV
RETURN
THE NEW NAVAID IS AN ILS
NEW NAVAID
IDENT
STATION DEC
DEF
01E
CLASS
VORDME
LAT/LONG
3658.6N/04869.2W
FREQ
115.40
ELV
3400
RETURN
FIG OF MERIT
STORE
2 (130NM)
THE NEW NAVAID IS A VOR DME
N_MM_227100_0_CLM0_01_00
AES
FIGURE 22-71-00-21100-A SHEET 1

NEW NAVAID Pages
22-71-00 PB001
Page 82
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
WAYPOINT
IDENT
FRZ
LAT / LONG
4401.8N/01100.3E
WAYPOINT DEFINED BY LAT/LONG
WAYPOINT
IDENT
WPT04
LAT / LONG
4532.6N/10110.3E
PLACE/BRG /DIST
WPT03/030/21.0
WAYPOINT DEFINED AS PLACE/BEARING/DISTANCE
N_MM_227100_0_CMM0_01_00
AES
FIGURE 22-71-00-21200-A SHEET 1

WAYPOINT Pages
22-71-00 PB001
Page 83
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PLACE/BEARING/DISTANCE WAYPOINT
MAGNETIC NORTH
PBD WAYPOINT
BEARING (B)
PLACE (P)
THE PLACE IS A WAYPOINT DEFINED IN DATA BASE OR STORED
BY THE PILOT.
PLACE/BEARING PLACE/BEARING
MAGNETIC NORTH
MAGNETIC NORTH
PB.PB
BEARING (B)
PLACE (P)
PLACE (P)
BEARING (B)
THE PLACE ARE DATA BASE WAYPOINTS OR PILOT STORED WAYPOINTS.
N_MM_227100_0_CNM0_01_00
AES
FIGURE 22-71-00-21300-A SHEET 1

22-71-00 PB001
Page 84
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
STORED WAYPOINT 20/20

IDENT
WPT04
LAT / LONG
4401.8N/01100.3E
PLACE/BRG/DIST
WPT03/030/21.0
NEW
WAYPOINT
DELETE ALL
THE STORED WAYPOINT IS A PBD
N_MM_227100_0_CPM0_01_00
AES
FIGURE 22-71-00-21400-A SHEET 1

22-71-00 PB001
Page 85
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
NEW WAYPOINT
IDENT
LAT / LONG
.
/
.
PLACE/BRG
/DIST
/
/
.
PLACEBRG
/PLACEBRG
RETURN
BLANK PAGE
NEW WAYPOINT
IDENT
WPT04
LAT / LONG
4401.8N / 01100.3E
RETURN
STORE
THE NEW WAYPOINT IS DEFINED BY LAT/LONG
N_MM_227100_0_CRM0_01_00
AES
FIGURE 22-71-00-21500-A SHEET 1

NEW WAYPOINT Pages
22-71-00 PB001
Page 86
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
RUNWAY
ILS
IDENT
ARPT23L
LAT / LONG
4401 . 8N / 01100 . 3E
IDENT
ABC
LENGTH
3900M
ELV
1370
CRS
229
N_MM_227100_0_CSM0_01_00
AES
FIGURE 22-71-00-21600-A SHEET 1

RUNWAY Page
22-71-00 PB001
Page 87
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
STORED RUNWAY
IDENT
ILS
ARPT23L
LAT / LONG
4401 . 8N / 01100 . 3E
LENGTH
3900M
ELV
1370
CRS
229
1 / 10
IDENT
ABC
NEW
RUNWAY
DELETE
ALL
N_MM_227100_0_CTM0_01_00
AES
FIGURE 22-71-00-21700-A SHEET 1

STORED RUNWAY Page
22-71-00 PB001
Page 88
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
NEW RUNWAY
IDENT
ILS
ARPT23L
LAT / LONG
4401 . 8N / 01100 . 3E
LENGTH
3900M
ELV
1370
CRS
229
IDENT
[ ]
RETURN
STORE
N_MM_227100_0_CUM0_01_00
AES
FIGURE 22-71-00-21800-A SHEET 1

NEW RUNWAY Page
22-71-00 PB001
Page 89
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
DATABASE HOLD AT KOR

INB CRS
1L
1R
100
TURN
2L
R
TIME/DIST
2R
3L
1.0/4.0
3R
4L
5L
6L
4R
LAST EXIT
UTC
FUEL
ERASE
5R
INSERT
6R
N_MM_227100_0_CVM0_01_00
AES
FIGURE 22-71-00-21900-A SHEET 1

HOLD Page
22-71-00 PB001
Page 90
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ROUTE
CO RTE
1L
2L
3L
FROM/TO
LSGG/LGAT
20441
PAS
UG32
TOP
UB25
ANC
UB23
BRD
UA14
TIGER
A14
KRK
R19
KOR
DIR
EGN
1R
2R
3R
4L
4R
5L
5R
6L
6R
COMPANY ROUTE ENTRY
ROUTE
CO RTE
1L
2L
3L
1/3
FROM/TO
LSGG/LGAT
20441
PAS
UG32
TOP
UB25
ANC
UB23
BRD
UA14
TIGER
A14
KRK
R19
KOR
DIR
EGN
1R
2R
3R
4L
4R
5L
5R
6L
6R
FROM/TO ENTRY
N_MM_227100_0_CWM0_01_00
AES
FIGURE 22-71-00-22000-A SHEET 1

ROUTE Pages
22-71-00 PB001
Page 91
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
STORED ROUTE
CO RTE
1L
2L
3L
1/3
FROM/TO
ARP1/ARP2
SRTE1
PAS
UG32
TOP
UB25
ANC
UB23
BRD
UA14
TIGER
A14
KRK
R19
KOR
DIR
EGN
4L
1R
2R
3R
4R
5L
5R
NEW
6L
DELETE ALL
ROUTE
6R
N_MM_227100_0_CXM0_01_00
AES
FIGURE 22-71-00-22100-A SHEET 1

STORED ROUTE Page
22-71-00 PB001
Page 92
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
NEW ROUTE
CO RTE
[
]
STORE
ACTIVE FPLN
STORE
SECONDARY FPLN
N_MM_227100_0_CYM0_01_00
AES
FIGURE 22-71-00-22200-A SHEET 1

NEW ROUTE Page
22-71-00 PB001
Page 93
May 01/12
Revision n: 40
@A318/A319/A320/A321

** On A/C 008-099
1.
General
The Flight Management System may contain two different flight plans. The first, called active flight plan, is used as
a basis for primary display on the MCDU and the ND, for deviation signal evaluations, radio navigation autotuning,
performance predictions, fuel planning and lateral and vertical guidance when coupled to the autopilot.
The other is the secondary flight plan. It is used for display only. It can be used to prepare a second departure
procedure before takeoff, for routing comparison, to prepare the next flight leg (laterally and performance wise).
Each flight plan is composed of the same elements (Ref. para. 2A):
. primary F-PLN (from origin to destination)
. alternate F-PLN (from primary destination to alternate destination).
After a long-term power interrupt on the ground (more than 4 s.), all defined flight plans are deleted. At power-up,
the A/C status page is displayed (Ref. para. E), showing the aircraft model stored by the FMS as well as the data
base status. In order to initialize the system, the crew must insert an active flight plan on the INIT page (Ref. para.
2B).
The revisions of the flight plan in the lateral dimensions are described in para. C, while the revisions of the vertical
flight plan are described in para D.
Para. E deals with the navigation and the performance data bases. The navigation data base contains all the
elements used to define the various elements of any F-PLN as well as the navigation aids in a region. The data are
provided by a data collector chosen by each airline, to the equipment manufacturer, under the format defined in
ARINC 424-6. The equipment manufacturer formats these data in a format acceptable by the FMGC. In addition to
the customized nav data base, the crew may create up to 20 new waypoints, 20 new navaids, 10 new runways and 3
new company routes. The nav data base contains also up to 8 different fuel policies used for fuel predictions so that
up to 8 different airlines may use the same nav data base. The performance data base contains all the data necessary
for the system to execute all the performance functions (optimum speeds, predictions along the F-PLN, etc.).
The data for 3 different aerodynamic models and 6 different engines of the same manufacturer may be stored in the
performance data base.
AES
22-71-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
2.
System Description
A.
Flight Plan Elements

(Ref. Fig. 22-71-00-12500-A - Flight Plan in Cruise)
The definition of a flight plan consists in declaring both lateral and vertical elements. The lateral elements are
defined by the waypoints and the legs between the waypoints.
The vertical elements are mainly defined by the constraints (altitude, time, speed, FPA) at the waypoints, the
various limits and predictions along the F-PLN.
The pilot may view these elements of the flight plan in the sequence in which they occur on the flight plan page.
The description of the fields is:
. Lines 1L through 5L : Waypoints and legs are displayed along the left side of the page.
The label line contains the path defining the leg (airway, SID, STAR).
Adjacent to the leg is displayed the bearing (between FROM waypoint and TO waypoint) or the track
(between waypoints in lines 2 and 3).
Adjacent to the bearing or track is displayed in nautical miles the distance between two successive
waypoints (leg length generally).
Adjacent to the distance the flight path angle (FPA) may be displayed if an entered terminal area procedure
defines the FPA to be flown.
The data line contains the termination of the leg. The data in this line may be in parentheses, indicating
that the waypoint is a pseudo waypoint.
Adjacent to the waypoint is displayed the predicted time at which the aircraft passes the waypoint. On
ground this is the elapsed time to the waypoint and in flight, it indicates the predicted time (UTC) at the
waypoint.
Adjacent to the time are displayed the speed at which the aircraft passes the waypoint in CAS or MACH,
and the calculated altitude while crossing the waypoint. It may be an altitude or a flight level.
. 6L : On this line following information is displayed:
. airport or runway ident
. estimated time of arrival
. distance to go to destination along the Flight Plan
. estimated fuel on board at destination.
(1) Lateral Flight Plan Elements
(a) Definitions
1
Lateral defining legs

The lateral defining legs that may appear on the MCDU are contained in the following tables.
The following table describes the way the legs are coded on the Flight plan pages.
FC and FD legs are coded in navigation data base but they are computed as CF (Course to a Fix)
legs for system calculations.
(b) Pseudo waypoints

Pseudo waypoints are in the flight plan for pilot reference only. They do not cause any lateral path
changes to the aircraft. However, they signify when a vertical occurrence happens in relation to the
lateral flight plan. The following table contains all the pseudo waypoints that may appear in the flight
plan as displayed on the MCDU. Other pseudo waypoints are displayed on the Navigation Display;
their logic and symbol are explained in the EIS definition (Ref. 22-75-00-00-02). They are:
. Level pseudo waypoints
. Intercept pseudo waypoints
. Constrained pseudo waypoints
AES
22-71-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
. Speed change pseudo waypoints.
------------------------------------------------------------------------------! CDU
! PSEUDO !
DEFINITION
!ACCESS!ACCESS !
CLR
!
! DISPLAY! WAYPOINT !
!TO LAT!TO VERT! FUNCTION!
!
!
!
! REV ! REV !AVAILABLE!
!--------!----------!--------------------------------!------!-------!---------!
! (T/D) ! Top of
NO !
NO
!
!
! Descent ! at the point where the FMGC
!
!
!
!
!
!
! calculates the A/C should
!
!
!
!
!
!
! start its descent.
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (S/C) ! Step
NO !
YES
!
!
! Climb
! at the point the step-climb
!
!
!
!
!
! Point
!
!
!
!
!
!
! inserted) - For a step at wpt, !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (S/D) ! Step
NO !
YES
!
!
! Descent ! at the point the step-descent !
!
!
!
!
! point
!
!
!
!
!
!
! inserted). For a step at wpt, !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (T/C) ! Top of
NO !
NO
!
!
! Climb
! at the point where the FMC
!
!
!
!
!
!
! calculates the A/C will reach !
!
!
!
!
!
! the cruise altitude or step
!
!
!
!
!
!
! altitude if there is a
!
!
!
!
!
!
! step-climb
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (SPD) !
! The speed and altitude are
!
!
!
!
! (LIM) ! Speed
! displayed as constraints on
! NO ! YES !
YES
!
!
! limit
! right half of the F-PLN page A.!
!
!
!
!
!
! This is an altitude related
!
!
!
!
!
!
! speed limit associated with
!
!
!
!
!
!
! airspace the A/C is in. The
!
!
!
!
!
!
! speed limit is inserted into
!
!
!
!
!
!
! the flight plan at the point
!
!
!
!
!
!
! where the A/C will cross the
!
!
!
!
!
!
! speed limit altitude.
!
!
!
!
!--------!----------!--------------------------------!------!-------!---------!
! (DECEL)! Decelera-! Starting point of deceleration ! NO ! NO
!
NO
!
!
! tion
! for approach
!
!
!
!
!
! Point
!
!
!
!
!
------------------------------------------------------------------------------(c) Stringing rules
The flight plan may be divided into three segments. The data elements designated within each
segment are as follows:
. Departure:
AES
22-71-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
Initial fix, which is the origin airport or a runway at that airport. (If an EOSID is defined, it is
automatically selected).
SID
SID Enroute transition.
. Enroute:
Initial fix (if there is no departure segment).
Airway
Direct
. Arrival:
STAR Enroute transition
STAR
Approach transition
Approach
Missed approach.
The segments, if they exist, are strung in this order. The stringing of 2 elements is automatically
performed provided that a common waypoint to both elements exists. If not, there is a discontinuity.
(Ref. Fig. 22-71-00-13200-A - Discontinuity between the Termination Point of the Airway and First
Point of the Approach)
If a departure (or arrival) element does not exist, the previous element and the next one are strung.
NOTE :
The destination airport of a flight plan may designate an alternate destination. The associated
alternate flight plan has the same structure as the primary active flight plan.
The segments and elements of individual segments are strung as defined below in the order the
segments appear in the F-PLN:
AES
Departure segment
. A matching point for the terminating waypoint of each element is searched downstream in the
following existing element. At this point the two elements are strung together, ignoring any
part of the second element occurring before the identical waypoint.
. If a runway is selected without SID and/or TRANS, the departure is defined by the runway
and a FA leg starting at runway fix on the runway axis up to 1500 ft. AGL followed by a
Flight plan discontinuity.
Departure segment - Enroute segment

A matching waypoint for the last fixed waypoint of the procedure is then searched downstream in
the Flight Plan down to the destination waypoint. The procedure is strung in the Flight Plan at
this point, ignoring any part of the Flight Plan occurring before the identical waypoint. If no
(Ref. Fig. 22-71-00-13300-A - Departure Segment)
Enroute segment
. If there is no departure segment, a discontinuity is strung between the origin airport and the
initial fix of the Enroute segment.
. For airway elements, the airway is strung from the termination fixed waypoint belonging to
the previous element. If there is a discontinuity in the airway list of elements, that
discontinuity is strung into the flight plan.
. For direct elements, a direct TF leg is strung from the termination waypoint of the previous
element to the waypoint specified in the direct element using great circle track.
Arrival segment - Previous existing segment

A matching waypoint for the first fixed waypoint of the procedure is searched upstream in the
Flight Plan up to the departure waypoint. The procedure and the Flight Plan are strung at this
point, ignoring any part of the Flight Plan occurring beyond the identical waypoint. If no
22-71-00 PB001
Page 4
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Arrival segment
. The matching waypoint for the terminating point of the selected Enroute transition (if one
exists) is searched downstream in the STAR ; Enroute transition and STAR are strung at this
point and any STAR leg prior to the identical waypoint is deleted.
. The compatible approach transition is searched by comparing the first waypoint to all the
approach transitions to the selected runway with the successive waypoints upstream in the
already strung Enroute transition - STAR segment. The compatible approach transition is
strung to this segment at the identical waypoint. Any part of the Enroute transition - STAR
segment occurring beyond the identical waypoint is deleted.
(Ref. Fig. 22-71-00-13400-A - Arrival Segment)
When there is a flight phase transition to Go Around, the previously flown approach is strung
in the flight plan.
. If there is an approach transition which links the active missed approach to the previously
flown approach, then this transition is strung in the flight plan between the missed approach
and the approach.
If not, a discontinuity is strung in the flight plan between the missed approach and the
approach.
(Ref. Fig. 22-71-00-13500-A - Flight Plan in Approach)
(Ref. Fig. 22-71-00-13600-A - Flight Plan in Go Around)
. If a runway has no associated final approach, it is selected with a final course segment 5 Nm
length in the axis of the runway. The origin of this segment is named CF.
(2) Vertical Flight Plan Definition

(a) Flight phases
The flight plan is divided into eight flight phases which are:
. preflight (before takeoff thrust setting)
. take-off (from origin to acceleration altitude)
. climb (from acceleration altitude to Top of Climb)
. cruise (from Top of Climb to Top of Descent)
. descent (from Top of Descent to Decel Point)
. approach (from Decel Point to destination runway threshold or MAP)
. go around (missed approach points)
. done (when on ground)
(b) Vertical flight plan elements
The structure of a complete vertical flight plan is made up of different elements as follows:
(Ref. Fig. 22-71-00-13800-A - Vertical Flight Plan Elements)
! Thrust reduction altitude
climb
! Acceleration altitude
! Climb constraints
! Climb speed limit
cruise
! Step climb or descent
descent
! Descent speed limit
-
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missed approach
!
!
!
Missed approach constraints

Thrust reduction altitude
Acceleration altitude
If an alternate flight plan exists, the associated vertical flight plan

is made up with the following elements :
Alternate climb
! Climb constraints
! Speed limit
Alternate cruise
! Speed limit
Alternate descent
Alternate missed approach ! Missed approach constraints
(c) Description of vertical flight plan elements
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Clearance altitude
It is derived from the FCU altitude. Upon modification of the FCU altitude :
. if the A/C is not in level flight then the clearance altitude gets equal to the FCU altitude after
a two-seconds confirmation.
. if not, the clearance altitude is equal to the current A/C altitude until the pilot pulls or pushes
the altitude selector, at which time it gets equal to the FCU altitude.
Thrust reduction altitude - Acceleration altitude

. The thrust reduction altitude is the altitude at which the pilot-selected takeoff thrust may be
reduced to the climb thrust.
. The acceleration altitude is the altitude at which the aircraft begins accelerating towards its
initial climb speed.
. For the engine out case, only an acceleration altitude (EO ACCEL ALT) is defined.
. Reference altitude. It is undefined until it can be calculated as follows :
For Takeoff: It is the origin waypoint elevation (if it exists).
If not it is the aircraft altitude at transition to takeoff.
For Go Around: It is the destination waypoint elevation (if defined).
. If the reference altitude is defined, the default values for Thrust Reduction and acceleration
altitude are:
Thrust reduction altitude = 1500 + reference altitude
Acceleration altitude = 1500 + reference altitude.
Constraints
There are two types of constraints:
. altitude
. speed
. time
Constraint may be entered and modified through the F-PLN A page or the Vertical Revision page.
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Only one time constraint may exist in the same F-PLN (active or secondary).
On the F-PLN A page, the constraints (altitude, speed, time) are displayed with a star near the
predicted value at the constrained point. If the constraint is predicted to be missed, the star is in
amber color, else it is displayed in magenta color.
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Altitude constraint
It is an A/C altitude requirement to be met over a specified waypoint in the lateral flight
plan.
It can be an AT, AT or BELOW, AT or ABOVE or altitude window constraint.
An altitude constraint may be defined in Altitude or in Flight level.
It is defined in Altitude below the departure transition altitude (in climb) or the arrival
transition altitude (in descent). Else, it is defined in Flight level.
An altitude constraint is predicted missed if the aircraft cannot satisfy the constraint. In that
case, the difference between the predicted altitude at the constrained waypoint and the
altitude constraint value is displayed on the Vertical Revision page (if the difference is greater
than 250 ft. or as long as it remains greater than 200 ft.).
There are two types of constraint : climb and descent constraints defined as follows
prior to T/C (if it exists)
or
belonging to SID
or
prior to a climb alt or speed constraint waypoint,
the constraint is a climb constraint.
beyond T/D (if it exists)
or
belonging to a START
or
beyond a descent alt or speed constraint waypoint,
the constraint is a descent one.
. When the aircraft is in CRZ, DES or APPR phase, if a constraint is set at any active
primary waypoint, then it is a descent one.
. In other cases, the pilot has to choose the type upon entry of the constraint.
Speed constraint
The speed constraint is an AT or BELOW constraint, defined at a specified waypoint.
. If it is related to takeoff or climb (climb type constraint), it applies from the origin up to
the waypoint where it is defined.
. If it is related to missed approach, it applies from the destination up to the waypoint
where it is defined.
. If it is related to DES or APP (descent type constraint) it applies from the constraint
waypoint down to the destination.
. If it is related to manual holding pattern, it is used for the holding target speed
computation.
. The speed constraint is predicted missed if the difference between predicted speed at
constrained waypoint and speed constraint value is greater than 10 kts and as long as
this difference remains greater than 5 kts.
Time constraint (option)

It is a time requirement to be met at a specified waypoint in the lateral flight point plan. A
time constraint can only be manually entered by a pilot.
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At most two time constraints may exist in the system (one in the active flight plan and one
in the secondary flight plan).
A time constraint is predicted missed if predicted time minus time constraint exceeds 2
minutes.
d
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Estimated take-off time

At origin airport, during preflight, the pilot may also enter an estimated takeoff time (ETT)
defined as time initialization for predictions.
If during preflight, no ETT has been entered and a time constraint is entered, the system
computes an ETT which can be modified.
Speed limit
The speed limit has a speed and altitude associated with it.
The speed must be a CAS. The altitude may be in altitude (ft.) or flight level following the same
logic as for altitude constraints.
(Lat. rev at PEMAR field 2L) Below the specified altitude, the aircraft is not allowed to exceed
the specified speed (except in cruise phase).
This limit does not apply to a specific lateral path but rather to a specific altitude. There is a
system default speed limit which is 250ft/10000ft.
There may be only two speed limits : one in CLB and one in DES.
Cruise altitude
This is the altitude of the aircraft at the top of climb.
The cruise altitude is defined during active flight plan initialization.
It is displayed and modifiable on INIT A page or Progress Page.
(Ref. Fig. 22-71-00-14200-A - Progress Page (On Descent))
If two cruise altitudes are defined, the first one is used as the CRZ altitude and the second one as
the step altitude (the step is then automatically inserted in the flight plan).
Step climb-step descent

A step climb (step descent) in the flight plan occurs when the vertical profile changes from one
cruise altitude to a higher (lower) cruise altitude.
A step may be automatically derived from data base if two cruise altitudes are defined for the
selected stored route.
The pilot may define a step on step prediction page which is accessed through vertical revision
page.
If below the current cruise altitude, a step descent will be predicted and if above the present
current cruise altitude, a step climb will be predicted. There is only one step in the flight plan at
any time. If a second step is inserted, the first one will be deleted.
Transition altitude
This is the altitude at which the altimeter barometric setting is changed from the local value to
standard (1013.2 mb).
It is only defined during takeoff, climb and go around phases.
The pilot may view on performance pages the transition altitude.
This altitude may be derived from data base in the airport record. Once an airport is defined the
altitude is displayed if it is defined in airport record.
If not, there are brackets to allow pilot entry.
. During takeoff, the transition altitude is equal to the transition altitude displayed on takeoff
page if any. Otherwise it is undefined.
At transition from Descent or Approach to climb,
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or Approach to go around, it is set equal to the Trans alt which was displayed on the
approach page just before phase transition if there was, else it remains undefined.
At transition from Take off, Go around, Cruise to climb, it remains what it was just before
phase transition (it may be defined or undefined).
. Transition level
It is the flight level at which the altimeter barometric setting is changed from the standard
(1013.2 mb) to the local value for the airport.
It is only defined for descent and approach.
During descent and approach if there is a transition altitude and a QNH value entered by pilot
displayed on the approach Perf page, it is computed from that value as follows (if not, it is
undefined).
(Ref. Fig. 22-71-00-14400-A - Performance Approach Page)
TRANS level is equal to:
1/100 Max (Trans alt, trans alt + delta alt (QNH)
As the transition altitude, the transition level may be derived from data base or from pilot
entry.
8
COST INDEX
This economical criterium enables the speed optimization along the whole flight plan. It is defined
as the ratio of time cost and fuel cost so that the value of 0 means minimum fuel optimization
and 999 means minimum time optimization. Any value may be defined by each company for
each route according to its performance policy.
The value is defined during active flight plan initialization (field 5L on INIT A page).
In flight, this value may be modified for climb, cruise and descent phases by the pilot through the
appropriate performance page.
(3) Secondary F-PLN

The pilot may define a secondary flight plan by having access to the SEC INDEX page after action on the
SEC F-PLN mode key.
The secondary F-PLN is defined as the primary flight plan with the same kinds of lateral and vertical
elements.
The pilot may perform lateral and vertical revisions but there is no temporary situation as for the primary
F-PLN.
In this secondary mode, the available pages are :
. INIT
. F-PLN with access to lateral and vertical revision pages
. PERF
(Ref. Fig. 22-71-00-14600-A - SEC INDEX Page (with no Defined Secondary F-PLN))
(Ref. Fig. 22-71-00-14700-A - Secondary F-PLN Page A at Origin)
B.
Initialization
(1) Active F-PLN
(a) F-PLN initialization (INIT A page)
The initialization is performed on the INIT A page.
Access to this page is achieved by:
. INIT key on the front panel of the MCDU when the aircraft is in PREFLIGHT or DONE phase
(NOT ALLOWED message is displayed for other flight phases).
. Next page from INIT B page.
. RETURN or INSERT line selection from RTE selection page when accessed from INIT A page.
. INSERT line selection from WIND page.
The major purpose is to declare the flight plan origin and destination (FROM/TO) or to call up a
prestored company route.
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Company route entry

The company route when entered designates all or any portion of the primary route. It may result
in the designation of alternate destination.
Before the newly entered data is incorporated into the flight plan, the existing flight plan is
cleared (including the entire lateral definition waypoints and all the vertical defining elements).
A cost index and a CRZ FL may be defined by the primary company route entry if they are stored
with it.
In addition to the origin and destination airports, a company route may designate all the elements
required to define all the legs between origin and destination runways.
FROM/TO designation
The pilot may enter origin and destination airports on the INIT A page.
The origin and destination must be either data base or pilot defined airports (using the defined
RWY function).
The FMGC proposes a ROUTE SELECTION page to select the desired route (vertical slewing
allowing access to the subsequent CO RTES one by one).
Then the system deletes the existing F-PLN and strings a skeleton F-PLN (origin airport/F-PLN
DISCONTINUITY/destination airport) if no CO RTE is selected or the CO RTE is as selected on
ROUTE SELECTION page.
(Ref. Fig. 22-71-00-15100-A - F-PLN Initialization)
LAT/LONG ENTRY
Upon entry of a company route or FROM/TO, the LAT/LONG of the origin airport reference
point will be displayed.
The pilot may also enter a LAT or LONG via the scratchpad. After entry, LAT will have the slew
prompts adjacent to it.
Pressing the LONG line select key with scratchpad empty moves the slew prompts to LONG. By
pressing the vertical slew keys the LAT or LONG magnitude will be incremented or decremented
by 1 minute per key press (regardless of N, S, E or W). This entry is used for IRS alignment (Ref.
22-72-00).
COST INDEX entry

The COST INDEX may be entered via a company route entry if cost index is contained in the CO
RTE. It may also be entered or changed by the pilot.
If the COST INDEX has not been entered prior to entering ZFW on INIT B page or GW on FUEL
PRED page, it defaults to the previously entered value (last flight). When the pilot enters ZFW or
GW a message USING COST INDEX-NNN is displayed alerting the pilot that a default COST
INDEX is used.
CRZ FL/TEMP entry

The cruise altitude may be entered via a company route if CRZ FL is contained in the company
route. It may also be entered or changed by the pilot.
The pilot cannot enter a CRZ TEMP until a CRZ FL is defined. When CRZ FL is entered
manually without entering the temperature, or inserted via a CO RTE, the CRZ TEMP defaults to
the ISA temperature and thus is displayed in small font. If the CRZ altitude is changed, the CRZ
temp changes such that the ISA remains the same for old and new altitudes.
TROPOPAUSE entry
Tropopause altitude defaults to 36,090 ft. but may be changed by the pilot.
WIND entry
When the pilot gains access to the WIND page for the first time, the title HISTORY WIND is
written in large font (this title is displayed until a wind component is changed or WIND page is
inserted).
The WIND page displays the measured wind encountered during the last active descent.
The HISTORY WIND can then be used for the next flight as a basis for climb wind definition by:
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.
.
either pressing the insert key which inserts the displayed history winds into flight plan and
changes the page to INIT A
or modifying a wind component which loads the newly defined winds into flight plan.
If HISTORY WIND has been inserted and then reaccessed or if a wind component has been
changed, the display changes to the WIND page.
A wind change is then automatically taken into account. Pressing the INIT mode key reverts
to INIT A page.
(b) Fuel initialization

(Ref. Fig. 22-71-00-15200-A - Fuel Initialization)
The purposes of this function is to initialize weights and display fuel predictions for the flight.
When the pilot has access to the INIT B page for the first time (next page from INIT A page during
DONE flight phase and during PREFLIGHT phase prior to engine start) the flight plan, cruise flight
level and cost index have normally already been inserted. The pilot has then to insert the ZFW.
. The pilot must then enter a BLOCK FUEL. By this action, the pilot initiates the fuel prediction
function.
The system then computes the flight plan predictions including time and fuel at each waypoint.
Landing weights, alternate fuel and extra fuel are also computed.
(2) Alternate F-PLN
The alternate flight plan is defined with the same structure as the primary active flight plan.
The destination airport of a company route may designate a preferred ALTN destination airport or
company route.
It is possible to select an alternate destination (which can be different from the preferred alternate).
Any time the primary destination is changed, the preferred ALTN for the new primary destination is strung
into the flight plan.
If a new flight plan is inserted with the same primary destination, the previously defined alternate flight plan
remains unchanged.
(3) Secondary F-PLN
(Ref. Fig. 22-71-00-15400-A - No SEC F-PLN Existing)
(Ref. Fig. 22-71-00-15500-A - SEC F-PLN Already Existing)
(a) Secondary index
The secondary flight plan key on the front panel of the MCDU gives access to the secondary INDEX
page.
Initialization of the secondary flight plan may be performed by:
. pressing the LSK adjacent to the COPY ACTIVE indication which copies active flight plan
parameters into secondary flight plan
. pressing the LSK adjacent to the INIT indication which gives access to the secondary INIT pages.
DELETE SEC : This function clears all lateral and vertical elements from the secondary flight plan that
reverts to its initial default state. Any parameter defined above that have default values revert to those
values for the secondary.
ACTIVATE SEC : This function activates the secondary flight plan by copying from the secondary
flight plan to the active flight plan those parameters defined above. However the SEC F-PLN remains
unchanged.
(b) SECONDARY INIT pages
The secondary INIT pages A and B are identical to the active flight plan INIT pages (SEC INIT A
page displays the CRZ WIND instead of WIND prompt). The initialization on SEC INIT page A and B
is performed in the same way as for active F-PLN on INIT pages A and B.
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Lateral flight plan,
Vertical flight plan,
Temperature Entries,
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Wind Entries,
Cost Index,
Route Reserve (RTE RSV),
Reserve holding fuel/time (FINAL/TIME),
Destination QNH (DEST QNH),
Descent forecast Wind Entries,
10 Selected mode and preselected performance modes, (as defined in Perf pages)
11 CO RTE Number and FROM/TO
The active flight plan remains unchanged.
C.
Lateral Revisions
(1) General
There are two types of lateral revisions:
. direct revisions on the flight plan performed either on F-PLN page or DIR TO page
. revisions through Lateral Revise page (LAT REV page) which create a temporary flight plan and
request another pilot action.
All revisions available on LAT REV page are:
. DEPARTURE insertion
. ARRIVAL insertion
. Next waypoint insertion
. New destination insertion
. Offset
. Holding Pattern insertion
. VIA/GO TO insertion
. Select an alternate flight plan
. Enable alternate flight plan.
All revisions described in the following paragraphs are available for primary and secondary flight plans
except that there is no temporary flight plan for the secondary F-PLN (the rest of the mechanization is
unchanged), and the ERASE and INSERT prompts are replaced by the cyan RETURN prompt.
Access to the LAT REV page is achieved from the F-PLN page when a left line select key adjacent to a
waypoint is pressed. Following the location of the waypoint in the flight plan, the LAT REV page presents
different displays (each revision is not allowed at each waypoint).
There are four different LAT REV pages:
(Ref. Fig. 22-71-00-15900-A - LAT REV Pages)
. one at origin waypoint
. one at the FROM waypoint
. one at destination waypoint
. one at any waypoint other than the three above.
(2) Temporary F-PLN
The temporary flight plan is a copy of the active flight plan which has been changed according to the pilot
action on the MCDU.
It is created when the active flight plan is changed through the LAT. REV pages only.
The aircraft continues to be guided on the original active flight plan.
At any time only one temporary flight plan is allowed to exist and it is available on both sides : it is
displayed on both MCDUs and both Navigation Displays.
When a temporary flight plan is created, the F-PLN is displayed in yellow; two amber prompts in last line
allow to erase or insert the modification on the REV pages and on F-PLN page.
(Ref. Fig. 22-71-00-16100-A - Temporary F-PLN)
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On a temporary flight plan page just two actions are allowed : pressing the LSK adjacent to the ERASE or
INSERT indications.
Otherwise, any mode key may be pressed without changing the temporary flight plan except the DIR TO
key which deletes the temporary.
Moreover, no predictions are computed and displayed for a temporary flight plan.
(3) DEPARTURE Procedure
(a) General
The only possible revise point for a departure procedure selection is the origin waypoint.
The various elements of a departure procedure are:
. Runway transition
. SID
. SID - Enroute transition
The different elements of a procedure are strung together following the general rules described in para.
B.
However if one element of the selected departure procedure has been laterally or vertically modified,
when a new departure is selected, the modifications are lost even if the modified element belongs to
the new procedure.
Example:
Original procedure:
After SID - Enroute transition
change, the procedure becomes
RWY
RWY
Runway
! RT1
! RT1
transition
! RT2
! RT2
! SID1
! SID1
SID
! SID2 = pilot entered ! SID2 = constraint is lost
! SID3
constraint
! SID3
! SID4
! SID4
SID-Enroute
! TRANS1
new SID
! TRANS1
transition
! TRANS2
en route
! TRANS2
! TRANS3
transition ! TRANS3
Route
Route
Each element may be changed or selected separately and a runway selection results in the engine out
SID selection. The modification of one element creates a temporary flight plan, but only one INSERT
action is required to insert all the modified elements in the departure procedure.
(b) MCDU display
The selection of a departure procedure is performed through two different pages = access from the
LAT REV page at origin (DEPARTURE prompt).
. DEPARTURE page 1 allows selection of a runway.
. DEPARTURE page 2 allows selection of a SID and an enroute transition.
The DEPARTURE page 1 is accessed from LAT REV at origin or from DEPARTURE page 2 by
NEXT PAGE pushbutton switch. The DEPARTURE page 2 is accessed either manually by NEXT
PAGE on DEPARTURE page 1 or automatically when a runway has been selected on
DEPARTURE page 1.
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The first line of both pages displays the selected elements of the departure (if any) in active F-PLN
color (green) or in temporary F-PLN color (yellow) if there is a temporary situation (one or two or
three elements modified).
The different fields of line 1 may be filled with :
. dashes if the data is not yet selected
. NONE (except RWY field) if no compatible data exists in data base or NO SID and/or NO
TRANS option has been selected.
Lines 2 through 5 of DEPARTURE page 1 display the runways available at the airport with features
(length, heading, ILS ident and frequency).
On DEPARTURE page 2, these lines display the SIDS which are compatible with the selected (active
or temporary) runway (left side) and the enroute transitions which are compatible with the selected
(active or temporary) SID (right side).
In these lists, the active element (in temporary or not) is displayed in green (active F-PLN color) ;
remaining elements are displayed in cyan (modifiable element color).
Line 6 is used to erase or insert the temporary flight plan.
NOTE :
- The EOSID is also displayed at the end of the SID list to allow the crew to select it if
necessary.
- DEPARTURE pages may be slewed page by page in an open loop if data do not fit in one
page.

(d) Engine out SID operation
The EOSID is a standard procedure to use if an engine fails just after takeoff.
The following EOSID function rules are used after the automatic FMGC detection and if the aircraft is
before the diversion point.
A temporary F-PLN is automatically created and any existing temporary F-PLN is deleted.
The temporary F-PLN page is automatically displayed with amber prompts:
. in 6L: ERASE
. in 6R: INSERT
If the temporary flight plan is erased, the EOSID is displayed on the ND in yellow.
The EOSID is strung into the flight plan beginning with the EOSID diversion point. Any part of
the EOSID before the EOSID diversion point is deleted.
. A discontinuity is strung after the last waypoint in the EOSID.
The discontinuity is between the last waypoint in the EOSID and the EOSID diversion point. The
remaining original flight plan after the EOSID diversion point remains in the flight plan.
. Once the EOSID diversion point is sequenced and INSERT or ERASE has not been selected, the
temporary F-PLN is erased and the original F-PLN page is displayed, but the EOSID is displayed
on the ND in a specific color.
If an engine out condition is detected when the A/C is beyond the EOSID diversion point, and before
the first enroute waypoint, no temporary F-PLN is created but the EOSID is displayed on the ND in a
specific color.
It has to be noted that the EOSID is displayed on the ND in plan mode if no engine failure is detected.
(4) ARRIVAL Procedure
(a) General
The only possible revise point for an arrival procedure selection is the destination waypoint.
The various elements of an arrival procedure are first strung together, in this order : STAR-EnrouteTransition STAR, Approach Transition and approach, following the general rules described in para. A.
(1).
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However if one element of the selected arrival procedure has been laterally or vertically modified, when
a new arrival is selected, the modifications are lost even if the modified element belongs to the new
procedure.
Each element may be changed or selected separately creating a temporary flight plan.
(b) MCDU display
The selection of an arrival procedure is performed from the LAT REV page at destination (with the
ARRIVAL prompt) and through three different pages:
. ARRIVAL page 1 allows selection of a runway and final approach
. ARRIVAL page 2 allows selection of a STAR and an enroute transition
. APPR VIA page allows selection of an approach transition
(Ref. Fig. 22-71-00-16900-A - ARRIVAL and APPROACH VIA Pages)
The MCDU display for arrival procedure is equivalent to the one for departure procedure.
The ARRIVAL page 1 is accessed from LAT REV at destination or from ARRIVAL page 2 by
NEXT PAGE key.
The ARRIVAL page 2 is accessed from ARRIVAL page 1 either automatically when a FINAL has
been selected or modified, or manually by NEXT PAGE key.
The APPR VIAS page may be accessed:
. automatically from ARRIVAL page 1 if a FINAL has been selected or modified and there is no
STAR compatible with this FINAL and there are several APPR transitions
. automatically from ARRIVAL page 2 if a STAR has been selected or modified and several APPR
transitions compatible with the FINAL and the STAR exist
. manually from ARRIVAL page 2 by the prompt APPR VIAS.
Line 1 of these pages displays the selected elements of the arrival (if any) in active F-PLN color
(green) or in temporary color (yellow) if there is a temporary flight plan.
Lines 3 to 5 of ARRIVAL page 1 display the various approaches (runways and final) for the airport
with features (length, runway heading, navaid ident and frequency for the ILS corresponding to the
runway (if any)).
Lines 3 to 5 of ARRIVAL page 2 display the STARs compatible with the selected approach (left side)
and the enroute transition compatible with the selected STAR (right side).
Lines 3 to 5 of APPROACH VIA display the approach transitions compatible with the selected
approach and STAR.
In these lists, the active element (in temporary or not) is displayed in green, remaining elements are
displayed in cyan (modifiable element color).
(5) Next Waypoint
(Ref. Fig. 22-71-00-17400-A - Next Waypoint)
This revision allows to enter a new waypoint, just next to the revise waypoint.
The revise waypoint cannot be the FROM waypoint.
When a waypoint is inserted into this field, the temporary flight plan page is automatically displayed.
The next waypoint may be a fixed waypoint or navaid or airport but not a runway.
The next waypoint is inserted following the revise point with a direct leg.
If the new waypoint is identical to an existing downpath waypoint in the flight plan (except a waypoint
belonging to the missed approach) then all legs between the revise waypoint and that identical downpath
waypoint are deleted. Any current constraints of that downpath waypoint are retained.
Otherwise, a discontinuity follows the new waypoint and legs are not deleted.
(6) New Destination
This revision is used to designate a new destination (airport ident entry) and it is available at any waypoint
except the FROM waypoint and destination and waypoints beyond destination.
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A discontinuity is strung between the revise point and the new destination and all waypoints following the
revise point are deleted (including primary destination and missed approach).
When a new destination is entered, a temporary F-PLN is created.
(7) Offset
(Ref. Fig. 22-71-00-17600-A - Offset)
The parallel offset function enables the aircraft to fly parallel to the original F-PLN laterally offset by a
certain distance (input by the pilot).
This revision is allowed if the revised point is the FROM waypoint and if the following conditions are all
met:
. the active leg is a CF, TF or DF leg
. the leg following the active leg is a CF, FM or TF leg
. the active and next leg termination waypoints are not the destination runway or MAP in the active FPLN.
An offset distance entry is accepted if the A/C current distance to go is greater than or equal to the
distance required to reach the offset path. If the entry is not accepted, the ENTRY OUT OF RANGE
message is displayed on the MCDU.
When an offset is inserted, a temporary flight plan is created but the temporary F-PLN page is not
automatically displayed, the display remains on a simplified LAT REV page.
When the offset is inserted, OFST is displayed in the title line of the F-PLN pages.
The offset is automatically cancelled when:
. the next leg is not a CF, TF or FM leg or the next leg termination waypoint is the destination
waypoint, and the current distance to go is less than or equal to the distance required to reach the path
. the active leg is changed by a lateral revision.
The offset can be cancelled on the MCDU by zeroing or clearing the offset distance on the LAT REV page.
(8) Holding Pattern
(Ref. Fig. 22-71-00-17800-A - Holding Pattern)
This function is used to insert a holding pattern with a manual termination (HM leg) into the flight plan, to
convert an HF or HA leg into an HM leg, or to change the parameters of an existing HM leg. This function
is only accessed if the revise waypoint is a fixed waypoint (other than a terminating waypoint of an HF leg),
the FROM waypoint, or the manual termination of an HM leg.
This revision may be performed through a specific page accessed from LAT REV page and creates a
temporary flight plan.
When a present position holding pattern is inserted, a discontinuity is inserted following the holding.
If the revise waypoint is the manual termination of an HM leg or the termination of the leg prior to an HM
leg, the defining parameters of that holding pattern can be reviewed and/or changed. If that holding
pattern is the active leg, a temporary is created and any inserted change (INSERT must be pressed again)
becomes effective upon the next crossing of the holding fix. Otherwise (not active leg), changes (after
INSERT is pressed on temporary page) are activated immediately.
When the HOLD page is accessed, if no holding exists, a default holding is created and holding parameters
are displayed in yellow (temporary page).
If the holding belongs to the F-PLN, existing holding parameters are displayed in cyan (modifiable).
HOLD pages display the following parameters :
. inbound course (course to holding fix)
. turn direction (right or left)
. time/distance of a leg of the holding pattern
. the time by which the holding pattern must be exited to satisfy the fuel reserve requirements and the
estimated fuel on board at that time.
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(9) VIA/GO TO
(Ref. Fig. 22-71-00-18000-A - VIA/GO TO)
This function allows selection of a prestored airway segment for insertion into the flight plan.
This segment is defined by the airway identifier (VIA) and an end-point ident on that airway (GO TO).
This end point cannot be a runway. There is no dedicated page for this function.
This revision creates a temporary flight plan and is available if the revise point is a fixed waypoint in the FPLN (except FROM waypoint and destination).
If the entered airway does not pass through the revise point or if the entered end point is not on the airway,
then a message is displayed on the MCDU to warn the pilot (AWY/WPT mismatch) and insertion is not
allowed.
If the entered end point is a down path waypoint in the original F-PLN, then the legs in the original F-PLN
between the revise point and the end point are deleted and there is an automatic stringing. If not, there is a
flight plan discontinuity between the end point and the first waypoint in the F-PLN past the revise point.
(10) Alternates
(Ref. Fig. 22-71-00-18200-A - Alternates)
(a) List of alternates
This revision allows to change the alternate destination.
This is performed through a special page (via LAT REV at destination) on which the prestored
alternate destinations are displayed with the option NO ALTN; moreover the pilot can select an
alternate other than the one stored with the primary destination (Ref. DATA BASE chapter).
For each alternate, the following items are displayed:
. Airway distance (from primary destination to Alternate destination).
. track (great circle).
. Extra at alternate destination.
For NO ALTN the extra is also computed and displayed.
To select another alternate the pilot has to enter an identifier on the MCDU in the OTHER ALTN
field. If he wants computations for that alternate, he has to enter a distance as well (airway distance is
assumed).
Selecting one of the alternates creates a temporary flight plan. The other alternate may be selected in
temporary even if a distance is not entered on the MCDU. In this case the FMGC computes predictions
for this alternate (distance, track, extra).
(b) Enable alternate
It is used to activate the alternate portion of the F-PLN.
The alternate F-PLN is inserted in the primary F-PLN.
This revision creates a temporary flight plan.
The revise waypoint may be any waypoint (except the FROM) of the active Primary F-PLN (including
destination and missed approach) and there must be an alternate destination.
All waypoints in the active primary portion of the F-PLN beyond the revise point are deleted (This
includes the Primary destination and missed approach).
The revise point is strung to the Alternate origin waypoint (the first one after the ex-Primary
destination), with a discontinuity.
(11) Direct Modifications through F-PLN Page
Two lateral revisions may be performed on the F-PLN page A or B without creating a temporary flight
plan:
. insertion of a new waypoint
. clearing a waypoint or discontinuity.
(a) Insert a new waypoint
This function results from the direct entry of a new waypoint into the flight plan via the F-PLN page.
This function is essentially identical to the next waypoint function in LAT REV (Ref. para. C. (5).
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The new waypoint is inserted at the position selected by the pilot (all markers are included). However
it cannot be inserted directly following FM, or VM legs or at the FROM waypoint.
ORIGINAL F-PLN
F-PLN AFTER XYZ ENTRY
FROM
FROM
ABC
ABC
BCD
BCD
--F-PLN DISCONTINUITY---F-PLN DISCONTINUITY-Waypoint XYZ
XYZ
entered here ---> CDE
DEF
--F-PLN DISCONTINUITY-CDE
DEF
(b) Clear waypoint or discontinuity
This function is invoked by first pressing the CLR key with the F-PLN page displayed and the
scratchpad empty.
Then, the left line-select key, next to the selected waypoint, is pressed.
The function performed depends on whether the waypoint is a downpath waypoint, a TO waypoint or
a FROM waypoint.
. Clearing a downpath lateral waypoint or discontinuity deletes the selected leg from the flight plan.
. Clearing the TO waypoint is not allowed when NAV is engaged. A message NOT ALLOWED IN
NAV will be displayed on the MCDU.
. Clearing the FROM waypoint is not allowed when NAV is engaged.
. Clearing a discontinuity is allowed except just after PPOS.
(12) DIR (Direct) TO
(Ref. Fig. 22-71-00-18500-A - DIR TO)
This function allows the pilot to insert a direct path from the aircraft present position to a selected fixed
waypoint. It is invoked by using the DIR TO page. There is no temporary situation for this revision.
The rules for the DIRECT TO functions are as follows:
. If the DIRECT TO waypoint is identical to any fixed waypoint in the flight plan (including the FROM
waypoint), then a DF leg is strung to that waypoint.
All original legs up to that waypoint are deleted and T-P becomes the FROM waypoint followed by the
DF leg.
. If the DIRECT TO waypoint is not identical to any waypoint in the flight plan, a DF leg is strung to
that waypoint followed by a discontinuity.
The discontinuity stringing rule applies to the flight plan from the TO waypoint on. T-P becomes the
FROM waypoint.
. DIRECT TO is activated when the DF leg is strung by the above rules.
D. Vertical Revisions
(1) General
The vertical revise function allows the flight crew to define or modify the following vertical flight plan
elements:
. Altitude constraint
. Speed constraint
. Time constraint
. Speed limit
. Estimated takeoff time (origin only)
. Step (climb or descent)
. Wind.
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All elements can be defined or changed through the VERT REV page, but only the first three elements can
be modified directly on the F-PLN page. Same mechanization, as described in the following paragraphs,
applies for both primary and secondary flight-plans except that INSERT* prompt is cyan for the secondary
F-PLN.
Access to the VERT REV page is achieved from the F-PLN page when a right line select key is pressed
with scratchpad empty at any fixed waypoint, at T/C, T/D or speed limit pseudo waypoints. Access is
allowed from the FROM waypoint. After access, if a lateral leg sequence occurs such that the revise point
becomes the FROM waypoint, then the revision is aborted and the display reverts to F-PLN page. Access
to the VERT REV page is also achieved from the STEP page when DELETE STEP prompt (6R LS key) is
selected.
Following the flight phase where the revise point is predicted to be, the VERT REV page does not display
all fields. Following figure shows different VERT REV pages for access through the FROM waypoint, a
fixed waypoint in CLB (ROLLA) and a fixed waypoint in CRZ (PEMAR).
Some other vertical revisions are performed directly on the appropriate pages. They deal with CRZ FL, Cost
Index, thrust reduction and acceleration altitudes.
(2) Constraints
Constraints are displayed on the VERT REV page. They may be defined only at fixed waypoint except the
FROM, origin and destination waypoints. In addition, the estimated takeoff time may be entered on the
origin VERT REV page.
(a) On the F-PLN A page
Each defined constraint is displayed adjacent to the constrained waypoint, in magenta large font, as
long as new predictions are not computed. Then the value of the constraint is replaced by the new
predicted value with a star before it.
Speed and/or altitude constraint may be entered on this page with one of the following format :
. SPD
. ALT
. SPD/ALT.
A minus sign must be entered before or after the value for an AT or BELOW altitude, and a plus sign
for an AT or ABOVE altitude. A CLB or DES amber prompt may be displayed following the conditions
described in Para. 2.B.(3). In this case, the appropriate LS key must be pressed to choose CLB or
DES, in order to insert the constraint.
If the CLR function is used on a right LS key, all constraints are deleted for the corresponding
waypoint.
(b) On the VERT REV page
Each defined constraint is displayed on this page, in large magenta font if it is entered by the pilot or
in small magenta font if it is a data base constraint. Format entry and CLB or DES amber prompt
display are as described above.
If the VERT REV page is exited before choosing CLB or DES for altitude on speed constraint, the
prompt will no longer be displayed on the new page, and the constraint will not be accepted.
(3) Speed Limits
A speed limit is a CAS which must not be exceeded below the corresponding speed limit altitude. There can
only be two speed limits in a given flight-plan; one for climb and one for descent.
On the F-PLN page, both CLB and DES speed limits are displayed as pseudo waypoints when predictions
are available. Figures show an example of CLB speed limit (in 4L-4R).
On the VERT REV page, only one speed limit is displayed in field 2L. It is the CLB speed limit if the revise
point is prior to or at the T/D but the field is dashed if there is no T/D and the aircraft is still in DONE,
PREFLIGHT, TAKEOFF, CLB or CRZ flight phase. It is the DES speed limit in all other cases.
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The system default value of 250 kts below 10,000 ft. applies for both speed limits when there is a flight
phase transition to DONE. When origin and destination airports are defined, these values are overwritten by
data base speed limits, if they are stored with the associated airports.
The pilot may then change both or either of the parameters : speed/ altitude, either on F-PLN or on VERT
REV page.
If the pilot clears a pseudo waypoint on the F-PLN page, the corresponding speed limit will be deleted from
the system.
A speed limit can also be cleared on the appropriate VERT REV page.
(4) Steps
The STEP PRED page is used to insert a step climb or a step descent at a fixed cruise waypoint (FROM
excepted) for predictions accuracy purposes. The STEP page is accessed from the VERT REV page with
the STEP PRED prompt (4R).
If T/C and T/D have not yet been computed, it can be accessed at any fixed waypoint; however if the
system predicts that the step cannot be reached within the cruise segment, the step is automatically
deleted. Only one step is allowed to exist in a given flight plan.
Both the step flight level (mandatory) and the step wind (as an option) must be entered before the step is
inserted with the INSERT* prompt (6L). If the RETURN prompt (6R) is selected, the step is not inserted
and the display reverts to the previous VERT REV page. A step can be cleared with the DELETE* prompt
(6L) on the STEP page, or directly on the F-PLN pages by clearing the S/C or S/D pseudo waypoint. Note
that the INSERT prompt is amber for the primary F-PLN and cyan for the secondary F-PLN.
(5) Winds
The system computes a FORECAST wind profile for the active primary F-PLN, which is linear interpolated
between and propagated beyond wind entries. This profile is used for the construction of the descent path,
and for display on the F-PLN B page: pilot entries are displayed in large green font, forecast interpolated or
propagated values in small green font. During cruise only, current wind measured at aircraft position is used
as the initial value for the interpolation/propagation process.
Wind entries can be made on the following MCDU pages:
. WIND (access from INIT A page):
(Ref. Fig. 22-71-00-19600-A - WIND Page)
This page is available only for the active primary F-PLN. Initially, the page title is HISTORY WIND
and winds recorded at 5 different flight levels (FL50, FL150, FL250, at the previous and new cruise
flight levels) are displayed. They can be modified or cleared: the page title then becomes WIND. The
INSERT* prompt must be selected for these winds to be included in the FORECAST WIND profile.
. FUEL PRED:
A cruise wind can be entered for the active primary or alternate F-PLN.
The primary F-PLN cruise wind is equivalent to wind at T/C; entry is NOT ALLOWED once T/C is
sequenced. Secondary F-PLN cruise wind entry can be made on SEC INIT A page.
(Ref. Fig. 22-71-00-19700-A - Cruise Wind Entry)
. F-PLN B:
Winds can be entered at the origin, destination, and cruise waypoints when T/C and T/D exist. Wind
entries made at any other waypoints when predictions are not available are deleted once T/C and T/D
are computed.
(Ref. Fig. 22-71-00-19800-A - F-PLN B Page)
. VERT REV:
Winds are identical to those on the F-PLN B page, and the same entry rules apply.
. STEP PRED (access from VERT REV page):
A step wind entry can be made before the step is inserted.
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It is equivalent to the wind upon reaching the step altitude. Note that if a step wind is entered,
previous wind entries at step waypoints are deleted when the step is inserted and again later if the step
is deleted.
However, they remain unchanged if no step wind is entered.
. DES FORECAST (access from PERF CRZ page):
(Ref. Fig. 22-71-00-19900-A - DES FORECAST Page)
This page is available only for the active primary F-PLN.
Wind entries at up to 4 desired altitudes or flight levels can be made on this page according to the
wind DIR/MAG/ALT format.
. PERF APPR:
(Ref. Fig. 22-71-00-20000-A - PERF APPR Page)
The wind at destination is referenced to magnetic north on this page. The entry is used for the
FORECAST descent wind profile and for computing VAPP. This wind is also displayed on the F-PLN B
page but referenced to true north.
Wind entry format is DIR/MAG, where DIR is the direction from which the wind is blowing, in degrees
referenced to true north - except for wind at destination which is referenced to magnetic north on the
PERF APPR page; and MAG is the wind magnitude in knots. DIR or MAG can be modified individually. On
the DES FORECAST page only, entry format is DIR/MAG/ALT.
E.
Data Base
The data base is divided into two main parts which are the navigation data base and the performance data base.
The navigation data base stores various types of data describing a geographical area in which the A/C flies. This
data base is used to create flight plans (laterally and vertically), tune navaids or compute A/C position, perform
fuel planning (fuel policy).
The performance data base describes the performance models divided into aircraft aerodynamic model and
engine model. This data base is used for predictions and optimization.
(1) DATA INDEX Page
(Ref. Fig. 22-71-00-20400-A - DATA INDEX Page)
This page is displayed via the DATA mode key.
Data fields:
(a) 1L : access to the WAYPOINTS page.
(b) 1R : access to the STORED WAYPOINTS page (if at least one exists) or to the new waypoint page (if
no stored waypoint exists).
(c) 2L : access to the NAVAIDS page.
(d) 2R : access to the STORED NAVAIDS page (if at least one exists) or to the new navaid page (if no
stored navaid exists).
(e) 3L : access to the RUNWAYS page.
(f) 3R : access to the STORED RUNWAYS page (if at least one exists) or to the new runway page (if no
stored runway exists).
(g) 4L : access to the ROUTES page.
(h) 4R : access to the STORED ROUTES page (if at least one exists) or to the new route page (if no
stored route exists).
(i) 5L : access to the A/C STATUS page.
(2) A/C Status Page
(Ref. Fig. 22-71-00-20700-A - A/C Status Page)
The A/C status page reminds the pilot what is the FMGC data base program configuration. This page is
displayed through the DATA INDEX page (DATA mode key).
Data fields:
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(a) Title line : gives the aircraft model number defining the airframe series and the engine type. This
number refers to the aircraft aerodynamic model. There are 3 aero models stored which are selected by
program pin (2 discretes). The displayed aero model reference reflects the pin program status.
(b) Line 1L : displays the type of engine on the aircraft and so gives the engine model loaded in
performance data base. There are 6 engine models selected by program pin (3 discretes) and the
displayed reference reflects the program pin status.
(c) Lines 2 and 3 : display the navigation data base part number and effectivity for the active and second
data base.
The navigation data base is stored for two successive 28 day cycles. The appropriate cycle is
automatically selected using the A/C clock date, but automatic selection may be overridden by pilot
selection on A/C status page.
(d) Line 4R and label line 5R display the numbers of elements stored by the pilot.
In fact, in addition to the navigation data base elements, the pilot has the ability to create and store
up to 20 waypoints, 20 navaids, 10 runways, 3 routes. These stored elements belong to the active data
base and depending on program pin configuration may be deleted, during DONE phase, by pilot
selection of 5R key (if DELETE ALL prompt is displayed) or when the active data base is no longer
effective.
(e) Line 4L : enables the crossloading activation of the Navigation Data Base when the prompt is diplayed
in DONE or PREFLIGHT flight phase. When it is selected, the ACTIVATE CROSSLOAD prompt is
replaced by the CONFIRM CROSSLOAD prompt in order to enable the transfer of the Navigation
Data Base from the onside FMGC to the offside FMGC.
(3) Navigation Data Base
The types of data stored in the navigation data base are as follows:
. Navaid
. Non directional beacon
. Waypoint
. F-Plan fix
. Airport
. Runway
. Airway
. Holding pattern
. Company route
. Alternate
. Fuel policy.
Flight plan fixes may be either Navaids, Non directional beacons, or waypoints.
(a) Navaids - Non directional beacons (NDB)
Navaids and NDB are radio stations that may be used for radio tuning or position updating, or
designated as flight plan waypoint.
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The pilot may display information concerning any navaid defined in data base or by the crew on
the Navaid page. This page is accessed from the DATA INDEX page (DATA mode key).
(Ref. Fig. 22-71-00-20900-A - NAVAID Page)
Data fields:
a
Line 1L : displays the ident of the navaid. This is a pilot entry and the page gives information
about this navaid.
Line 2L : displays the class of the navaid. It may be:

VOR
ILS DME
DME
VORTAC
LOC
VOR DME
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NDB
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Line 3L : displays the latitude and longitude of the navaid.

In case of ILS, this is the localizer position.
In case of non collocated VOR DME, this is the VOR position.
Line 4L : displays the frequency
Line 5L : displays the elevation (except for VOR and NDB where it is undefined and blank).
Line 6L : displays the figure of merit indicating the maximum distance at which the navaid
can be tuned (except for LOC, ILS, NDB where it is blank).
Figure of merit may be:
! 0
40 Nm
! 1
70 Nm
! 2
130 Nm
! 3
250 Nm
-
Line 1R:
. for VOR-VORTAC-VOR DME, it displays station declination
. for ILS-ILS DME, it displays runway ident.
Line 2R : displays ILS approach category for ILS-ILS DME
Line 3R : displays the course of the localizer for LOC-ILS or ILS DME.
If the pilot wants to get information about a navaid he has created and stored, he may have
access to the NAVAID page (Ref. above) or to the STORED NAVAID page.
(Ref. Fig. 22-71-00-21000-A - STORED NAVAID Pages)
Data fields:
a
Title line : in columns 19 through 23 are displayed two numbers.

The second one gives the number of navaids that have been created and stored by the pilot.
This number is equal to the number of stored navaids displayed on A/C status page. The
pilot may store up to 20 navaids.
The first number indicates the rank of the displayed navaid in the list of stored navaids.
Fields 1L to 6L and 1R to 3R are identical to those described above for the navaid page.
Line 5R : The LSK adjacent to the DELETE ALL indication, if pressed, allows the pilot to
delete all stored navaids from the stored navaid list except those which are currently used in
the active or secondary flight plan or are being used for position computation or display. If all
navaids are deleted, the display reverts to new navaid page.
The pilot may also delete only the displayed navaid clearing the ident field provided that this
navaid is not used. The next stored navaid is then displayed.
Line 4R : The LSK adjacent to the NEW NAVAID indication allows access to the new navaid
page to define and store a navaid.
The pilot may see successive stored navaids by actions on the slew keys. A prompt is
displayed in the right corner of the scratchpad with one or two vertical arrows.
When the pilot wants to define a new navaid, he may have access to the NEW NAVAID page
from the STORED NAVAID page or from DATA INDEX page if no stored navaid exists.
(Ref. Fig. 22-71-00-21100-A - NEW NAVAID Pages)
Data fields:
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a
Fields 1L to 6L and 1R to 3R are identical to those described for the NAVAID page.
If the NAVAID is an ILS or a LOC, the pilot must enter the RWY ident. Entry of a RWY
ident in 1R gives acess to the NEW RUNWAY page when the RWY ident is not found in the
Navigation Data Base. Upon storing of the runway data, the display reverts to STORED
NAVAID page.
Line 5R : The LSK adjacent to the RETURN indication causes the display to return to the
page displayed when the NEW NAVAID page was called.
Line 6R : The LSK adjacent to the STORE indication allows the pilot to store the navaid
(once it has been totally defined).
Upon insertion, the display reverts to STORED NAVAID page.
If the page is left without store key being pressed, the navaid data are lost.
When 20 navaids are already stored the first navaid in the list which is not used for flight
planning, position computation, or display is automatically deleted. The newly entered navaid
becomes 20/20. If no navaid can be deleted from the list, insertion is not allowed.
NOTE :
The pilot may also have access to the new navaid page if a navaid entry is made and
navaid cannot be found in data base or stored navaid list. In this case, upon insertion
the display reverts to the access page (on which the pilot made the entry).
(b) Waypoints
(Ref. Fig. 22-71-00-21200-A - WAYPOINT Pages)
Waypoints are ground reference points that may be designated as flight plan waypoints.
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The pilot may display information concerning any waypoint defined in data base or by the crew on
the WAYPOINT page.
Access to this page is achieved from the DATA INDEX page.
Data fields:
a
Line 1L : The waypoint identifier may be any waypoint, navaid or airport ident. This is a pilot
entry and the page gives information about that waypoint.
Line 2L : Gives the latitude and longitude of the waypoint.
Line 3L : Describes the waypoint if it is defined as a place/bearing/distance or as a

place/bearing-place/bearing.
(Ref. Fig. 22-71-00-21300-A - Place/Bearing/Distance and Place/Bearing-Place/Bearing)
As for navaids, the pilot may get information about a waypoint he has created and stored on the
STORED WAYPOINT page.
Access to this page is achieved from the DATA INDEX page or from the NEW WAYPOINT page
upon insertion of a new waypoint.
(Ref. Fig. 22-71-00-21400-A - STORED WAYPOINT Page)
Data fields:
a
Title line : In the right corner of the line are displayed the rank of the currently displayed
waypoint and the number of the stored waypoints. This number is equal to the number of
stored waypoints shown on A/C status page. It may be up to 20. Slew key action may display
the previous or next stored waypoint.
Lines 1L to 3L : Are identical to those described in the waypoint page.
Line 5R : The prompt DELETE ALL has the same functionality for the STORED
WAYPOINT page as for the STORED NAVAID page.
Deletion of the currently displayed stored waypoint only is allowed by clearing the ident field
provided that the waypoint is not used.
The next stored waypoint is then displayed.
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d
3
Line 4R : Allows the pilot to have access to the NEW WAYPOINT page and thus to define
and store a waypoint.
As for navaids, when the pilot wants to define a new waypoint he may have access to the NEW
WAYPOINT page.
(Ref. Fig. 22-71-00-21500-A - NEW WAYPOINT Pages)
Data fields:
a
Line 1L : Displays the ident of the new waypoint.
Line 2L : Allows the pilot to enter latitude and longitude if he wants to define the new
waypoint in such a way.
Line 3L : If the new waypoint is a place/bearing/distance, this field allows the pilot to define
it.
Line 4L : If the new waypoint is a place/bearing - place/bearing, this field allows the pilot to
define it.
Line 5R : The RETURN prompt has the same functionality as the RETURN prompt on the
NEW NAVAID page.
defined waypoint.
Upon insertion, the philosophy described on the NEW NAVAID page applies for the new
waypoint page.
NOTE :
The pilot may have access to the NEW WAYPOINT page if he enters an ident that
cannot be found in data base or stored waypoint list (for example on lateral revision
page : next waypoint or direct lateral revision on flight plan page).
Upon insertion of the new waypoint the display reverts to the access page (entry of a
next waypoint on lateral revision page will revert to temporary flight plan page after
insertion).
(c) Airports
Airports may be designated as the origin or destination waypoint in a flight plan.
The information provided for each airport may consist of:
. airport identifier
. position of the reference point
. elevation
. transition altitude
. speed limit.
(d) Runways
Runways are defined at an airport and cannot exist unless the associated airport exists.
1
AES
For runways, the pilot may display information concerning any of the data base runways or pilot
stored runways on the RUNWAY page. The page is accessed from DATA INDEX.
(Ref. Fig. 22-71-00-21600-A - RUNWAY Page)
Data fields:
a
1L
.
.
.
: Pilot must enter the runway ident with the following format: ARPT NN A where:
ARPT is the airport ident
NN is the number of the runway on the airport (it is the QFU)
A is a description, it may be blank or in case of two or more parallel runways, it may
be L (for left), R (for right), C (for center).
Line 2L : Displays the latitude and longitude of the runway threshold.
Line 4L : Displays the paved length.
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@A318/A319/A320/A321
Line 5L : Displays the runway threshold elevation.
Line 6L : Displays the runway centerline bearing.
Line 1R : Displays the ILS ident if there is one associated to the runway.
Other pieces of information are available in data base which are not displayed on this page,
they are :
. Threshold displacement distance
. ILS category (shown on NAVAID page)
. Localizer center beam bearing (shown on NAVAID page).
If the pilot wants to get information about runways he defined and stored, he may have access to
the STORED RUNWAY page from the DATA INDEX page.
(Ref. Fig. 22-71-00-21700-A - STORED RUNWAY Page)
Data fields:
a
Title : In the right corner of the title line are given the rank of the displayed runway and the
number of stored runways.
This number is equal to the number of stored runways displayed on A/C status page.
The pilot may store up to 10 runways.
Slew key action may display previous or next stored runway.
Lines 1L to 6L and 1R are identical to those defined for the RUNWAY page.
Line 5R : The DELETE ALL has the same functionality for the STORED RUNWAY page as
for the STORED NAVAID or STORED WAYPOINT page.
Deletion of the currently displayed stored runway only is allowed by clearing the ident field
provided that the runway is not used in the flight plan. The next stored runway is then
displayed.
Line 4R : The LSK adjacent to the NEW RUNWAY indication allows the pilot to have access
to the NEW RUNWAY page and thus to define and store a runway.
If a pilot wants to define a new runway, he may have access to the NEW RUNWAY page from
DATA INDEX page (if no stored runway exists) or from the STORED RUNWAY page.
(Ref. Fig. 22-71-00-21800-A - NEW RUNWAY Page)
Data fields:
a
Lines 1L to 6L and 1R are the same as those described on RUNWAY page.

Entry of an ILS ident in field 1R gives access to the NEW NAVAID page where the pilot may
define the ILS. Upon insertion of the ILS, the display returns to the NEW RUNWAY page. If
no ILS ident is entered in 1R, the field remains blank.
Line 5R : The RETURN prompt has the same functionality as the RETURN prompt on NEW
NAVAID page.
defined runway.
Upon insertion, the philosophy described on NEW NAVAID page applies for the NEW
RUNWAY page.
NOTE :
The pilot has access to the NEW RUNWAY page when an airport entry is made and
the airport cannot be found in data base (for example : new destination entry on
lateral revision page). Upon insertion, the display reverts to the access page (or to
temporary flight plan page for lateral revision).
(e) Airways
Airways are predefined routes between two or more F-PLN fixes. The information provided for each
airway consists of:
AES
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@A318/A319/A320/A321
.
.
Airway identifier
List of airway fixes.
(f) Holding pattern

Holding pattern are defined at a fix. The information provided for each holding pattern consists of:
. Fix ident
. Inbound course
. Altitude
. Leg length (time or distance)
. Turn direction (L left or R right).
If the pilot executes a lateral revision at a flight plan fix where a data base holding pattern exists, he
will display the following HOLD page which describes the holding pattern.
(Ref. Fig. 22-71-00-21900-A - HOLD Page)
(g) Terminal area procedure
Terminal area procedures are predefined routes for arriving or departing a terminal area at a given
airport. These procedures can not exist unless the designated airport exists. There are three types of
terminal area procedures at a given airport:
. SID
. STAR
. APPROACH.
Information associated to a terminal area procedure consists of:
. Procedure identifier
. Transition identifier
. Transition altitude
. A set of path/terminations with associated elements describing the paths (recommended navaid if
any, bearing, leg length (distance/time), altitude/speed/flight path angle constraints if any)
. Compatibility with a single runway or a set of runways.
(h) Company route
Company route may designate all the elements required to define a flight plan from the origin to the
destination.
As a minimum, the CO RTE information must contain the CO RTE identifier and origin and
Additionally some lateral elements may be specified such as :
. Origin and destination runways
. Airways
. Direct leg
Some vertical elements may be defined :
. Cost index
. Cruise altitude
. Step climb or descent.
In a similar way as for navaids, waypoints or runways, the pilot has the possibility to display
information about data base routes or pilot stored routes, to create and store new routes.
1
If the pilot wants to display information about data base company route or pilot stored routes, he
may have access to the ROUTE page via the DATA INDEX page (DATA mode key).
(Ref. Fig. 22-71-00-22000-A - ROUTE Pages)
Data lines:
a
AES
Title line : If the pilot selects a city pair through field 1R, the right corner of the title line
indicates the number of company routes available for the entered city pair and the rank of
the displayed company route.
The pilot may display the other routes available for the given city pair by slew key actions.
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Field 1L : The pilot may enter the company route number in this field. The city pair will be
automatically filled.
Field 1R : The pilot may enter the origin and destination airports.
The company route will be automatically filled with the first existing route.
Label line 2L through 6L : displays lateral elements of the company routes:

. the origin runway or airport is displayed.
. for terminal area procedures, only the name of the procedure and the final point are
displayed.
. for other cases, the origin and final point of the segment are displayed in addition to the
name of the segment (airway ident, direct leg).
The pilot has the possibility to define and store up to 3 company routes. He may display
information about a stored company route by having access to the STORED ROUTE page from
DATA INDEX page.
(Ref. Fig. 22-71-00-22100-A - STORED ROUTE Page)
Data fields:
a
Title line : the right corner of the line indicates how many routes have been stored by the
pilot and which one is displayed. Slew key actions display the previous or next company
route.
Lines 1L through 5L display the same data as described in ROUTE page.
Field 6L : The DELETE ALL prompt has the same functionality as the prompt described for
STORED NAVAID page. If all stored routes are deleted, the display changes to the NEW
NAVAID page.
If one route is used as active, temporary or secondary flight plan, it is not deleted.
Field 6R : It allows the pilot to have access to the NEW ROUTE page.
The pilot may create a new company route and store it. He may have access to the NEW ROUTE
page
(Ref. Fig. 22-71-00-22200-A - NEW ROUTE Page)
from the DATA INDEX page (stored route prompt and no stored route exists) or from the stored
route page.
Data fields:
a
Line 1L : The pilot can enter a new company route number. If the pilot does not enter a
company route number, the new route (if stored) is named SRTE N (N is a number : 1 to 3).
If the pilot enters an existing number, the entry is rejected.
Line 2L : It permits to store elements (lateral elements plus cost index - cruise flight level and
step (if any)) from the active flight plan into the new route.
The display changes to stored route page with the newly entered route.
Line 2L : Same as 1L but with storage of secondary flight plan elements into the new route.
If three routes have already been defined, the pilot may not store a new one.
(i) Alternate
Up to 6 alternates may be defined for a given airport, but one must be designated as the preferred
alternate. The alternate is an airport or company route. The alternate information consist of a list of
alternates and the alternate airway distance associated with each.
(j) Fuel policy
Each navigation data base contains eight fuel policy files. A set of fuel parameters contained in each
fuel policy are selected via airline program pin and used in performance fuel computations. Each fuel
policy consists of the following fuel parameters:
AES
22-71-00 PB001
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@A318/A319/A320/A321
-----------------------------------------------------------------------!
MNEMONIC
!
PARAMETERS
!
VALUES
!
!-----------------!--------------------------------!-------------------!
! RTE RSV
! - Percentage of route reserve !
decimal
!
!-----------------!--------------------------------!-------------------!
! RSV MIN
! Minimum value of route reserve !
decimal
!
!-----------------!--------------------------------!-------------------!
! RSV MAX
! Maximum value of route reserve !
decimal
!
!-----------------!--------------------------------!-------------------!
! RSV FL
! Reserves are computed for fuel !
Y/N
!
!
! predictions in flight
!
!
!-----------------!--------------------------------!-------------------!
! RSV ALTN
! Reserve includes reserve of
!
Y/N
!
!
! alternate trip
!
!
!-----------------!--------------------------------!-------------------!
! FINAL TF
! Final time used for fuel
!
decimal
!
!
! prediction computation
!
!
!-----------------!--------------------------------!-------------------!
! FINAL FIXF
! Inclusive final fuel used for !
decimal
!
!
! fuel prediction computation
!
!
!-----------------!--------------------------------!-------------------!
! FINAL ALT
! Altitude of the holding
!
1 500 ft.
!
!
! pattern which the final
!
20,000 ft.
!
!
! computation is based on
!
!
!-----------------!--------------------------------!-------------------!
! TAXI
! Taxi fuel
!
decimal
!
!-----------------!--------------------------------!-------------------!
! FINAL DEST
! Airport upon which the final
!
Primary/
!
!
! fuel computation is performed !
Alternate
!
-----------------------------------------------------------------------All these values are displayed on the Init page B (which has been shown in chapter 71-3 about
initialization).
For the records in which data is not provided, default value for the corresponding parameter is defined
in the following list:
. Taxi = 200 kg
. RTE RSV = 5%
. RSV MAX = 10,000 kg
. RSV MIN = 0 kg
. RSV FL = Y
. RSV ALTN = N
. FINAL TF = 30 min
. FINAL FIX F = 0 kg
. FINAL ALT = 1500 ft.
. FINAL DEST = A
F.
AES
Performance Data Base

The performance data base is the data stored for the performance models.
This data base is composed of tables and equations for computing the aircraft aerodynamic and engine models.
Access to the performance data base is achieved by the performance process which uses the data for predictions
and optimizations.
Two types of model are described in the performance data base relating to:
. Aircraft aerodynamic (Aero)
22-71-00 PB001
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@A318/A319/A320/A321
. Engine.
In addition to these models, some items of information are provided to compute characteristic speeds and
miscellaneous data.
Up to 6 different engine types for 3 different aerodynamic models can be included in the FMGC software.
(1) Aircraft aerodynamic (Aero) model
The aircraft aerodynamic model consists of sets of drag coefficients used in aircraft equations of motion for
the entire range of aircraft configurations and flight conditions.
Two sets of drag coefficients are given depending on the configuration : one for clean configuration, the
other for a high lift configuration.
(a) The lift coefficient is computed from the equation of motion on the lift axis.
(b) Drag coefficient
The drag is computed from a standard drag coefficient plus a deviation.
The standard drag coefficient uses tables function of the lift coefficient, the Mach number and the
aircraft configuration at reference Reynolds number.
The deviation takes into account effects of speedbrake extension, landing gear extension, included in
approach and landing configuration, center of gravity deviation from reference position, Reynolds
number and trim drag due to asymmetrical thrust.
The speedbrake correction models an half speedbrake extension only.
(2) Engine model
The engine model describes the interrelations between thrust, thrust settings, and fuel flow for a particular
engine under given operating conditions. This model is used by the performance function in conjunction
with the aircraft models to solve the aircraft steady state equations of motion.
Following data are given :
(a) Function of thrust setting parameter and Mach number:
. Corrected net thrust
. Corrected fuel flow
The equation of motion used for optimization and prediction computations will make use of net thrust.
(b) Function of Mach number, altitude and temperature:
. Max climb setting
. Max continuous
. Idle ratings
. Idle margin or idle rating
(c) Function of Mach number
. Corrected windmill thrust
. Airflow.
(3) Miscellaneous data:
. takeoff speeds (F-S-O)
. engine out climb and drift down speeds (0)
. speed envelope depending on the speed mode
. maximum altitude
. optimum climb, cruise and descent speeds
. holding speeds
. time, fuel and distance for flight phases such as preflight, takeoff and go around phases
. distance, speed correction and approach definition
. alternates predictions (fuel and time)
. center of gravity computation
. repressurization control law for cabin pressure
. wind model.
AES
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@A318/A319/A320/A321
** On A/C 008-099
FROM
1L
2L
3L
4L
5L
6L
ROCCA
TOP9C
TOP
UB25
GEN
UB25
BEROK
UB25
FRZ
DEST
LGAT33R
UTC
SPD/ALT
1013
FL220
BRG136
32NM
.78/
FL290
1022
TRK122
60
1030
" "
57
" "
1037
29
" "
1041
UTC
DIST
EFOB
1220
898
8.4
1R
2R
3R
4R
5R
6R
N_MM_227100_0_AAM6_01_00
AES
FIGURE 22-71-00-12500-A SHEET 1

22-71-00 PB001
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@A318/A319/A320/A321
** On A/C 008-099
LEG(S)
EXAMPLE
DESCRIPTION
A constant DME are to
a fix (AF)
AF
c
D10
350
170
B
BOUNDARY
RADIAL
Holding pattern
terminating:
HF
HA
automatically at the
fix after one full
circuit (HF)
HM
A
340
automatically at a fix
after reaching an
altitude (HA)
manually (HM)
IF
Initial fix
Procedure turn (PI) followed

by a course to a fix (CF)
PF
Track between two fixes

(great circle)
TF
B
A
N_MM_227100_0_ABM6_01_00
AES
FIGURE 22-71-00-12800-A SHEET 1

22-71-00 PB001
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@A318/A319/A320/A321
** On A/C 008-099
LEG(S)
EXAMPLE
DESCRIPTION
CA
C090
CA LEG
Course to an altitude
UNSPECIFIED
POSITION
X
CD
Course to a DME distance
D10
C090
CD LEG
CI
Course to a next leg (CI)

followed by a course
oriented leg.
070
C090
CI LEG
Course to a radial termination

CR
170
Course to a fix
CF
A
N_MM_227100_0_ACM6_01_00
AES
FIGURE 22-71-00-12900-A SHEET 1

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@A318/A319/A320/A321
** On A/C 008-099
LEG(S)
EXAMPLE
DF
DESCRIPTION
UNSPECIFIED POSITION
Computed track direct to a fix
DIRECT
DF LEG
A
Course from a fix to an

altitude
FA
80
8000
UNSPECIFIED
POSITION
FC

distance
D9
80
A

DME distance
FD
80
A
P/
D10
B

manual termination
FM
80
RADAR VECTORS
N_MM_227100_0_ADM6_01_00
AES
FIGURE 22-71-00-13000-A SHEET 1

22-71-00 PB001
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@A318/A319/A320/A321
** On A/C 008-099
EXAMPLE
LEG(S)
VA
H090
VA LEG
DESCRIPTION
UNSPECIFIED
POSITION
Heading to an altitude
8000
Heading to a DME distance
VD
B
D10
H090
VD LEG
Heading to a next leg (Vl).

lntercept point undefined
VI
070
H090
VI LEG
VM
Heading to a manual
termination
H070
RADAR VECTORS
Heading to a radial
termination
VR
B
170
N_MM_227100_0_AEM6_01_00
AES
FIGURE 22-71-00-13100-A SHEET 1

22-71-00 PB001
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Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FROM
5612
UTC
SPD/ALT
1158
9500
BRG124
9
1200
250 /
5000
2L
IXONI
R19
KOR
3L
F PLN DISCONTINUITY
4L
INTCPT
133R
OM33R
DEST
LGAT33R
1L
5L
6L
1211
210 /
1R
2R
3R
2500
4R
1260
EFOB
8.4
5R
5
1213
UTC
1215
150 /
DIST
56
6R
N_MM_227100_0_AFM6_01_00
AES
FIGURE 22-71-00-13200-A SHEET 1

Discontinuity between the Termination Point of the Airway
and First Point of the Approach
22-71-00 PB001
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Revision n: 40
@A318/A319/A320/A321
EN ROUTE
SID EN ROUTE
TRANS
RWY
TRANS
RWY
SEARCH
SID
SEARCH
SEARCH
** On A/C 008-099
N_MM_227100_0_AGM6_01_00
AES
FIGURE 22-71-00-13300-A SHEET 1

Departure Segment
22-71-00 PB001
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@A318/A319/A320/A321
APPROACH
TRANS
EN ROUTE
SEARCH
STAR EN ROUTE
TRANS
SEARCH
STAR
(STAR COMMON ROUTE
+ STAR RWY TRANS)
SEARCH
APP.TR1
APP.TR2
APPROACH
RWY
** On A/C 008-099
N_MM_227100_0_AHM6_01_00
AES
FIGURE 22-71-00-13400-A SHEET 1

Arrival Segment
22-71-00 PB001
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@A318/A319/A320/A321
** On A/C 008-099
APPROACH APPROACH TRANSITION
LGAT
ILS33R
MISSED APPROACH
600FT
ATH
EGN
ILS/110.3/IATH
BRAVO
D130M
N_MM_227100_0_AJM6_01_00
AES
FIGURE 22-71-00-13500-A SHEET 1

22-71-00 PB001
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@A318/A319/A320/A321
** On A/C 008-099
FROM
1L
2L
3L
4L
5L
6L
D130M
133R
INTCPT
133R
OM33R
133R
LGAT33R
GA
600
DEST
LGAT33R
5612
UTC
SPD/ALT
1213
2500
TRK065
4NM
1215
210/
2500
5
1217
150/
1260
4
1219
135/
90
2
1220
210/
600
UTC
DIST
EFOB
1219
13
8.4
1R
2R
3R
4R
5R
6R
FROM
1L
AT TRANSITION TO GOAROUND
AUTOMATIC STRINGING OF
THE PREVIOUSLY FLOWN
APPROACH
2L
3L
4L
5L
6L
LGAT33R
6A
600
EGN
HOLD R
5000
EGN
D130M
DEST
LGAT33R
5612
UTC
SPD/ALT
1219
90
BRG334
2NM
1220
210/
600
16
TRK242
1224
250/
5000
16
1228
210/
5000
12
1231
"/
2500
UTC
DIST
EFOB
1237
59
7.9
1R
2R
3R
MISSED
APPROACH
4R
5R
PREVIOUSLY
FLOWN
APPROACH
6R
N_MM_227100_0_AKM6_01_00
AES
FIGURE 22-71-00-13600-A SHEET 1

22-71-00 PB001
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@A318/A319/A320/A321
GO AROUND
APPROACH
THR RED
DESCENT
FINAL
DECELERATE
ALT
CONSTRAINTS
SPD
TAKE OFF
ORIGIN
THR RED
ACCEL
ALT
CONSTRAINTS
SPD
SPD LIMIT
CLIMB
T/C
CRUISE
STEP CLIMB
T/D
SPD LIMIT
ACCEL
** On A/C 008-099
N_MM_227100_0_ALM6_01_00
AES
FIGURE 22-71-00-13800-A SHEET 1

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** On A/C 008-099
TAKE OFF
FLP RETR
RWY
F=163
23
SLT RETR
TO SHIFT
VR
[M] [ ]
S=196
CLEAN
FLAPS / THS
V2
[ ]/[
]
0=236
TRANS ALT
FLEX TO TEMP
[ ]
4800
THR RED / ACC
ENG OUT ACC
2865 / 4365
2865
NEXT
PHASE
V1
1L
2L
3L
4L
5L
6L
1R
2R
3R
4R
5R
6R
THRUST REDUCTION AND ACCELERATION ALTITUDES CAN BE ENTERED AND

MODIFIED BY THE PILOT IN FIELD 5L OF THE PERF TAKE OFF
PAGE ONLY DURING PREFLIGHT PHASE.
AS LONG AS THE VALUES ARE NOT DEFINED,DASHES ARE
DISPLAYED.
IF A PILOT MAKES A CLEAR ACTION ON THE LS KEY,PILOT
ENTERED VALUES REVERT TO DEFAULT VALUES IF THEY EXIST.
FOR THE ENGINE OUT CASE,THE EO ACCEL ALT IS DISPLAYED
IN FIELD 5R.
N_MM_227100_0_AMP6_01_00
AES
FIGURE 22-71-00-13900-A SHEET 1

Perf TAKEOFF Page
22-71-00 PB001
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** On A/C 008-099
FROM
LSGG23
TOP9A
PAS
HOLD L
7000
(SPD)
(LIM)
TOP9A
D136E
DEST
LGAT33R
AF5612
TIME
SPD / ALT
0000
148/
1365
BRG228
6NM
0003
210/
5500
12
TRK228
0006
"/
7000
0
0006
210/
7000
5
230/
0007
FL90
TIME
DIST
EFOB
0220
992
8.4
N_MM_227100_0_ANM6_01_00
AES
FIGURE 22-71-00-14000-A SHEET 1

F-PLN A Page
22-71-00 PB001
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** On A/C 008-099
VERT REV AT PEMAR

EFOB=12.4
EXTRA=0.8
1L
2L
3L
1R
SPD LIM
250/10000
SPD CSTR
[
]
UTC CSTR
[
]
ALT CSTR
[
]
STEP PRED
4L
5L
WIND
[ ]/[
6L
RETURN
2R
3R
4R
5R
6R
N_MM_227100_0_APP6_01_00
AES
FIGURE 22-71-00-14100-A SHEET 1

22-71-00 PB001
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Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
1L
2L
ECON
CRZ
FL290
DES AF5612
OPT
REC MAX
FL350
FL390
REQD DIST TO LAND=

DIR
DIST TO DEST=
70NM
89NM
2R
3L
4L
5L
6L
1R
3R
BRG /DIST
[ ]
/
TO
UPDATE AT
[ ]
VOR1/FREQ HIGH FREQ/VOR2
117.2/DDM
ATH/114.4
4R
5R
6R
N_MM_227100_0_ARM6_01_00
AES
FIGURE 22-71-00-14200-A SHEET 1

22-71-00 PB001
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** On A/C 008-099
INIT
CO RTE
20441
ALTN RTE
FLT NBR
IT5612
LAT
4512.ON
COST INDEX
540
CRZ FL/TEMP
FL290
/42
FROM/TO
LSGG/LGAT
ALTN
LGTS
ALIGN IRS
LONG
00727.2E
WIND
TROPO
36090
N_MM_227100_0_ASM6_01_00
AES
FIGURE 22-71-00-14300-A SHEET 1

INIT Page A
22-71-00 PB001
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** On A/C 008-099
1L
2L
3L
4L
5L
6L
DEST
APPR
QNH
FLP RETR
FINAL
1015
F=163
VOR33R
TEMP
SLT RETR
MDA
[ ]
645
S=196
WIND
CLEAN
[ ] / [ ]
0=236
TRANS ALT
LDG CONF
4000
CONF3
VAPP
VLS
135
127
FULL
PREV
NEXT
PHASE
PHASE
1R
2R
3R
4R
5R
6R
N_MM_227100_0_AUM6_01_00
AES
FIGURE 22-71-00-14400-A SHEET 1

22-71-00 PB001
Page 47
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
SEC INDEX
COPY ACTIVE
INIT
SEC F PLN
N_MM_227100_0_ATM6_01_00
AES
FIGURE 22-71-00-14600-A SHEET 1

22-71-00 PB001
Page 48
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
1L
2L
3L
4L
5L
6L
LSGG23
TOP9A
PAS
HOLD L
7000
(SPD)
(LIM)
TOP9A
D136E
DEST
LGAT33R
SEC
TIME
SPD/ALT
148/
0000
1365
BRG228
6NM
0003
210/
5500
12
TRK228
0006
"/
7000
0
0006
210/
7000
5
0007
230/
FL90
TIME
DIST
EFOB
0220
992
8.4
1R
2R
3R
4R
5R
6R
N_MM_227100_0_AVP6_01_00
AES
FIGURE 22-71-00-14700-A SHEET 1

22-71-00 PB001
Page 49
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
INIT
FROM/TO
/
ALTN
CO RTE
1L
2L
ALTN RTE
FLT NBR
3L
4L
5L
6L
1R
2R
3R
LAT
.
COST INDEX
CRZ FL/TEMP
/
LONG
.
WIND
TROPO
36090
LSGG/LGAT
4R
5R
6R
1L
2L
3L
1/3
20441
UB25
UA14
R19
DIR
1R
PAS
ANC
TIGRA
KOR
ATH
UG32
UB23
A14
DIR
TOP
BRD
KRK
EGN
2R
3R
4L
4R
5L
5R
6L
INSERT
RETURN
6R
INIT
1L
FROM/TO
LSGG/LGAT
ALTN
LGTS
CO RTE
20441
ALTN RTE
2L
3L
4L
5L
6L
FLT NBR
IT5612
LAT
4512.ON
COST INDEX
540
CRZ FL/TEMP
FL290
/42
1R
2R
ALIGN IRS
LONG
00727.2E
3R
WIND
TROPO
36090
5R
FIRST ACCESS
4R
6R
HISTORY WIND
1L
060/020
FL50
1R
2L
070/030
FL150
2R
3L
070/035
4L
067/042
FL250
CRZ FL
FL290
5L
065/045
FL310
IF REACCESSED
6L
3R
4R
5R
INSERT
6R
WIND
1L
060/020
FL50
1R
2L
070/030
FL150
2R
3L
070/035
3R
4L
067/042
FL250
CRZ FL
FL290
5L
065/045
FL310
5R
6L
4R
6R
N_MM_227100_0_BAM6_01_00
AES
FIGURE 22-71-00-15100-A SHEET 1

22-71-00 PB001
Page 50
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
INIT
1L
2L
3L
4L
5L
6L
TAXI
0.4
TRIP / TIME
. /
RTE RSV / %
. / 5.0
ALTN / TIME
. /
FINAL / TIME
. / 0030
EXTRA / TIME
. /
CG /
25.0 /
ZFW
.
1R
2R
3R
TOW
.
LW
.
4R
5R
6R
INIT
1L
2L
3L
4L
5L
6L
TAXI
0.4
TRIP / TIME
. /
RTE RSV / %
. / 5.0
ALTN / TIME
. /
FINAL / TIME
. / 0030
EXTRA / TIME
. /
CG / ZFW
25.0 / 53.2
BLOCK
1R
2R
3R
TOW
.
LW
.
4R
5R
6R
INIT
1L
2L
3L
4L
5L
6L
TAXI
0.4
TRIP / TIME
4.5 / 0107
RTE RSV / %
0.2 / 5.0
ALTN / TIME
1.2 / 0020
FINAL / TIME
1.2 / 0030
EXTRA / TIME
1.4 / 0037
CG / ZFW
25.0 / 53.2
BLOCK
9.0
1R
2R
3R
TOW
61.8
LW
57.2
4R
5R
6R
N_MM_227100_0_BBM6_01_00
AES
FIGURE 22-71-00-15200-A SHEET 1

Fuel Initialization
22-71-00 PB001
Page 51
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
SEC INDEX
TO SEC FPLN
PAGE A
1L
COPY ACTIVE
INIT
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
SEC INIT
1L
2L
3L
4L
5L
6L
TAXI
0.4
TRIP/TIME
./
RTE RSV / %
. / 5.0
ALTN/TIME
./
FINAL/TIME
. / 0030
EXTRA/TIME
./
1R
CG/ ZFW
25.0/[
]
TOW
.
LW
.
1R
1L
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
SEC INIT
CO RTE
[
]
ALTN RTE
FLT NBR
[
]
LAT
.
COST INDEX
CRZ FL / TEMP
/
FROM/TO
[
]/[
]
ALTN
1R
2R
3R
LONG
.
CRZ WIND
/
TROPO
36090
4R
5R
6R
N_MM_227100_0_BCM6_01_00
AES
FIGURE 22-71-00-15400-A SHEET 1

22-71-00 PB001
Page 52
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
SEC INDEX
TO SEC F.PLN
PAGE A
COPY ACTIVE
SEC F PLN
PERF
DELETE SEC
ACTIVATE SEC
TO FLIGHT PLAN PAGE A

(PREVIOUSLY SEC F.PLN PAGE A)
SEC INDEX
COPY ACTIVE
INIT
TO PERF PAGE
N_MM_227100_0_BDM6_01_00
AES
FIGURE 22-71-00-15500-A SHEET 1

22-71-00 PB001
Page 53
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
LAT REV PAGE AT ORIGIN
LAT REV AT FROM WAYPOINT
LAT REV AT WAYPOINT
LAT REV AT DESTINATION
N_MM_227100_0_BEM6_01_00
AES
FIGURE 22-71-00-15900-A SHEET 1

LAT REV Pages
22-71-00 PB001
Page 54
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
LMG/004
93 NM
18:35
GS 394 TAS 388

249/16
FROM
1L
IT5612
UTC
1013
AGN
LMG1
2L
LMG
.78/
TRK006
AMB
FL290
2R
ACTIVE FLIGHT PLAN

DISPLAYED ON THE
MCDU AND ND
97
1038
"
3R
"
48
UR10
4L
1R
93NM
1025
UR10
3L
SPD/ALT
FL220
BRG004
CDN
1043
"
4R
"
60
5L
EVX
1051
DEST
6L
LFPG10
"
DIST
1100
352
LMG
240
240
5R
"
TIME
CDN
AMB
EFOB
8.4
160
160
230"
6R
.2R
VOR1
CGC M
TILT
3.0
CAL
AGN
103 NM
ACCESS TO
LATERAL REVISE
PAGE AT LMG
LAT REV
FROM
LMG
4401.8N/01100.2E
1L
1R
VIA/GO TO
2L
]/[
2R
3R
4R
NEXT WPT
3L
ENABLE
4L
HOLD
NEXT DEST
ALTN
5L
6L
5R
TEMPORARY FPLN PAGE IS

IMMEDIATELY DISPLAYED
SEE SHEET 2
6R
RETURN
ANG
INSERTION OF A WAYPOINT
AFTER LMG
N_MM_227100_0_BFM6_01_00
AES
FIGURE 22-71-00-16100-A SHEET 1

Temporary F-PLN
22-71-00 PB001
Page 55
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
SEE SHEET 1
LMG/004
93 NM
18:35
GS 394 TAS 388

249/16
FROM TMPY
1L
AGN
LMG1
2L
LMG
IT5612
UTC
1013
SPD/ALT
FL220
BRG004
TRK343
3L
ANG
4L
1R
93NM
2R
3R
128
ANG
4R
F PLN DISCONTINUITY
LMG
240
5L
6L
AMB
ERASE
CDN
AMB
5R
6R
INSERT
160
240
160
230"
3.0
CAL
.2R
VOR1
CGC M
TILT
AGN
103 NM
ON THE ND,THE
TEMPORARY IS DISPLAYED
IN YELLOW DASHED LINE.
ACTIVATION OF THE
MODIFICATION
LMG/004
93 NM
18:35
GS 394 TAS 388

249/16
FROM
IT5612
UTC
1L
AGN
LMG1
2L
LMG
SPD/ALT
1013
BRG004
1025
.78/
TRK343
3L
ANG
4L
1041
FL220
1R
FL290
2R
93NM
128
"
ANG
3R
"
4R
F PLN DISCONTINUITY
LMG
240
5L
AMB
DEST
6L
LFPG10
1052
TIME
1113
"
CDN
AMB
5R
"
DIST
EFOB
455
8.4
6R
160
230"
VOR1
CGC M
240
160
.2R
TILT
3.0
CAL
AGN
103 NM
N_MM_227100_0_BFM6_02_00
AES
FIGURE 22-71-00-16100-A SHEET 2

Temporary F-PLN
22-71-00 PB001
Page 56
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ACTIVE PROCEDURE
(GREEN)
ACTIVE RUNWAY
REPEATED (GREEN)
SELECTABLE RUNWAYS
IN CYAN
RETURN TO LAT REV
PAGE

TRANS
RWY
SID
LEK2
01L
NIK
AVAILABLE RUNWAYS
01L 3300M
007
09 3450M
091
19L 3400M
187
24 3250M
242
RETURN
N_MM_227100_0_BGM6_01_00
AES
FIGURE 22-71-00-16300-A SHEET 1

DEPARTURE Page 1
22-71-00 PB001
Page 57
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ACTIVE DEPARTURE
IN GREEN
SELECTABLE SIDS
IN CYAN

TRANS
RWY
SID
27
LOPIK
LNO
AVAILABLE
TRANS
SIDS
LNO
BERGEN
NO TRANS
ENKOR
FALCON
ACTIVE EN ROUTE
TRANSITION IN
GREEN
NO TRANSITION
MAY BE SELECTED
(CYAN)
LEK
RETURN TO
LAT REV PAGE
RETURN
EOSID
E027
N_MM_227100_0_BHM6_01_00
AES
FIGURE 22-71-00-16400-A SHEET 1

DEPARTURE Page 2
22-71-00 PB001
Page 58
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
1L
LAT REV FROM LSGG

4614.3N/00606.6E
DEPARTURE
1R
2L
2R
NEXT WPT
[
3L
4L
]
[
ALTN
DEPARTURES
FROM
RWY
1L
2L
AVAILABLE
3900M
23
1R
TRANS2
RUNWAYS
2R
ILS GNE/109.9
229
3L
3R
3900M
05
049
4L
ILS
GSW/110.9
4R
END
5L
6L
1ST LINE: ACTIVE DEPARTURE IN GREEN

2ND LINE: RWY 23 IN GREEN (ACTIVE)
3RD LINE: RWY 05 IN CYAN
TRANS
DIJ7A
23
4R
6R
RETURN
LSGG
SID
5R
5L
6L
3R
NEW DEST
ENABLE
5R
6R
RETURN
THE ACTIVE SID (AND TRANS)

IS COMPATIBLE WITH THE
NEW SELECTED RUNWAY(05)
DEPARTURES
RWY
1L
FROM
LSGG
SID
DIJ7A
AVAILABLE
05
SIDS
TRANS
TRANS2
TRANS
1R
2L
AD7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS
4R
5L
FRI7A
NO
5R
EOSID
6L
ERASE
EOO5
DEPARTURES
RWY
1L
TEMPORARY
ERASED
05
SIDS
FROM
INSERT
6R
LSGG
SID
DIJ7A
AVAILABLE
TRANS
NONE
TRANS
1R
2L
AD7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
5L
FRI7A
NO
TRANS
4R
5R
EOSID
6L
ERASE
NO TRANS OPTION
HAS BEEN CHOOSEN
EOO5
INSERT
6R
ALL PROCEDURE
INSERTED
N_MM_227100_0_BJM6_01_00
AES
FIGURE 22-71-00-16500-A SHEET 1

22-71-00 PB001
Page 59
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
1L
LAT REV FROM LSGG

4614.3N/00606.6E
DEPARTURE
1R
2L
2R
NEXT WPT
[
3L
4L
3R
NEW DEST
ENABLE
ALTN
4R
5L
6L
DEPARTURES
RWY
1L
2L
23
23
DEPARTURES
RWY
TRANS
NIZ7A
AVAILABLE
3900M
TRANS2
049
4L
FROM
LSGG
SID
AVAILABLE
TRANS
1R
1L
2R
2L
AD7A
2R
3R
3L
DIJ7A
3R
4R
4L
EPL7A
4R
5R
5L
FRI7A
05
SIDS
RUNWAYS
1R
ILS GNE/109.9
3900M
05
6R
RETURN
LSGG
SID
229
3L
FROM
5R
ILS GSW/110.9
END
5L
5R
EOSID
6L
6L
6R
RETURN
ERASE
EOO5
INSERT
6R
RWY 0 5 CHOOSEN AND

NIZ 7A SID NOT COMPATIBLE
SIDs APPEARS
SID CHOOSEN
AND THE LIST OF
COMPATIBLE TRANSs
APPEARS
DEPARTURES
RWY
1L
FROM
LSGG
SID
DIJ7A
AVAILABLE
05
SIDS
TRANS
TRANS
1R
2L
AD7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS
4R
5L
FRI7A
NO
5R
EOSID
6L
ERASE
EOO5
DEPARTURES
RWY
1L
05
SIDS
FROM
INSERT
6R
NO TR
SELECTED
LSGG
SID
TRANS
DIJ7A
AVAILABLE
NONE
TRANS
1R
2L
AD7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS
4R
5L
FRI7A
NO
5R
EOSID
6L
ERASE
EOO5
INSERT
6R
N_MM_227100_0_BKM6_01_00
AES
FIGURE 22-71-00-16600-A SHEET 1

22-71-00 PB001
Page 60
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
LAT REV FROM LSGG
4614.3N/00606.6E
DEPARTURE
1L
1R
2L
2R
NEXT WPT
[
3L
ALTN
5L
DEPARTURES
1L
2L
DIJ7A
23
AVAILABLE
3900M
23
1R
TRANS2
RUNWAYS
2R
ILS GNE/109.9
049
4L
3R
ILS GSW/110.9
4R
END
5L
6L
6R
RETURN
TRANS
3900M
05
4R
LSGG
SID
229
3L
FROM
5R
6L
RWY
3R
NEW DEST
ENABLE
4L
5R
6R
RETURN
NEXT
PAGE
NO RUNWAY CHANGE
DEPARTURES
RWY
1L
NIZ7A CHOOSEN
AND THE TRANS
IS COMPATIBLE
(NEW LIST OF
TRANSITIONS)
FROM
LSGG
SID
DIJ7A
AVAILABLE
23
SIDS
TRANS
TRANS2
TRANS
1R
2L
NIZ7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS
4R
5L
FRI7A
NO
5R
EOSID
6L
RETURN
DEPARTURES
RWY
1L
FROM
LSGG
SID
NIZ7A
AVAILABLE
TRANS
TRANS2
TRANS
1R
2L
NIZ7A
TRANS1
2R
3L
DIJ7A
TRANS2
3R
4L
EPL7A
TRANS3
4R
FRI7A
TRANS4
5R
INSERT
6R
5L
TEMPORARY
ERASED
23
SIDS
6R
E023
EOSID
6L
ERASE
E023
TEMPORARY
ACTIVED
N_MM_227100_0_BLM6_01_00
AES
FIGURE 22-71-00-16700-A SHEET 1

22-71-00 PB001
Page 61
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ARRIVAL
APPR
1L
TO
LFBO
STAR
VIA
NONE
ILS15L
AULN15
1R
TRANS
2L
ACTIVE APPROACH
IN GREEN
OTHER AVAILABLE
APPROACHES IN CYAN
RETURN TO LAT
REV PAGE
NONE
APPR
ILS15L
4L
147
ILS15R
147
3500M
ILS33L
3500M
3R
3000M
TO/109.9
4R
TBS/110.7
5R
327
6L
ACTIVE PROCEDURE
IN GREEN
AVAILABLE
3L
5L
2R
TBN/109.3
6R
RETURN
ARRIVAL PAGE 1
ARRIVAL
APPR
1L
TO
LFBO
STAR
VIA
TOEL
ILS33L
TOENB
2L
AVAILABLE STARS:
SELECTED IN GREEN
OTHER IN CYAN
TEMPORARY ERASED
AND RETURN TO
LAT REV PAGE
GAI13
VIAS
STARS
3L
1R
TRANS
APPR
2R
TRANS
AVAILABLE
NOCL33
GAI13
3R
4L
TOENB
GAI18
4R
5L
TW33L
NO TRANS
5R
6L
ERASE
INSERT
6R
TEMPORARY PROCEDURE
IN YELLOW
SELECTED EN ROUTE
TRANSITION (GREEN)
OTHER TRANSITIONS
IN CYAN
RETURN TO F.PLN PAGE
WITH THE TEMPORARY
INSERTED
ARRIVAL PAGE 2
APPROACH VIAS
APPR
1L
ILS33L
2L
APPR
VIA
AVAILABLE
STAR
TOENB
1R
ACTIVE PROCEDURE
WITH NO APPROACH
TRANSITION
2R
VIAS
3L
AVAILABLE APPROACH
TRANSITIONS IN CYAN
RETURN TO
ARRIVAL PAGE 2
3R
TOE
4L
TOEL
4R
5L
TOER
5R
6L
RETURN
6R
APPROACH VIA PAGE
N_MM_227100_0_BMM6_01_00
AES
FIGURE 22-71-00-16900-A SHEET 1

22-71-00 PB001
Page 62
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
LAT REV FROM LFPG
4900.6N/00232.9E
1L
1R
ARRIVAL
2L
2R
NEXT WPT
3L
4L
ARRIVAL TO LFPG
VIA
3R
APPR
ENABLE
ALTN
1L
4R
ILS28
STAR
NONE
BSN
1R
TRANS
5L
ALTN
2L
5R
CIV
APPR
6L
3L
6R
RETURN
ILS09
3600
ILS10
CGE/108.1
3615
5L
ILS27
GLE/108.7
NEXT
PAGE
CGW/110.7
6R
RETURN
APPR
1L
5R
3600
269
6L
4R
089
THERE IS NO VIA AVAILABLE FOR

THE COUPLE (APPROACH,STAR), SO
NO VIA PAGE IS AVAILABLE.
3R
089
4L
2R
AVAILABLE
ARRIVAL TO LFPG
VIA
ILS28
NONE
STAR
BSN
1R
TRANS
2L
CIV
STAR
.STAR CHANGED
.NO EN ROUTE TRANS COMPATIBLE
ARRIVAL TO LFPG
APPR
VIA
1L
ILS28
NONE
3L
BSN
4L
AVAILABLE
2R
TRANS
CIV
3R
MERUE
CMB
4R
5L
SUSIN
UR10
5R
6L
RETURN
6R
STAR
MERUE
1R
TRANS
2L
STARS
AVAILABLE
2R
TRANS
3L
BSN
AMB
3R
4L
MERUE
ANG
4R
5L
SUSIN
CAN
5R
6L
ERASE
INSERT
6R
EN ROUTE TRANS SELECTED
APPR
1L
ARRIVAL TO LFPG
VIA
ILS28
NONE
STAR
MERUE
1R
TRANS
2L
CAN
STARS
AVAILABLE
2R
TRANS
3L
BSN
AMB
3R
4L
MERUE
ANG
4R
5L
SUSIN
CAN
5R
6L
ERASE
INSERT
6R
N_MM_227100_0_BNM6_01_00
AES
FIGURE 22-71-00-17000-A SHEET 1

22-71-00 PB001
Page 63
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
LAT REV FROM LSZH
4727.6N/00832.9E
1L
1R
ARRIVAL
2L
2R
NEXT WPT
3L
3R
ENABLE
1L
4L
ALTN
4R
5L
ALTN
5R
6L
RETURN
6R
ARRIVAL TO LSZH
VIA
APPR
ILS16
EKRON
LUL1
1R
TRANS
2L
NONE
APPR
3L
ILS14
3300
4L
ILS16
5L
157
VOR14
3R
139
6L
2R
AVAILABLE
IKL/108.3
3700
4R
M
IZH/110.3
3300
5R
139
APPROACH CHANGED
.STAR,TRANS,APPROACH VIA
ARE COMPATIBLE
STAR
IKL/108.3
6R
RETURN
ARRIVAL TO LSZH
APPR
1L
VIA
ILS14
STAR
EKRON
LUL1
APPR
2L
VIAS
NONE
STARS
ACTION ON APPR VIAS PROMPT

DISPLAY OF THE APPROACH
VIAS PAGE
1R
TRANS
AVAILABLE
2R
TRANS
3L
CANNE1
4L
KPT1
4R
5L
LUL1
5R
6L
ERASE
APPR
1L
2L
NO TRANS
INSERT
APPROACH VIAS
VIA
ILS14
APPR
3R
6R
STAR
EKRON
LUL1
1R
2R
AVAILABLE
VIAS
APPROACH VIA CHANGED

EKRR SELECTED, AUTOMATIC
RETURN TO THE ARRIVAL PAGE
3L
EKRON
3R
4L
EKRR
4R
5L
NO VIA
5R
6L
RETURN
6R
ARRIVAL TO LSZH
APPR
1L
ILS14
VIA
EKRR
APPR
2L
LUL1
1R
TRANS
VIAS
STARS
STAR
NONE
AVAILABLE
2R
TRANS
3L
CANNE1
4L
KPT1
4R
5L
LUL1
5R
6L
ERASE
NO TRANS
INSERT
3R
6R
N_MM_227100_0_BPM6_01_00
AES
FIGURE 22-71-00-17100-A SHEET 1

22-71-00 PB001
Page 64
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
LAT REV FROM LSZH
4727.6N/00832.9E
ARRIVAL TO LSZH
VIA
1R
ARRIVAL
1L
APPR
2R
2L
1L
ILS16
EKRON
LUL1
3R
2L
NONE
APPR
ENABLE
4L
ALTN
4R
3L
ALTN
5R
4L
ILS14
3300
ILS16
6R
RETURN
5L
IKL/108.3
3700
VOR14
4R
M
IZH/110.3
3300
5R
139
6L
3R
157
6L
2R
AVAILABLE
139
5L
1R
TRANS
NEXT WPT
3L
STAR
IKL/108.3
6R
RETURN
NEXT
PAGE
ARRIVAL TO LSZH
VIA
APPR
1L
ILS16
EKRON
LUL1
APPR
2L
1R
TRANS
VIAS
NONE
STARS
STAR CHANGED
THE APPROACH VIA IS NOT COMPATIBLE
WITH THE NEW STAR "KPT1"
APPROACH VIAS PAGE IS
AUTOMATICALLY DISPLAYED
STAR
AVAILABLE
2R
TRANS
3L
CANNE1
4L
KPT1
4R
5L
LUL1
5R
6L
RETURN
6R
APPR
1L
2L
NO TRANS
APPROACH VIAS
VIA
ILS16
APPR
3R
STAR
EKRON
KPT1
1R
2R
AVAILABLE
VIAS
SHA IS SELECTED,AUTOMATIC
RETURN TO THE ARRIVAL PAGE,
WITH A TEMPORARY CREATED
3L
SHA
3R
4L
SHAR
4R
5L
NO VIA
5R
6L
RETURN
6R
APPR
1L
ILS16
ARRIVAL TO LSZH
VIA
SHA
APPR
2L
KPT1
1R
TRANS
VIAS
STARS
STAR
NONE
AVAILABLE
2R
TRANS
3L
CANNE1
4L
KPT1
4R
5L
LUL1
5R
6L
ERASE
NO TRANS
INSERT
3R
6R
N_MM_227100_0_BRM6_01_00
AES
FIGURE 22-71-00-17200-A SHEET 1

22-71-00 PB001
Page 65
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FPLN PAGE A
LAT REV PAGE AT

FIXED WAYPOINT (BOL)
BOL01 ENTERED IN
SCRATCHPAD
TEMPORARY FPLN PAGE

AUTOMATICALLY
DISPLAYED
(BOL01 DOES NOT
BELONG TO THE FPLN)
TEMPORARY
FLIGHT PLAN IS ERASED
AND THE PREVIOUS DISPLAYED
FPLN PAGE IS RE DISPLAYED
TEMPORARY FLIGHT PLAN
INSERTED.PREDICTIONS
ARE DISPLAYED AS SOON
AS THEY ARE AVAILABLE
N_MM_227100_0_BSM6_01_00
AES
FIGURE 22-71-00-17400-A SHEET 1

Next Waypoint
22-71-00 PB001
Page 66
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FROM
1L
5612
UTC
1013
ROCCA
TOP9C
2L
BRG136
TOP
.78/
TRK122
GEN
FL220
1R
FL290
2R
32NM
1022
UB25
3L
SPD/ALT
60
1030
"
"
3R
"
4R
57
4L
BEROK
1037
"
29
5L
FRZ
6L
1041
DEST
UTC
LGAT33R
1220
"
DIST
5R
"
EFOB
898
6R
8.4
LAT REV FROM PPOS
1L
1R
OFFSET
2L
3L
2R
HOLD
3R
4L
4R
5L
5R
6L
6R
RETURN
15R
TEMPORARY LAT REV PAGE;

THE OFFSET VALUE IS
DISPLAYED IN YELLOW
LAT REV FROM PPOS
1L
1R
OFFSET
2L
2R
15R
FROM
3L
3R
4L
4R
5L
5R
1L
ROCCA
TOP9C
2L
UB25
3L
6L
ERASE
INSERT
TOP
GEN
OFST
5612
UTC
1013
SPD/ALT
BRG136
1022
FL220
1R
FL290
2R
32NM
.78/
TRK122
60
1030
"
6R
"
3R
"
4R
57
4L
BEROK
1037
"
29
5L
FRZ
DEST
6L
LGAT33R
"
1041
UTC
DIST
1220
5R
"
EFOB
898
8.4
6R
LAT REV FROM PPOS
1L
1R
OFFSET
2L
3L
15R
HOLD
2R
3R
4L
4R
5L
5R
6L
RETURN
THE OFFSET IS FLOWN THEN

ON LAT REV PAGE THE OFFSET
VALUE IS DISPLAYED IN CYAN
6R
N_MM_227100_0_BTM6_01_00
AES
FIGURE 22-71-00-17600-A SHEET 1

Offset
22-71-00 PB001
Page 67
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
1L
2L
3L
COMPUTED HOLD AT FRZ

INB CRS
125
TURN
R
TIME/DIST
1.5/12.0
2R
3R
LAST EXIT
UTC
FUEL
4L
5L
6L
1R
ERASE
4R
5R
INSERT
6R
N_MM_227100_0_BVM6_01_00
AES
FIGURE 22-71-00-17800-A SHEET 1

Holding Pattern
22-71-00 PB001
Page 68
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
RETURN TO THE
PREVIOUS FPLN PAGE
NEW FPLN
INSERTED
N_MM_227100_0_BWM6_01_00
AES
FIGURE 22-71-00-18000-A SHEET 1

VIA/GO TO
22-71-00 PB001
Page 69
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ALTERNATES
FOR
LGAT
ALTN
1L
2AB3
2L
AN IDENT IS ENTERED
(CYAN) BUT THE
ALTERNATE IS NOT
TEMPORARY SELECTED
(NO PREDICTIONS)
3L
CORTE
1907
LGTS
LGRP
LGKR
7654
4L
ABCD
5L
NO ALTN
6L
RETURN
XTRA
TRK
DIST
113
230
2R
298
197
3R
4R
0.7
0.8
OTHER
2L
3L
SELECTED
ALTERNATE
IN GREEN
(NO ARROW)
DISTANCE
ENTRY
5R
2.5
6R
ALTERNATES
FOR
LGAT
CORTE
ABCD
2AB3
SELECTABLE
ALTERNATE
IN CYAN
ALTN
ALTN
1L
1R
1R
XTRA
TRK
DIST
LGRP
0.7
113
230
2R
LGKR
0.8
298
197
3R
185
160
4R
7654
4L
ABCD
1.0
5L
NO ALTN
2.5
6L
RETURN
5R
INSERT
6R
OTHER ALTERNATE IS SELECTED IN TEMPORARY ; THE

DISTANCE HAS NOT BEEN ENTERED BY THE PILOT (SMALL
FONT) BUT PREDICTIONS ARE COMPUTED AND DISPLAYED
N_MM_227100_0_BXP6_01_00
AES
FIGURE 22-71-00-18200-A SHEET 1

Alternates
22-71-00 PB001
Page 70
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ACTIVE FPLN
DIR KEY
DIR KEY
AND FRZ ENTERED
INTO THE SCRATCHPAD
LINE
THE LINE SELECT KEY

IN FRONT OF FRZ IS
PRESSED
FIRST LINE SELECT KEY PRESSED

WITH FRZ IN THE SCRATCHPAD
LINE
N_MM_227100_0_BYM6_01_00
AES
FIGURE 22-71-00-18500-A SHEET 1

DIR TO
22-71-00 PB001
Page 71
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
AT FROM
IN CLB
IN CRZ
N_MM_227100_0_BZP6_01_00
AES
FIGURE 22-71-00-19100-A SHEET 1

22-71-00 PB001
Page 72
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
VERT REV AT PEMAR
EFOB=12.4
EXTRA=0.8
CLB SPD LIM

210/ 7000
SPD CSTR
[
ALT CSTR
ENTERFL310 (AT OR BELOW)
STEP PRED
WIND
[
]/[
RETURN
VERT REV AT PEMAR

EFOB=12.4
STEP AT PEMAR
STEP TO
ENTER
FL310
EXTRA=0.8
CLB SPD LIM

210/ 7000
SPD CSTR
[
WIND
ALT CSTR
FL310
AT STEP FL
STEP PRED
/
WIND
[
]/[
CLB
OR
DES
RETURN
STEP AT PEMAR
STEP TO
FL310
WIND
AT STEP FL
065 / 045
RETURN
INSERTION
INSERT
STEP AT PEMAR
STEP TO
FL310
WIND
AT STEP FL
065 / 045
RETURN
DELETE STEP
N_MM_227100_0_CAM6_01_00
AES
FIGURE 22-71-00-19200-A SHEET 1

22-71-00 PB001
Page 73
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
INIT
CO RTE
1L
FROM/TO
20441
LSGG/LGAT
ALTN RTE
1R
ALTN
LGTS
2L
2R
FLT NBR
3L
IT5612
3R
LONG
LAT
4L
4512.ON
5L
COST INDEX
540
CRZ FL/TEMP
6L
FL290
00727.2E
4R
WIND
5R
TROPO
36090
/42
WIND PAGE IS ACCESSED

FROM INIT A PAGE
6R
HISTORY WIND
1L
060/020
FL50
1R
2L
070/030
FL150
2R
3L
070/035
FL250
3R
4L
067/042
CRZ FL
FL290
4R
5L
065/045
FL310
5R
INSERT
6L
WINDS RECORDED DURING

THE PREVIOUS DESCENT AT
FL50, FL150, FL250 AND
AT THE PREVIOUS CRZ FL
(310) ARE DISPLAYED.
WIND AT CURRENT CRZ FL
(290) IS AN INTERPOLATED
VALUE. THEY CAN ALL
BE CLEARED OR MODIFIED.
6R
WIND
ONCE INSERTED,
THESE WINDS
BECOME PART OF
THE FORECAST
WIND PROFILE.
1L
060/020
FL50
1R
2L
070/030
FL150
2R
3L
070/035
FL250
3R
4L
067/042
CRZ FL
FL290
4R
5L
065/045
FL310
5R
6L
6R
N_MM_227100_0_DAM6_01_00
AES
FIGURE 22-71-00-19600-A SHEET 1

WIND Page
22-71-00 PB001
Page 74
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FUEL PRED
AT
UTC
1L
LGAT
1235
5.2
1R
2L
LGTH
1315
2.4
2R
GW
3L
/CG
62.4
FOB
/25.0
RTE RSV /%
4L
5L
0.4 / 5.0
FINAL / TIME
1.7 / 0030
EXTRA / TIME
6L
EFOB
0.3 / 0010
12.25 / FFFQ
3R
CRZTEMP / TROPO
34 /35600
CRZ WIND
4R
000 / 000
5R
ALTN WIND
000 / 000
6R
CRUISE WIND FOR THE ACTIVE

PRIMARY AND ALTERNATE
FPLN CAN BE ENTERED ON
THE FUEL PRED PAGE.
FUEL PRED PAGE
SEC
INIT
FROM / TO
CO RTE
1L
20441
LSGG / LGAT
ALTN RTE
1R
ALTN
LGTS
2L
2R
FLT NBR
3L
IT5612
3R
LAT
LONG
4L
4512.ON
5L
COST INDEX
540
CRZ FL / TEMP
6L
FL290
/ 42
00727.2E
4R
CRZ WIND
000 / 000
TROPO
5R
36090
6R
CRUISE WIND ENTRY FOR

THE SECONDARY FPLN CAN
ONLY BE MADE ON THE SEC
INIT A PAGE.
SEC INIT A PAGE
N_MM_227100_0_DBM6_01_00
AES
FIGURE 22-71-00-19700-A SHEET 1

Cruise Wind Entry
22-71-00 PB001
Page 75
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FROM
LSGG23
TOP9C
PAS
HOLD L
7000
(SPD)
(LIM)
TOP9C
D136E
DEST
LGAT33R
AF5612
WIND
060/ 005
6NM
" / 020
12
" / 022
0
"
"
"
5
066/ 026
DIST
EFOB
992
8.4
EFOB
15.0
BRG228
14.7
TRK230
14.6
14.5
TIME
0220
N_MM_227100_0_CFM6_01_00
AES
FIGURE 22-71-00-19800-A SHEET 1

F-PLN B Page
22-71-00 PB001
Page 76
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
CRZ
ACT
1L
MODE
UTC
MACH.78
CI
2L
DEST EFOB
1215
8.4
DES FORECAST PAGE IS ACCESSED

FROM PERF CRZ PAGE
1R
DES
540
FORECAST
2R
ECON
3L
3R
.82
4L
4R
5L
5R
ACTIVATE
6L
APPR PHASE
NEXT
PHASE
6R
DES FORECAST
WIND /ALT
]/[ ]/[
]/[ ]/[
]/[ ]/[
]/[ ]/[
CAB RATE
[ FT/MN ]
350
RETURN
DES FORECAST
WIND /ALT
WINDS ENTERED ON THE

DES FORECAST PAGE ARE
TAKEN INTO ACCOUNT FOR
THE FORECAST WIND
PROFILE THESE WINDS
MUST BE ENTERED FOR
DESCENT PATH CONSTRUCTION
AND T/D POSITION TO
BE ACCURATE
075 / 043 / FL290
CAB RATE
[ FT/MN ]
078 / 032 / FL210
350
130 / 019 / 5000
]/[ ]/[
RETURN
N_MM_227100_0_CCM6_01_00
AES
FIGURE 22-71-00-19900-A SHEET 1

DES FORECAST Page
22-71-00 PB001
Page 77
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
DEST
APPR
QNH
1015
TEMP
[ ]
WIND AT DESTINATION
(GROUND LEVEL) CAN
BE ENTERED ON THE
PERF APPR PAGE,
MAGNETIC REFERENCED.
MAG
FLP
RETR
F=163
SLT
RETR
S=196
WIND
[ ]/[ ]
CLEAN
O=236
TRANS ALT
135
PHASE
]
DH
367
CONF3
VLS
127
PREV
MDA
LDG CONF
4000
VAPP
FINAL
ILS33R
FULL
NEXT
PHASE
N_MM_227100_0_CEM6_01_00
AES
FIGURE 22-71-00-20000-A SHEET 1

PERF APPR Page
22-71-00 PB001
Page 78
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
DATA INDEX
STORED
WAYPOINTS
NAVAIDS
WAYPOINTS
STORED
NAVAIDS
STORED
RUNWAYS
RUNWAYS
STORED
ROUTES
ROUTES
POSITION
A/C STATUS
MONITOR
N_MM_227100_0_CGM6_01_00
AES
FIGURE 22-71-00-20400-A SHEET 1

DATA INDEX Page
22-71-00 PB001
Page 79
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
A320
ENG
1L
1R
XXXXXXXXXXXXX
ACTIVE DATA BASE
2L
28NOV25DEC
3L
SECOND DATA BASE

26DEC 22JAN
AB28212001
3R
ACTIVATE
4L
CROSSLOAD
2R
STORED
02RTES
08RWYS
11WPTS
05NAVS
4R
5L
DELETE ALL
5R
6L
PERF FACTOR
6R
+1.5
N_MM_227100_0_CHN6_01_00
AES
FIGURE 22-71-00-20700-A SHEET 1

A/C Status Page
22-71-00 PB001
Page 80
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
NAVAID
IDENT
STATION DEC
FRZ
01W
CLASS
VORDME
LAT/LONG
4401.8N/01100.3E
FREQ
115.20
ELV
4340
FIG OF MERIT
2 (130NM)
N_MM_227100_0_CJM6_01_00
AES
FIGURE 22-71-00-20900-A SHEET 1

NAVAID Page
22-71-00 PB001
Page 81
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
STORED NAVAID
1/20
IDENT
STATION DEC
01E
ABC
CLASS
VOR
LAT/LONG
0236.5S/12346.2W
NEW
FREQ
NAVAID
116.50
DELETE ALL
FIG OF MERIT
1 (70NM)
THE STORED NAVAID IS A VOR
STORED NAVAID
5/20
IDENT
RWY
DEF
ARPT27
CATEGORY
CLASS
ILS
2
COURSE
LAT/LONG
269
0236.5S/12346.2W
NEW
FREQ
NAVAID
109.10
ELV
387
DELETE ALL
THE STORED NAVAID IS AN ILS
N_MM_227100_0_CKM6_01_00
AES
FIGURE 22-71-00-21000-A SHEET 1

STORED NAVAID Pages
22-71-00 PB001
Page 82
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
NEW NAVAID
IDENT
RWY IDENT
DEF
CLASS
CATEGORY
ILS
COURSE
LAT/LONG
0236.5S/12346.2W
FREQ
109.10
ELV
RETURN
THE NEW NAVAID IS AN ILS
NEW NAVAID
IDENT
STATION DEC
DEF
01E
CLASS
VORDME
LAT/LONG
3658.6N/04869.2W
FREQ
115.40
ELV
3400
RETURN
FIG OF MERIT
STORE
2 (130NM)
THE NEW NAVAID IS A VOR DME
N_MM_227100_0_CLM6_01_00
AES
FIGURE 22-71-00-21100-A SHEET 1

NEW NAVAID Pages
22-71-00 PB001
Page 83
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
WAYPOINT
IDENT
FRZ
LAT / LONG
4401.8N/01100.3E
WAYPOINT DEFINED BY LAT/LONG
WAYPOINT
IDENT
WPT04
LAT / LONG
4532.6N/10110.3E
PLACE/BRG /DIST
WPT03/030/21.0
WAYPOINT DEFINED AS PLACE/BEARING/DISTANCE
N_MM_227100_0_CMM6_01_00
AES
FIGURE 22-71-00-21200-A SHEET 1

WAYPOINT Pages
22-71-00 PB001
Page 84
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PLACE/BEARING/DISTANCE WAYPOINT
MAGNETIC NORTH
PBD WAYPOINT
BEARING (B)
PLACE (P)
THE PLACE IS A WAYPOINT DEFINED IN DATA BASE OR STORED
BY THE PILOT.
PLACE/BEARING PLACE/BEARING
MAGNETIC NORTH
MAGNETIC NORTH
PB.PB
BEARING (B)
PLACE (P)
PLACE (P)
BEARING (B)
THE PLACE ARE DATA BASE WAYPOINTS OR PILOT STORED WAYPOINTS.
N_MM_227100_0_CNM6_01_00
AES
FIGURE 22-71-00-21300-A SHEET 1

22-71-00 PB001
Page 85
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
STORED WAYPOINT 20/20

IDENT
WPT04
LAT / LONG
4401.8N/01100.3E
PLACE/BRG/DIST
WPT03/030/21.0
NEW
WAYPOINT
DELETE ALL
THE STORED WAYPOINT IS A PBD
N_MM_227100_0_CPM6_01_00
AES
FIGURE 22-71-00-21400-A SHEET 1

22-71-00 PB001
Page 86
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
NEW WAYPOINT
IDENT
LAT / LONG
.
/
.
PLACE/BRG
/DIST
/
/
.
PLACEBRG
/PLACEBRG
RETURN
BLANK PAGE
NEW WAYPOINT
IDENT
WPT04
LAT / LONG
4401.8N / 01100.3E
RETURN
STORE
THE NEW WAYPOINT IS DEFINED BY LAT/LONG
N_MM_227100_0_CRM6_01_00
AES
FIGURE 22-71-00-21500-A SHEET 1

NEW WAYPOINT Pages
22-71-00 PB001
Page 87
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
RUNWAY
ILS
IDENT
ARPT23L
LAT / LONG
4401 . 8N / 01100 . 3E
IDENT
ABC
LENGTH
3900M
ELV
1370
CRS
229
N_MM_227100_0_CSM6_01_00
AES
FIGURE 22-71-00-21600-A SHEET 1

RUNWAY Page
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** On A/C 008-099
STORED RUNWAY
IDENT
ILS
ARPT23L
LAT / LONG
4401 . 8N / 01100 . 3E
LENGTH
3900M
ELV
1370
CRS
229
1 / 10
IDENT
ABC
NEW
RUNWAY
DELETE
ALL
N_MM_227100_0_CTM6_01_00
AES
FIGURE 22-71-00-21700-A SHEET 1

STORED RUNWAY Page
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** On A/C 008-099
NEW RUNWAY
IDENT
ILS
ARPT23L
LAT / LONG
4401 . 8N / 01100 . 3E
LENGTH
3900M
ELV
1370
CRS
229
IDENT
[ ]
RETURN
STORE
N_MM_227100_0_CUM6_01_00
AES
FIGURE 22-71-00-21800-A SHEET 1

NEW RUNWAY Page
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** On A/C 008-099
DATABASE HOLD AT KOR

INB CRS
1L
1R
100
TURN
2L
R
TIME/DIST
2R
3L
1.0/4.0
3R
4L
5L
6L
4R
LAST EXIT
UTC
FUEL
ERASE
5R
INSERT
6R
N_MM_227100_0_CVM6_01_00
AES
FIGURE 22-71-00-21900-A SHEET 1

HOLD Page
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** On A/C 008-099
ROUTE
CO RTE
1L
2L
3L
FROM/TO
LSGG/LGAT
20441
PAS
UG32
TOP
UB25
ANC
UB23
BRD
UA14
TIGER
A14
KRK
R19
KOR
DIR
EGN
1R
2R
3R
4L
4R
5L
5R
6L
6R
COMPANY ROUTE ENTRY
ROUTE
CO RTE
1L
2L
3L
1/3
FROM/TO
LSGG/LGAT
20441
PAS
UG32
TOP
UB25
ANC
UB23
BRD
UA14
TIGER
A14
KRK
R19
KOR
DIR
EGN
1R
2R
3R
4L
4R
5L
5R
6L
6R
FROM/TO ENTRY
N_MM_227100_0_CWM6_01_00
AES
FIGURE 22-71-00-22000-A SHEET 1

ROUTE Pages
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** On A/C 008-099
STORED ROUTE
CO RTE
1L
2L
3L
1/3
FROM/TO
ARP1/ARP2
SRTE1
PAS
UG32
TOP
UB25
ANC
UB23
BRD
UA14
TIGER
A14
KRK
R19
KOR
DIR
EGN
4L
1R
2R
3R
4R
5L
5R
NEW
6L
DELETE ALL
ROUTE
6R
N_MM_227100_0_CXM6_01_00
AES
FIGURE 22-71-00-22100-A SHEET 1

STORED ROUTE Page
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** On A/C 008-099
NEW ROUTE
CO RTE
[
]
STORE
ACTIVE FPLN
STORE
SECONDARY FPLN
N_MM_227100_0_CYM6_01_00
AES
FIGURE 22-71-00-22200-A SHEET 1

NEW ROUTE Page
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OPERATION
** On A/C 004-007
1.
General
The lateral functions of the flight management system consist of:
. Navigation computations which determine the A/C position and various derived data. The modes of computation
are described in Para. 2.A. and the navigation mode selection is described in Para. 2.B.
. Radio navigation tuning for VOR, DME, ILS, ADF in term of identifier, or frequency and course or BFO is
explained in Para. 2.C.
. IR (inertial reference) alignment (Ref. Para. 2.D.)
. Lateral guidance along the flight plan which is subdivided in:
. flight plan leg transition (Ref. Para. 2.E.),
. lateral flight plan parameters (Ref. Para. 2.F.),
. nav guidance mode description and engagement logics (Ref. Para. 2.G.)
and flight plan sequence logic (Ref. Para. 2.H.).
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2.
System Description
A.
Navigation Modes
(1) General
In the following, although the navigation modes are named DME/DME/ INERTIAL or
VOR/DME/INERTIAL..., these words are only used for clarification of the text and for the MCDU display.
They have no direct relationship with the actual algorithm used in the computer and described in this
section.
In navigation modes, the A/C position is calculated using information from the following sensors:
. IR
. VOR
. DME
. ILS
. GPS (optional)
(Ref. Fig. 22-72-00-12500-A - General Navigation Computation Organization)
In addition to the present position, the FMGC computes other signals for use and display on MCDU or
EIS such as wind, track, ground speed, bearing/distance to a fix (Ref. Para. (8)).
At last, the aircraft position may be updated either manually or automatically (Ref. Para. (6)).
(2) Inertial position
The FMGC computes an inertial position with data coming from the three IRS sensors.
If the three IR positions are available and valid, the system computes a weighted mixed IR position using all
three IR positions.
If one of the IR positions is not available or if any IR drift is too large (greater than 30 NM compared to
the previous mixed IR position), the system computes an IR position using only one IRS.
Each FM chooses one IRS with the following priority:
. 1st - IRS OWN
. 2nd - IRS 3
. 3rd - IRS OPP
If no IRS is available, no IRS position is computed.
(3) Radio positions
The FMGC can compute a radio position using VOR and DME/TACAN signals.
There are two modes available:
(Ref. Fig. 22-72-00-12700-A - Radio Positions)
. DME/DME:
The ambiguity is eliminated by knowing the previous position and by limiting the geometry of the
navaids to an angle (DME 1, A/C, DME 2) of between 30 and 150 degrees.
. VOR/DME:
The position is computed using the radial and the DME distance coming from a collocated VOR/DME
or VORTAC.
(4) FMGC position
(Ref. Fig. 22-72-00-12800-A - FMGC Position)
When a mixed IR position is computed, the FMGC computes a GPS inertial or a radio inertial position
mixing both the IR position and the GPIRS or radio position (if any).
In fact, when a GPIRS or radio position becomes available, the GPIRS or radio inertial position is filtered to
become almost equal to that GPIRS or radio position.
Thus, a bias between IR and FMGC position is then computed.
NOTE :
AES
When the GPIRS or radio mode is lost (no more radio position), the last computed bias is
memorized and used for FMGC position computation.
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(5) Localizer updating
(Ref. Fig. 22-72-00-12900-A - Localizer Updating)
In ILS or LOC approach mode, with the AP/FD engaged, the localizer signal is used to update the FMGC
position.
The update position is the intersection of the projection of the previous computed position onto the LOC
center beam with the LOC deviation.
(6) Position updating
In some conditions the FM position is updated, either automatically or on pilot demand. The updating
modifies the bias between the mixed IR position and the FM position. The new bias is then used in the
navigation algorithms.
The manual updatings are performed:
. at IR alignment (Ref. Para. D.)
(Ref. Fig. 22-72-00-13000-A - Position Updating)
. on pilot demand on PROG page (UPDATE AT prompt)
The position can be updated on a LAT/LONG, a PLACE/BEARING/DISTANCE, a PLACE/BEARINGPLACE/BEARING or waypoint, navaid, airport ident.
The automatic updatings are provided:
. at takeoff when takeoff thrust is applied. The FM position is updated at the runway threshold position
(modified by the takeoff shift entered by the pilot on the TAKEOFF page).
(Ref. Fig. 22-72-00-13100-A - Runway Takeoff Shift for Takeoff Position Updating)
(7) Position and navigation mode display
. General navigation information is displayed on the POSITION MONITOR page which is accessed from
the DATA MENU page.
(Ref. Fig. 22-72-00-13200-A - POSITION MONITOR Page Access)
This page displays on the first two lines, the FMGC1 and 2 aircraft position and the navigation mode
active on each FMGC.
On the third line, the own FMGC GPIRS or RADIO position (depending on the navigation mode) is
displayed, followed on the fourth line by the MIXED IRS position.
The fifth line displays the IRS status (INVAL, ALIGN, NAV or ATT) and the deviation of each IRS
position versus the own FMGC position (if IRS status is NAV).
When the 6L line select key is pushed, this allows to freeze the data displayed this page. A second push
reactivates the page data.
The 6R line select key gives access to the SELECTED NAVAIDS pages which display the features of
the selected VOR, DME and/or ILS.
(Ref. Fig. 22-72-00-13400-A - SELECTED NAVAID Page)
. Also available from the DATA MENU page, the GPS MONITOR page presents all data computed by
GPS sensors : both GPS positions, true tracks, ground speeds, figures of merit and sensors status (INIT,
ACQ, NAV, TEST, FAULT or ALTAID).
(Ref. Fig. 22-72-00-13200-A - POSITION MONITOR Page Access)
. The SELECTED NAVAIDS page displays the navaids which are currently used by the onside system for
navigation purpose.
In lines 2L and 3L, these navaids are given by frequency and ident with the navaid class in label line.
. This page also displays, in 1L, the onside navaid used for display in the same manner as for navaids
used for navigation. In addition to this, the tuning mode is displayed in green small font in columns
8-13.
This tuning mode is either:
AUTO
MAN (for manual)
RMP
(The selection of the displayed navaid is explained in Para. B and C).
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.
.
Line 4L displays, by ident and frequency with its class and selection mode, the ILS which is tuned (if
any)
Pressing a key 1L, 2L, 3L or 4L displays the NAVAID page describing the information concerning the
chosen navaid. The SELECTED NAVAIDS page is returned through a RETURN prompt in NAVAID
page in field 6R.
The pilot may also deselect up to 6 navaids in fields 1R through 6R.
Deselection results in that navaid not being tuned or used for navigation by the FMGC until the pilot
allows again the use of that navaid (using CLR function). The fields are cleared upon transition to
DONE or preflight phase or when the second data base is activated on the A/C STATUS page.
A DESELECTED GPS prompt in 5L allows the pilot to manually deselect the GPS. GPIRS position use
in FMGC position computation is then inhibited until the pilot reselect it (via the same prompt).
(8) Other navigation computations

. Ground speed and track
The ground speed is computed by updating a mixed IRS velocity by the rate of variation of the GPIRS
or radio position (used as a GPIRS or radio velocity).
The mixed IRS velocity is either a simple average of the three IRS velocities if they are all available and
valid, or a single IRS velocity.
In this case, the IRS used to compute the IRS velocity is the same as the one used for position
computation (Ref Para. (2)).
The North and East components define the ground speed vector.
Then the A/C track is derived from that Ground Speed.
. Wind
Current wind (magnitude and direction) is computed by using the aircraft geometry defined by
groundspeed and track (computed by FMS) and true airspeed and heading (provided by ADR). This
wind value is displayed on the ND.
. Bearing/distance to a fix
On pilot demand, the FMS computes and displays the bearing and distance from the A/C position to a
dedicated fix.
This fix can be a waypoint, a navaid, a NDB, or an airport reference point runway and is selected on
the PROG page.
(Ref. Fig. 22-72-00-13600-A - Bearing/Distance to a Fix)
B.
Navigation Mode Selection and Class of Navigation

(1) General
The navigation mode with the least error is chosen based upon the best GPIRS or radio position available
as defined in Para. B and C. The available modes of navigation include the following:
. GPS/INERTIAL
. DME/DME/INERTIAL
. DME/VOR/INERTIAL
. INERTIAL ONLY.
The mode chosen will be as defined in Para. A.(1). If an IR position is available, one of the modes described
in Para. 1. will be used. If not, no navigation computation is provided. As well as mode annunciation,
navigation will supply data for class annunciation ; this annunciation will be dependent upon the navigation
error and the navigation mode (Ref. Para. A.(2)).
(2) Navigation mode selection
(Ref. Fig. 22-72-00-14000-A - Navigation Mode Selection)
(a) GPS/INERTIAL
If a valid and reasonnable hybrid GPS/IRS position is available from one of the IRSs, the
GPS/INERTIAL mode is choosen.
The logic to determine the availability of the hybrid GPS/IRS position takes into account the hybrid
factor of merit delivered by the IRS.
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As long as GPS/INERTIAL mode is active, no DME/DME or VOR/DME radio updating is allowed.
However, LOC updating can apply on GPS/INERTIAL position.
The FM only uses one input of GPIRS hybrid position for computing FM position.
The FMGC position is a mix of the hybrid GPIRS position and the mixed IRS position and the
navigation mode displayed on the POSITION MONITOR page is N IRS/GPS, with N being the
number of IRSs used to compute mixed IRS position.
The selected hybrid GPIRS position is displayed on the POSITION MONITOR page in place of radio
position.
The mixed IRS position and the IRS deviations displayed on the POSITION MONITOR page do not
change and are still computed using pure IRS inputs.
The GPS/INERTIAL mode is inhibited if pilot deselects GPS through the SELECTED NAVAIDS page.
(b) DME/DME/INERTIAL
If a valid and reasonable radio combination allows the computation of a radio position, the
DME/DME/INERTIAL mode is chosen.
The logic to determine the availability of a radio position takes the DMEs of both sides into account.
In particular, if one side DME has failed, the onside FMGC will use offside DME information.
The navigation mode as displayed on the POSITION MONITOR page is N IRS/DME/DME (N =
number of IRS in use: 1 or 3).
(c) VOR/DME/INERTIAL
The logic to determine the availability of a radio position will take the VORs and DMEs of both sides
into account. In particular, if one side VOR or DME has failed, the onside FMGC can use offside
VOR/DME information.
In all cases, VOR/DME/INERTIAL position mode can be selected only if DME/DME/INERTIAL
position mode is not selected.
Use of VOR and DME ident signals from VORs and DMEs will be made to avoid selection mistake in
the position computation.
1
En route and terminal area

If the estimated error for the chosen rho/theta station is less than the estimated error for the
INERTIAL ONLY mode and DME/DME/INERTIAL mode was not chosen, then the mode of
navigation will be VOR/ DME/INERTIAL. If not, the INERTIAL ONLY mode is chosen.
Approach area
The navigation mode is dependent upon approach type as follows:
. ILS approach:
If the DME/DME/INERTIAL mode is not selected, then VOR/DME/INERTIAL will be used
if the error is less than the estimated error for the IR position.
. RNAV, VOR/DME and VOR approaches:
If the DME/DME/INERTIAL mode could not be chosen, the system uses the specified
VOR/DME. If available, the VOR/DME/INERTIAL mode is selected. If not, the system will
search for other VOR/DME to be tuned; then if the estimated error with this station is less
than the estimated error in INERTIAL ONLY mode then VOR/DME/INERTIAL mode is
selected. If not, INERTIAL ONLY mode is selected.
. NDB or pilot created approach:
Same as VOR approach except that there is no specified VOR.
(d) INERTIAL ONLY

This mode of navigation will be used if neither the VOR/DME/INERTIAL nor the
DME/DME/INERTIAL has been chosen and at least one IR information is valid.
When selected, the mode displayed on the POSITION MONITOR page will be N IRS where N is the
number of IRSs used to determine the inertial position: 1 or 3.
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(e) Localizer Updating
When an ILS or LOC approach is selected and LOC deviation is available, the LOC signal is used to
update the FMGC position.
In this case, the navigation mode becomes N IRS/DME/LOC if it was N IRS/DME/DME,
N/IRS/VOR LOC if it was N IRS/VOR/DME and N IRS/LOC if it was N IRS (N = number of IRS in
use: 1 or 3).
(3) Class of navigation
Two classes of navigation are defined.
They reflect the fact that the system respects accuracy requirements expressed in the following.
If these requirements are satisfied, the class is HIGH. If not, the class is LOW.
The class is HIGH in the following cases:
(a) En route area:
. DME/DME/INERTIAL
. VOR/DME/INERTIAL and INERTIAL if the estimated error is less than 2.8 NM for crosstrack
and along track errors.
(b) Terminal area:
. DME/DME/INERTIAL
(c) Approach area:
. When LOC update is active
. in DME/DME/INERTIAL
. in VOR/DME/INERTIAL with the specified VOR/DME, if estimated position error is less than the
prescribed threshold.
. When there is no specified VOR/DME, VOR/DME/INERTIAL if there is a VOR/DME for which
the estimated error is less than 0.5 NM for crosstrack and along track errors.
. in INERTIAL if the estimated error is less than 0.3 NM for crosstrack and along track errors.
(d) GPS/INERTIAL mode:
When a GPIRS position is available for navigation update, the integrity of this position is checked
versus FM computed radio position (if available) and mixed IRS position.
In order to reflect the confidence in the GPIRS position obtained by these integrity checks, the logic to
display HIGH or LOW accuracy when GPS/INERTIAL mode is active is the logic related to the radio
position used for integrity checks (if any), or to the mixed IRS position otherwise.
When the class of navigation is not HIGH, it is LOW. The class of navigation is displayed continuously
on the PROG page.
(Ref. Fig. 22-72-00-14300-A - Class of Navigation)
When the class of navigation is downgraded from HIGH to LOW, the message NAV ACCURACY
DOWNGRADED is displayed on EIS and MCDU.
When the class of navigation is upgraded from LOW to HIGH, the message NAV ACCURACY
UPGRADED is displayed on EIS and MCDU.
If one of these messages is to be displayed while the other is displayed, then the previous one is
deleted.
C.
Radio Navigation Tuning

(1) General
The navaid selection includes tuning of the following sensors:
. VOR (frequency/course) and DME for display
. ILS (frequency/LOC course)
. ADF (frequency/BFO).
(Ref. Fig. 22-72-00-14700-A - Radio Navigation Architecture)
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There are three ways of selection which are:
. RMP selection (Radio Management Panel)
. manual selection through the MCDU
. automatic selection (in FMGC software).
The priority order of selection is as follows:
. manual selection through the RMP
. manual selection through the MCDU cannot override RMP selection
. automatic selection cannot override manual selection through the MCDU and RMP selection.
(2) RMP selection
(Ref. 23-13-00-00)
The RMP selection in the radio nav architecture has to be considered as a back-up of selection. It is
activated/de-activated upon selection of the nav mode for the RMP (NAV pushbutton switch). Since then,
the pilot may select:
. VOR (frequency and course)
. ILS (frequency and LOC course)
. ADF (frequency and ADF BFO).
If selection of any RMP is active, neither the pilot nor the FMGCs can tune the radio frequencies on both
sides.
For display, the selected VOR - ADF are shown on the navigation display with a character R near the ident
or frequency to indicate that the navaid selection mode is RMP.
(Ref. Fig. 22-72-00-14900-A - RMP Selection-ND Display)
On the MCDU, the RMP select navaids are displayed on the RADIO NAV page or PROG page in green
small fonts.
(3) Manual selection through the MCDU
Selection through the MCDU is possible through two pages : RADIO NAV page and PROG page.
(Ref. Fig. 22-72-00-15100-A - Manual Selection through RADIO NAV Page and PROG Page)
(a) VOR tuning
On RADIO NAV page, the pilot may select for display a VOR by ident or frequency in line 1L, 1R. He
may also optionally enter a course in line 2L, 2R.
Upon modification of the selected VOR, the course is automatically cleared.
On PROG page, the pilot may select a VOR as he does on RADIO NAV page except that he cannot
enter a course.
Manually selected navaids are displayed in cyan large fonts on the MCDU and on the navigation
display there is a character M near the navaid ident or frequency.
(Ref. Fig. 22-72-00-15200-A - Manual Selection through MCDU-ND Display)
. Selection mechanization
If ident entry is made, the nav data base is searched and if there is a match, the FMGC outputs
the frequency. If not, NEW NAVAID page is displayed.
If frequency is entered, the ident field is filled if found in data base. If not, brackets are displayed.
If the VOR field is cleared, the display reverts to autotuned navaid with associated course (if any).
If the navaid has been deselected (Ref. Para. A.(7)) on SELECTED NAVAIDS page, then a
message is displayed (XXXX IS DESELECTED).
. Dual/independent/single modes
In dual operation, the onside information is supplied by the onside FMGC, while the offside
information is supplied by the offside FMGC, but both side information can be selected on either
MCDU.
In independent operation, the offside field of each MCDU is blank and nothing can be entered in
that field.
If one FMGC fails, the dual operation remains valid on both MCDUs (single operation). Onside and
offside information is supplied by the remaining FMGC.
These rules also apply for ADF selection (Ref. Para. (c)).
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(b) ILS tuning
On RADIO NAV page only, the pilot may select an ILS by frequency or ident in field 3L. The entry
mechanization is the same as for VOR.
However upon entry of an ILS by frequency, this frequency is compared :
. In preflight and takeoff phases to the ILS frequency at origin
. else to the ILS frequency at destination.
In both cases, if a match is found, the ident and frequency are displayed (cyan small fonts for the
ident, cyan large fonts for the frequency). If not, only the frequency is displayed (in cyan large fonts)
and a message appears in scratchpad RWY/ILS MISMATCH.
In field 4L, the pilot may select the LOC course. This will be used for LOC capture and ILS guidance
in approach. This LOC course may only be entered through the MCDU on the RADIO NAV page. It is
cleared if the pilot changes the selected ILS.
(c) ADF tuning
With the same mechanization as for VOR, the pilot may select an ADF by ident or frequency in line
5L, 5R. Since the second ADF is an aircraft option (program pin on FMGC), the second ADF is
available only when this option is valid.
When an ADF is selected, the ADF BFO prompt appears in line 6.
Selection of the BFO operation by pressing the LS key displays the prompt ADF BFO and activates
the BFO function for the current ADF frequency selection. The BFO operation is deactivated by
clearing the associated field. The display reverts to ADF BFO. It is also deactivated by entering a new
ADF frequency or ident.
(4) Automatic selection
Automatic selection is performed in the FMGC software. From a display point of view, autotuned VOR, ILS
or ADF are displayed on RADIO NAV page or PROG page in cyan small fonts. On navigation display, there
is no indicator M or R near the VOR or ADF for display showing that the navaid is autotuned.
(a) VOR tuning
When no VOR is tuned by the crew, the FMGC tunes a VHF navaid versus various requirements
according to lateral guidance and navigation modes.
The navaid to be tuned is determined by the following hierarchy, ranking from the highest to the
lowest priority.
AES
RNAV, VOR or VOR-DME approach: when the first waypoint of the approach is the TO
waypoint, the specified approach navaid is tuned.
If this navaid has been deselected, the message SPECIF VOR-D UNAVAIL is displayed on the
MCDU and ND.
If a different navaid has been tuned before, the TUNE XXX FFF.FF message is displayed on the
MCDU where XXX is the ident and FFF.FF the frequency.
If a navaid is required for VOR/DME position computation, it is tuned.
If the active leg specifies a VHF navaid, it is tuned.
If the TO waypoint is a VHF navaid, this navaid is tuned if the A/C is within the figure of merit
of that navaid.
If any downpath waypoint is a VHF navaid and the A/C is within the figure of merit of that
navaid, it is tuned.
If the FROM waypoint is a VHF navaid, and the A/C is within the figure of merit of that navaid,
it is tuned.
The closest (in term of distance) VOR/DME or VORTAC for which the A/C is within the figure
of merit is tuned.
The closest VOR for which the A/C is within the figure of merit is tuned.
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(b) ILS tuning
1
If flight phase is PREFLIGHT or TAKEOFF and the takeoff runway has an associated ILS or
LOC, then this ILS is tuned.
If flight phase is CLB, CRZ, DES, APPR or GO AROUND and the approach type is ILS or LOC,
then the ILS or LOC is tuned.
If another ILS is manually tuned, the message RWY/ILS MISMATCH is displayed on the MCDU.
(c) ADF tuning

The tuning is automatic if:
. no ADF has been manually selected
. a NDB is specified for the approach (NDB approach) and the present leg belongs to the approach.
(d) DME tuning
For VOR-DME, the automatic selection follows the rules for VOR selection. The DME frequency is
used for display (navigation display).
For ILS-DME, the automatic selection follows the rules for ILS selection. The DME frequency is used
for display (primary flight display).
The DMEs are also tuned for navigation computation. Up to three DMEs can be tuned by this way,
the VOR being manually or automatically tuned.
In case of RMP control, the DMEs cannot be autotuned for navigation purpose. The selected navaids
are displayed on the SELECTED NAVAIDS page (Ref. Para. A.).
D. Inertial Reference Alignment
(1) General
Inertial reference (IR) alignment calculations may only be carried out on ground before takeoff. To perform
IR alignment the selector switches on the ADIRS CDU must be set from OFF to NAV mode. There is one
switch per IRS. Then the pilot can enter the current aircraft coordinates either using the ADIRS CDU or via
the MCDU INIT A page. The aircraft position is sent to all the IRSs being in align mode. When entered
through the ADIRS CDU, the aircraft position is reflected on the MCDU INIT A page.
(Ref. Fig. 22-72-00-15700-A - IR Alignment Architecture)
(2) Entry through the INIT A page
(a) First alignment
Upon access, the INIT A page is blank. The pilot may enter a position directly in fields 4L, 4R or by
inserting a company route (or a FROM/TO in which case the origin airport reference point coordinates
are displayed in 4L, 4R.
(Ref. Fig. 22-72-00-15900-A - Position Coordinates Entry)
Then, if at least one IRS is in alignment status, a prompt ALIGN IRS appears in line 3R. If the pilot
presses the 3R line select key, the coordinates are sent to the IR which are in alignment status, and the
prompt ALIGN IRS is cleared.
(b) Position modification
The pilot may modify the position on the MCDU by slewing actions or by new entries in field 4L, 4R.
If the alignment calculations are not yet achieved on any IRS, then the ALIGN IRS prompt reappears
on the MCDU and is displayed until the pilot sends the modified position to the IRSs (from MCDU or
ADIRS CDU). Else the RESET IRS TO NAV message is displayed on the MCDU.
Resetting at least one IRS to alignment status on the ADIRS CDU clears the message and the prompt
ALIGN IRS re-appears on the MCDU and is displayed until the pilot selects the modified position
(through the ADIRS CDU or the MCDU INIT A page).
(c) Particular cases
. If one IRS becomes in alignment status whatever the state of the other two IRS, then the ALIGN
IRS prompt appears on the INIT A page so that the pilot may send the reference position to the
IRS which requests for the alignment.
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.
E.
The prompt is displayed until a position is sent through the ADIRS CDU or the MCDU INIT A
page.
Note that the reset of an IRS to NAV (which is the action to switch from NAV to OFF and then
to NAV) is equivalent to a first request for alignment, and induces same mechanizations.
Leg Transitions
(1) General
The FMGC guides the aircraft in both lateral and vertical axes. The lateral guidance is responsible for the
construction of a lateral path of the active primary flight plan. This lateral path consists of the active leg
path geometry to be used to control the aircraft and the multiple leg geometry which is used for generating
EIS displays.
The lateral path is made of geometric legs and transitions between the legs. The available types of legs for
which guidance may be provided are defined in 22-71-00 and are as follows:
. great circle course
. planar magnetic course
. magnetic heading
. circular arc (AF leg, HX legs).
(2) Transition types
There are five types of transitions.
(a) Type I is a curved path transition between two fix referenced legs (FX or XF) that terminate and begin
at the same point.
(Ref. Fig. 22-72-00-16300-A - Type I Transition CF, TF)
It is performed with a constant turn radius. The nominal bank angle is then corrected to take ground
speed evolution into account.
(b) Type II is a next course capture between two fix referenced legs (which are not connected) or from a
heading/course leg (VX or CX legs) to a fix referenced leg.
(Ref. Fig. 22-72-00-16500-A - Type II Transition)
Substitution of a type II transition for a type I transition can also occur under the following conditions:
. an overfly has been specified for the active leg
. a turn direction is specified for the next leg which causes course change of greater than 180 deg.
(except for PX, AF, HX)
. course change between active and next leg is less than or equal to 3 deg. or more than or equal to
175 deg.
. distance between the termination of the active leg and the path of the next leg is greater than 1
NM.
The type II transition captures the path of the next leg by using the fixed path control law.
A type II transition is used to capture the parallel offset path.
When the parallel offset is cancelled, a type II is again used to capture the original flight plan.
(Ref. Fig. 22-72-00-16600-A - Parallel Offset Capture)
Transitions to holding patterns are also type II transitions. These are three types of entries:
. direct entry
. teardrop entry
. parallel entry
The type is determined by the region from which the aircraft will cross the holding pattern fix.
(Ref. Fig. 22-72-00-16700-A - Transitions to Holding Pattern : Determination of Entry Type)
1
AES
Direct entry : The aircraft captures either turn number 1 or outbound leg using a type II
transition.
(Ref. Fig. 22-72-00-16800-A - Direct Entry)
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2
Teardrop entry : The aircraft captures a 30 deg. intercept course from the holding pattern fix and
holds this course until the distance from the holding fix is equal to 1.15 times the outbound leg
distance (fixed path control law).
Then, the aircraft performs a circular arc (turn control law) (constant turn radius, course change
= 180 deg.) before capturing the inbound leg using a type II transition.
(Ref. Fig. 22-72-00-16900-A - Teardrop Entry)
Parallel entry : the aircraft captures a parallel course to the inbound course using a type II
transition (fixed path control law).
Then, it initiates a circular arc (constant turn radius, course change = 180 deg.) (turn control
law) before capturing the inbound leg following a type II transition.
(Ref. Fig. 22-72-00-17000-A - Parallel Entry)
(c) Type III is a transition onto a heading leg (VX legs). In that case, a capture is performed to the desired
heading.
(Ref. Fig. 22-72-00-17100-A - Type III Transition CF - VA)
(d) Type IV is a transition onto a direct type leg (DF). A circular arc path is used to capture the great
circle course of a DF leg. This type of transition is also used to capture a fix referenced leg from a VI
or CI leg.
(Ref. Fig. 22-72-00-17200-A - Type IV and Type V Transitions)
(e) Type V is a transition onto course legs that are not fix referenced (CA, CD, CR legs).
Transition types are given in the table of leg transition types
(Ref. Fig. 22-72-00-17300-A - Leg Transition Types)
Key for Leg Transition Types Table:
2: The IF is part of the next leg. No transition exists.
3: NAV is disengaged in discontinuity. No transition exists.
4: Both legs must have the same radius. No transition exists.
(3) Use-display
To define a path the active, next and third legs are checked to determine the required transitions. Based on
the path definition, the FMGC produces the leg geometry and the active leg path geometry.
The ACT LEG PATH GEOMETRY is used to control the aircraft and consists of the active leg, the next
leg and the transition between them.
The LEG GEOMETRY is used in generating the EIS F-PLN display.
In all cases, it consists of the active leg, next leg and transition between them.
However, if the transition between the next leg and the third leg is a type III or type V, it is also displayed
with the third leg.
F.
Displayed Parameters - Path Errors

(1) General
The FMGC computes for display on the EIS or on the MCDU, lateral references, lateral path errors, also
used in the lateral control laws and leg sequencing logic, and destination distance for performance.
(2) Lateral references
(a) Definition
(Ref. Fig. 22-72-00-17800-A - Reference Parameters for a CF Leg)
(Ref. Fig. 22-72-00-17900-A - PF Leg (Procedure Turn))
The position reference parameters are as follows:
. Bearing to go : bearing to go from the current aircraft position to the leg termination point.
. Distance to go : direct distance to go from the current aircraft position to the leg termination
point.
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.
.
Time to go : time to go from the current aircraft position to the leg termination point. Time to go
is always the distance to go divided by the current ground speed.
Desired track : current tangent for the active leg.
NOTE :
If the current leg termination is not a fixed waypoint, distance to go, time to go and bearing to
go are referred to the predicted termination (altitude, VOR radial, distance to a navaid).
NOTE :
If the current leg is a manual termination leg, only the desired track is computed.
(b) Display of positions reference parameters

(Ref. Fig. 22-72-00-18000-A - Reference Parameters Display)
Bearing to go and distance are displayed on both EIS and MCDU.
Time to go and desired track are only displayed on EIS.
(3) Lateral path errors
(a) Definition
The FMGC computes a crosstrack error and a track angle error for control of the aircraft along the
lateral path also for determination of lateral path capture and leg sequencing.
. The TRACK ANGLE ERROR is always the difference between the DESIRED TRACK and the
TRUE TRACK.
. The CROSSTRACK ERROR to a course leg is the perpendicular distance to the leg.
(Ref. Fig. 22-72-00-18200-A - Lateral Path Error on Straight or Great Circle Path)
. The CROSSTRACK ERROR to a circular arc is the difference between the distance from the A/C
position to the turn center and the turn radius of the arc.
(Ref. Fig. 22-72-00-18300-A - Lateral Path Error on Circular Path)
This definition applies for all circular arcs in holding patterns (HX legs) or AF legs.
(b) Display
Only the CROSS TRACK ERROR is displayed on the EIS (nav display).
(4) Destination distances
(a) Definition
The FMGC computes the distance to destination (DIST TO DEST) and direct distance to destination
(DIRECT DIST TO DEST). It also computes the ALONG TRACK DIST TO GO used for performance
computations.
. The DIRECT DIST TO DEST is the distance along a great circle path connecting the A/C
position to the LOC capture point or runway axis intercept point and then to destination runway
(Ref. 22-73).
. The ALONG TRACK DIST TO GO is the distance along the active leg from the point where
CROSSTRACK ERROR is computed to the leg termination point.
(Ref. Fig. 22-72-00-18500-A - Along Track Distance)
. The DIST TO DEST is a sum of the lateral leg distances in the flight plan beginning with the
active leg termination and the ALONG TRACK DIST TO GO as defined above.
(b) Display
The DIST TO DEST and DIR DIST TO DEST are output for display on the MCDU.
The DIST TO DEST is displayed on F-PLN page on the MCDU, in line 6 dedicated to the destination.
(5) Influence of transitions
The lateral reference parameters defined in Para. (2) depend on the type of leg as the path errors. But only
the desired track and path errors depend on the type of transition. The influence is given hereafter.
. Type I : Time to go, bearing to go, distance to go are referred to the active leg termination.
Desired track and crosstrack errors are computed for the curved path of the transition.
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.
.
.
.
G.
Type II : Distance to go, time to go, bearing to go, crosstrack error, desired track are all referenced to
the path to be captured.
For holding pattern entries, distance to go, time to go, bearing to go are referred to the holding fix.
Crosstrack error and desired track are always referenced to the associated part of the entry path that
guidance is currently controlling. When an entry ends in a type II transition, they are referenced to the
inbound course of the leg.
Type III : The parameters are referenced to the heading leg.
Type IV : All parameters except crosstrack error and desired track are referenced to the next leg at the
start of transition.
Crosstrack error and desired track are referenced to the arc until sequencing of the arc.
Type V : All parameters are referenced to the course leg.
NAV Guidance Mode

(1) NAV mode engagement conditions
Lateral auto pilot modes available are: (Ref. 22-12-00-00)
. autocontrol
. heading/track control.
When lateral autocontrol is selected, four modes are available:
. RWY
. NAV
. LOC (capture/track) and LAND
. GO AROUND.
Only NAV mode is managed by the FM.
(a) Autocontrol mode (NAV)
This mode is armed if the pilot pushes the FCU heading/track selector knob (FCU : Flight Control
Unit).
Autocontrol engagement depends upon whether the aircraft is within the capture zone of the active
leg.
This capture zone is unlimited for heading/track legs (VX or CX legs except CF leg), this means that if
LAT AUTO control is armed while one of these legs is active, it is immediately engaged.
For fixed path legs, the capture zone is a 1 NM wide zone around the active leg, or at the capture
point which allows a comfortable F-PLN capture without overshoot. If the aircraft is within the capture
zone, then autocontrol is engaged (FCU heading/track display is dashed).
Else, the previously selected HDG/TRK remains displayed and modifiable on the FCU until autocontrol
is engaged.
In this case, if the track corresponding to the selected heading/track intercepts the F-PLN before the
TO waypoint, the F-PLN becomes as shown in the following figure.
Else the flight plan remains as original.
(Ref. Fig. 22-72-00-19000-A - NAV Engagement)
(Ref. Fig. 22-72-00-19100-A - NAV Engagement Display)
Note that performing a DIR TO revision engages NAV if it was not active.
When autocontrol is active, the aircraft flies the flight plan as defined by the displays on the MCDU
and on the ND (except when LOC mode is active).
The autocontrol engagement state is checked each time one of the following events occurs :
. autocontrol is selected via the FCU
. a F-PLN change occurs which affects the active leg
. a parallel offset is entered or cancelled.
If the lat autocontrol is deactivated, the control reverts to heading/track control and the heading or
track is synchronized with the current one before loss of the autocontrol.
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(b) Heading/track control
Heading/track is engaged if the pilot chooses a target by means of the heading/track selector knob
and pulls the knob. The FCU displays the selected heading or track. Selection of heading or track
mode is done via the HDG-V/S/TRK-FPA selection pushbutton switch on the FCU.
In heading/track mode, the flight plan remains active without modification.
On ND, the flight plan becomes dashed. Leg sequencing is automatic as if LAT AUTO CONTROL
remained active.
(2) En route and terminal area guidance submodes (NAV mode engaged)
The various guidance submodes in these areas are:
. lateral path for geographical path legs
. heading for heading legs
. track for course legs
(a) Guidance mode selection
The selection of the submode is determined according to the leg type of the active leg or the
transition.
If the active leg is a heading leg (VX legs), the heading submode is requested.
If the active leg is a course leg (CX legs except CF leg), the track submode is requested.
If the active leg is not a heading leg or a course leg (except CF leg), the lateral path submode is
requested.
This mode is deactivated if one of the following events occurs:
. lateral autocontrol is lost
. active leg is VX or CX leg (except CF leg)
. LOC capture, LOC track, LAND or GA track mode is engaged
. active primary flight plan is lost.
(b) NAV control law parameters
When NAV is engaged, the determination of the control law to be used depends on the type of leg and
transition.
. If the active leg is a course leg (CX except CF leg), the TRACK control law is used to capture and
hold the track target.
. If the active leg is a heading leg (VX legs), the HEADING control law is used to capture and hold
the heading target.
. else, the horizontal path control law is used to guide the A/C on the path. The nominal bank
angle computed using the leg geometry is corrected by XTK and TKE values.
For transitions, the lateral control law also depends on the type of transition:
. Type I : The nominal bank angle is adjusted by XTK, TKE values to follow the defined arc.
. Type II : Crosstrack error (XTK) and track angle error (TKE) are used to capture the desired track
and then the fixed path control law is used (for holding pattern entries, Ref. Para. E.(1)).
. Type III : The heading control law is used to capture and hold the heading target.
. Type IV : The horizontal path control law is used for both the circular path and the straight path
leg.
. Type V : The track control law is used to capture and hold the track target.
The lateral control law used to capture a leg, when NAV is engaged, depends on the leg to be
captured.
. For heading legs, the heading control law is used to capture the desired heading.
. For course legs (except CF leg), the track control law is used to capture the desired track.
. For a DF leg, the horizontal path control law is used.
. For other legs the crosstrack error is compared to the crosstrack limit. If crosstrack error is greater
than crosstrack limit, then the heading control law is used to hold the current heading until the
crosstrack error equals the crosstrack limit when the horizontal path control law is used to capture
the leg. In this case, Nav only engages at that time.
Else the horizontal path control law is immediately used to capture the leg.
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If the flight plan is changed while in a capture procedure, the capture rules are superseded by the
control law that would normally apply for the new active leg.
(3) Approach area guidance submodes
In approach area, there are two types of guidances :
. RNAV regrouping lateral path, heading, track submodes
. ILS (LOC)
(a) RNAV guidance
This mode may be used on any leg of a VOR, RNAV or NDB approach.
The submodes used for the guidance in approach are the same as for the enroute case : lateral path,
heading, track, and are as defined in para. G.(2)(a).
(b) ILS (LOC) mode
ILS guidance may be used only on final LOC segments. Before this point, RNAV guidance may be
used. This mode computed in FG part, is selected through FM part if one of the following conditions
occurs :
. an ILS or LOC only approach is selected in the active flight plan at destination
. any RMP is set to NAV mode
. no destination, or no approach, or a runway only approach exists in the active flight plan at the
destination
. no flight plan is active
When RNAV guidance is selected for approach and an ILS/LOC is tuned on the MCDU RADNAV
page, the message CHECK APPR GUIDANCE is displayed once on the MCDU and the EIS at the
moment when the A/C is at 100 NM of the top of descent or DES phase is active. It is displayed when
the APPR phase is active.
The message is cleared when conditions for display are no longer true or if a pilot clears it.
The PERF APPR page displays the DH field when ILS guidance has been selected.
The MDA/MDH field is always displayed on the PERF APPR page, and entry always possible.
(Ref. Fig. 22-72-00-19400-A - LAT REV Page and Perf APPR Page)
The following logic is used to ensure the capture of the LOC axis in case of deficient navigation
computations:
Condition A:
. LOC mode is armed for 3 s at least
and
. ILS approach is selected in the flight plan
and
. NAV is engaged
and
. ILS actually selected frequency is equal to the F-PLN ILS frequency
and
. the aircraft is at less than 20 NM from the LOC station.
If condition A is false, current FM processing continues. If not, two cases must be considered.
Assuming that:
. TKAC is the aircraft present track
. PHI is the aircraft present inclination
. TKLOC is the LOC bearing,
Condition B:
TKAC + 0.7 * PHI - TKLOC ! > 20 deg.
If condition B is true, that means in most of the cases that the difference between LOC bearing and
aircraft track is greater than 20 deg., then the current guidance mode is retained until LOC capture is
active.
If not, the A/C captures and holds a selected track until LOC capture.
The difference between the LOC bearing and selected track is then equal to 20 deg.
AES
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(Ref. Fig. 22-72-00-19500-A - ILS Precapture)
H. Flight Plan Sequencing
(1) Flight plan display
The flight plan is automatically sequenced when a leg switch occurs upon transition from the active leg to
the next leg.
From a display point of view, the F-PLN pages are automatically slewed when the leg switch occurs with
the FROM waypoint at the top of the page.
The TO waypoint becomes the FROM.
However, a pseudo waypoint or marker (flight plan discontinuity...) may not scroll into the FROM waypoint
if it is crossed. Instead, the FROM waypoint remains as it is, and the pseudo waypoint is no longer
displayed.
(Ref. Fig. 22-72-00-19900-A - F-PLN Sequencing)
The point at which the F-PLN sequences depends on the type of transition :
. Type 1 transition : the leg switch occurs when the aircraft crosses the bissector.
. Type 2 transition : the leg switch occurs when the aircraft reaches the active leg termination point
(altitude - radial - distance to a fix). In case of entry into a HX, leg switch occurs when the aircraft
crosses the perpendicular to the active leg at its termination point.
. Type 3 transition : the leg switch occurs when the aircraft reaches the active leg termination point.
. Type 4 transition : the leg switch to a DF leg occurs when the aircraft crosses the perpendicular to the
active leg at its termination point. The leg switch from a CI or VI leg occurs when the aircraft reaches
the CI or VI termination point where it begins the fix referenced leg capture.
(2) Flight plan with a manual holding pattern (HM)
(Ref. Fig. 22-72-00-20000-A - Holding Pattern Display on MCDU)
(a) When the hold is not active, it is ignored for predictions:
. the computed hold speed is displayed on F-PLN page.
(b) When the aircraft is within the deceleration segment:
. the hold is still ignored for predictions. However the deceleration to the hold speed and
acceleration back to ECON are predicted
. the predicted speed at entry is the hold speed in speed auto control, or the manual speed target in
speed manual control.
The IMM EXIT prompt is displayed on the line of the HM.
(c) The hold is active:
. predictions assume the aircraft will fly one complete circuit
. predicted UTC of exit is displayed at the termination fix
. predicted altitude of the A/C at the termination fix is displayed adjacent to it.
If the pilot selects the prompt IMM EXIT, then IMM EXIT function is activated.
If selection is done when aircraft is within deceleration segment, the guidance transitions to the next
leg following the holding pattern when the aircraft reaches the deceleration segment termination point.
If selection is done when aircraft is within the holding, then the aircraft flies a truncated holding
pattern and at the holding fix sequences to the next leg following the holding pattern.
(Ref. Fig. 22-72-00-20200-A - Holding Pattern Mechanization IMM EXIT)
In both cases, the prompt IMM EXIT* is replaced by a prompt RESUME HOLD*.
(Ref. Fig. 22-72-00-20300-A - Holding Pattern Exit - MCDU)
This prompt remains displayed until the next leg following the holding pattern becomes active.
It allows the pilot to reinsert the holding pattern. If it is selected, the prompt IMM EXIT* reappears.
AES
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AES
FIGURE 22-72-00-12500-A SHEET 1

STATIONS POSITIONS
(NDB)
VOR BEARING
DME DISTANCES
1 TO 5
IRS 3
IRS 2
IRS 1
RADIO POSITION
AND RADIO ERROR
ESTIMATION
UPDATE
GPIRS POSITION
SELECTION
INERTIAL POSITION
MIXING AND
INERTIAL ERROR
ESTIMATION
CORRECTED
INERTIAL POSITION
AND VELOCITY
RADIO POSITION AND VELOCITY

+ RADIO ERROR ESTIMATE
POSITION
+ INERTIAL ERROR ESTIMATE

GPIRS POSITION
INERTIAL POSITION AND VELOCITY
LOC
POSITION
(NDB)
LOC
DEVIATION
LOC UPDATE
POSITION
FMGC POSITION
AND VELOCITY
CLASS OF NAVIGATION
@A318/A319/A320/A321
** On A/C 004-007
N_MM_227200_0_AZP0_01_00
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** On A/C 004-007
DME/DME
D2
D1
DME2
DME1
AMBIGUITY RESOLVED
VOR/DME
N
BEARING
DIST
N_MM_227200_0_CAM0_01_00
AES
FIGURE 22-72-00-12700-A SHEET 1

Radio Positions
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** On A/C 004-007
MIXED IRS POSITION
COMPUTED BIAS
FMGC
POSITION
N_MM_227200_0_CBM0_01_00
AES
FIGURE 22-72-00-12800-A SHEET 1

FMGC Position
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** On A/C 004-007
LOC CENTER BEAM

LOC DEV
UPDATED POSITION
PREVIOUS COMPUTED POSITION
N_MM_227200_0_CCM0_01_00
AES
FIGURE 22-72-00-12900-A SHEET 1

Localizer Updating
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** On A/C 004-007
1 . ACCESS TO PROG
PAGE
2 . ENTRY OF A
FIX(FRZ)
AIRCRAFT POSITION IS UPDATED
N_MM_227200_0_AEM0_01_00
AES
FIGURE 22-72-00-13000-A SHEET 1

Position Updating
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** On A/C 004-007
>
1 ACCESS TO TAKE OFF PAGE (PERF)
>
2 PILOT ENTRY OF TAKE OFF SHIFT
N_MM_227200_0_AFP0_01_00
AES
FIGURE 22-72-00-13100-A SHEET 1

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** On A/C 004-007
BRT
DIR
PROG
PERF
INIT
DATA
<
<
<
<
<
(IF FITTED)
N_MM_227200_0_ABP0_01_00
AES
FIGURE 22-72-00-13200-A SHEET 1

POSITION MONITOR Page Access
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** On A/C 004-007
POSITION MONITOR
4610.2N/00618.3E
FMGC1
3IRS/DME/DME
4610.2N/00618.8E
FMGC2
3IRS/DME/DME
4610.1N/00618.2E
RADIO
4609.7N/00618.0E
MIX IRS
IRS 1
IRS 3
NAV 0.4
NAV 0.2
IRS 2
NAV 0.4
SEL
FREEZE
NAVAIDS
SELECTED NAVAIDS
VOR/DME
FRZ
AUTO
115.20
DESELECT
[ ]
VOR/DME
NIZ
115.10
VOR/DME
TOP
115.40
DESELECT
GPS
RETURN
NAVAID
IDENT
STATION DEC
FRZ
01W
CLASS
VORDME
LAT/LONG
4401.8N/01100.3E
FREQ
115.20
ELV
4340
FIG OF MERIT
(130NM)
RETURN
N_MM_227200_0_ACP0_01_00
AES
FIGURE 22-72-00-13400-A SHEET 1

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** On A/C 004-007
1 . ACCESS TO PROG PAGE

2 . ENTRY OF A FIX (FRZ) IN SCRATCH PAD
3 . AS FOLLOWS:
ECON
DES
AF5612
CRZ
OPT
1L
FL290
FL350
REC MAX
2L
REQD
DIST
TO
LAND=
70NM
DIR
DIST
TO
DEST=
89NM
FL390
1R
2R
3L
3R
BRG
4L
UPDATE
5L
[
VOR1
6L
/ DIST
ATH
TO
4R
AT
5R
HIGH
/ FREQ
/ 114.40
FREQ
117.20
VOR2
DDM
6R
FRZ
ECON
DES
AF5612
CRZ
OPT
1L
FL290
FL350
REC MAX
2L
REQD
DIST
TO
LAND=
70NM
DIR
DIST
TO
DEST=
89NM
FL390
3L
/ DIST
025
4L
UPDATE
[
VOR1
6L
2R
3R
BRG
5L
1R
ATH
115
FRZ
TO
4R
AT
5R
]
/ FREQ
/ 114.40
HIGH
FREQ
VOR2
117.20
/ DDM
6R
N_MM_227200_0_ADM0_01_00
AES
FIGURE 22-72-00-13600-A SHEET 1

22-72-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
IRS
POSITION
EXISTS
NO
NO
NAV
YES
A/C
IN EN ROUTE
OR TERMINAL
AREA
APPROACH
OTHER
NO
YES
GPS
AVAILABLE
AND
REASONABLE
/
AVAILABLE
AND
REASONABLE
ILS/LOC
APPR TYPE ?
YES
YES
NO
GPS
AVAILABLE
AND
REASONABLE
GPS
AVAILABLE
AND
REASONABLE
LOC DATA
AVAILABLE AND
REASONABLE
NO
YES
/
AVAILABLE
AND
REASONABLE
YES
/
AVAILABLE
ON SPECIFIED
VOR/DME
YES
YES
NO
NO
VOR/DME
INERTIAL
INERTIAL
ONLY
/
AVAILABLE
REASONABLE AND
ERROR
IRS
ERROR
NO
NO
NO
LOC DATA
AVAILABLE AND
REASONABLE
YES
NO
GPS
INERTIAL
GPS/LOC
INERTIAL
DME/DME
INERTIAL
/
AVAILABLE
AND
REASONABLE
/
AVAILABLE
AND
REASONABLE
YES
LOC DATA
AVAILABLE AND
REASONABLE
NO
DME/DME
INERTIAL
NO
YES
/
AVAILABLE
AND
/ ERROR
IRS ERROR
YES
NO
YES
NO
EN ROUTETERMINAL
DME/LOC
INERTIAL
VOR/DME
INERTIAL
LOC DATA
AVAILABLE AND
REASONABLE
NO
NO
YES
VOR/LOC
INERTIAL
LOC
INERTIAL
/
ESTIMATED
ERROR
IRS
ERROR
YES
INERTIAL
ONLY
VOR/DME
INERTIAL
DME/DME
INERTIAL
GPS
INERTIAL
N_MM_227200_0_AGP0_01_00
AES
FIGURE 22-72-00-14000-A SHEET 1

22-72-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
GS 394 TAS 388
LMG/004
93 NM
18:35
249/16
OL
CDN
ANG
AMB
AVD
LMG
CGC
BDX
2 30
. 2R
VOR1
CGC M
103
TILT
3.0
CAL
AGN
NAV ACCUR UPGRAD
NM
ECON
DES
AF5612
CRZ
OPT
1L
FL290
FL350
2L
REQD
DIST TO LAND=
DIR
DIST TO DEST=
REC MAX
FL390
1R
70NM
2R
89NM
3L
3R
BRG
/ DIST
4L
TO
4R
UPDATE AT
5L
6L
5R
VOR1 / FREQ
HIGH
ATH / 114.40
FREQ / VOR2
117.20 / DDM
6R
NAV ACCUR UPGRAD
N_MM_227200_0_AHM0_01_00
AES
FIGURE 22-72-00-14300-A SHEET 1

Class of Navigation
22-72-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
FMGC 1
FMGC 2
B VOR 1
VOR 2 B
A
ADF 2 B
A (IF FITTED)
B DME 1
FMGC 2 FAIL DISCR
RMP 2 NAV DISCR.
RMP 2
RMP 2 NAV BUS
RMP 1 NAV BUS
RMP 1 NAV DISCR.
RMP 1
MANAGEMENT BUS
RMP 2 NAV CONTROL
RMP 1 NAV CONTROL
MANAGEMENT BUS
FMGC 1 FAIL DISCR.
FMGC 1
DISC
FMGC 2
MCDU 2
DISC
MCDU 1
DME 2 B
ILS 1
ILS 2
B ADF 1
N_MM_227200_0_AJP0_01_00
AES
FIGURE 22-72-00-14700-A SHEET 1

22-72-00 PB001
Page 28
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
GS 388 TAS 394
LMG/013
93 NM
18:35
249/16
OL
ANG
CDN
AMB
AVD
2 30
VOR1
CGC R
135 .5NM
GAI
AGN
. 2R
VOR 1RMP SELECTION
N_MM_227200_0_AKM0_01_00
AES
FIGURE 22-72-00-14900-A SHEET 1

22-72-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
RADIO NAV PAGE
PROGRESS PAGE
N_MM_227200_0_ALM0_01_00
AES
FIGURE 22-72-00-15100-A SHEET 1

Manual Selection through RADIO NAV Page and PROG
Page
22-72-00 PB001
Page 30
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
GS 388 TAS 394
LMG/013
93 NM
18:35
249/16
OL
ANG
CDN
AMB
AVD
2 30
VOR1
CGC M
135 .5 NM
GAI
. 2R AGN
VOR 1 : MANUAL SELECTION

THROUGH MCDU
N_MM_227200_0_AMM0_01_00
AES
FIGURE 22-72-00-15200-A SHEET 1

22-72-00 PB001
Page 31
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
MCDU 1
MCDU 2
FMGC 1
FMGC 2
FMGC 1 MANAGEMENT
ADIRS BUS
FMGC 2 MANAGEMENT
BUS C
BUS C
ADIRS BUS
ADIRS 1
2
3
IRS
CDU
N_MM_227200_0_ANM0_01_00
AES
FIGURE 22-72-00-15700-A SHEET 1

22-72-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
ENTRY OF LAT/LONG
ENTRY OF FROM/TO
IN 4L4R
OR CO RTE
>
>
>
N_MM_227200_0_APM0_01_00
AES
FIGURE 22-72-00-15900-A SHEET 1

22-72-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
INBOUND COURSE
ABC
CF LEG
INITIAL
TURN
POINT
OUTBOUND COURSE
FINAL TURN POINT
TRANSITION
TF LEG
DEF
DURING THE TRANSITION, THE NOMINAL BANK ANGLE

IS MODIFIED TO TAKE INTO ACCOUNT THE GROUND SPEED.
SO THAT THE TURN RADIUS IS CONSTANT.
N_MM_227200_0_AQM0_01_00
AES
FIGURE 22-72-00-16300-A SHEET 1

22-72-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
ACTUAL
TRACK
COMMANDED BANK ANGLE

IS LIMITED BY THE ROLL
LIMITS
ALTITUDE
TERMINATION
FIXED PATH
CONTROL LAW
DESIRED
TRACK
FA LEG
FIX LEG
CAPTURE
CF LEG
ABC
DEF
FIXED WAYPOINT
TERMINATION
N_MM_227200_0_ARM0_01_00
AES
FIGURE 22-72-00-16500-A SHEET 1

Type II Transition
22-72-00 PB001
Page 35
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
ACTIVE LEG
TRANSITION
FIXED PATH
CONTROL LAW
PARALLEL OFFSET
CAPTURE
N_MM_227200_0_ASM0_01_00
AES
FIGURE 22-72-00-16600-A SHEET 1

22-72-00 PB001
Page 36
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
TEARDROP
ENTRY REGION
DIRECT ENTRY
REGION
INBOUND LEG
HOLDING
PATTERN
FIX
70
ABC
TURN NO. 1
TURN NO. 2
PARALLEL ENTRY
REGION
OUTBOUND LEG
N_MM_227200_0_AUM0_01_00
AES
FIGURE 22-72-00-16700-A SHEET 1

Transitions to Holding Pattern : Determination of Entry
Type
22-72-00 PB001
Page 37
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
CAPTURE OUTBOUND LEG
INBOUND LEG
TURN NO. 2
45
HOLDING PATTERN FIX
CAPTURE TURN NO. 1
TURN NO. 1
OUTBOUND LEG
N_MM_227200_0_AVM0_01_00
AES
FIGURE 22-72-00-16800-A SHEET 1

Direct Entry
22-72-00 PB001
Page 38
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
FINAL
TURN
POINT
CAPTURE INBOUND LEG

TYPE II
TRANSITION
INBOUND
LEG
TURN
CENTER
HOLDING
PATTERN
FIX
70
30
TURN
RADIUS
TURN
RADIUS
INITIAL
TURN
POINT
OUTBOUND
LEG
DISTANCE
N_MM_227200_0_AWM0_01_00
AES
FIGURE 22-72-00-16900-A SHEET 1

Teardrop Entry
22-72-00 PB001
Page 39
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
INITIAL
TURN
POINT
1.15 OUTBOUND
LEG DISTANCE
OFFSET HOLDING PATTERN FIX

TYPE II TRANSITION
PARALLEL
COURSE
XTK
INBOUND
LEG
TURN
CENTER
TURN
RADIUS
HOLDING PATTERN FIX
70
TYPE II
TRANSITION
FINAL
TURN
POINT
TURN
CENTER
TURN
RADIUS
OUTBOUND
LEG DISTANCE
N_MM_227200_0_AXM0_01_00
AES
FIGURE 22-72-00-17000-A SHEET 1

Parallel Entry
22-72-00 PB001
Page 40
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
INBOUND
COURSE
HEADING
ABC
FINAL
TURN POINT
VA LEG
CF LEG
TRANSITION
ALTITUDE
TERMINATION
N_MM_227200_0_AYM0_01_00
AES
FIGURE 22-72-00-17100-A SHEET 1

22-72-00 PB001
Page 41
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
ABC
DEF
TYPE IV
FA
DF LEG
TRANSITION
ALTITUDE
TERMINATION
INITIAL
TURN POINT
FINAL
TURN
POINT
TURN RADIUS
IS FROZEN
VOR
VOR RADIAL
INTERCEPT
POINT
CF LEG
NEW DESIRED
COURSE
INBOUND
COURSE
ABC
CR
VOR RADIAL
FINAL TURN POINT
TRANSITION
TYPE V
N_MM_227200_0_AZM0_01_00
AES
FIGURE 22-72-00-17200-A SHEET 1

22-72-00 PB001
Page 42
May 01/12
Revision n: 40
AES
FIGURE 22-72-00-17300-A SHEET 1

L
E
G
F
R
O
M
.
.
.
.
.
.
.
.
PPOS
DISC
.
V
.
II
VR
IV
II
CD
IV
II
VD
II
CA
VI
VA
II
II
II
II
II
IV
II
II
CF
VM
TF
II
HF
II
HA
FM
PF
FA
II
DF
IF
CR
HM
II
IV
CA
CI
CF
CD
AF
AF
22-72-00 PB001
.
CI
CR
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
DF
II
IV
II
II
II
II
II
II
II
IV
II
II
FA
.
.
II
II
II
II
II
II
II
II
HA
II
IV
II
II
II
II
II
II
II
IV
II
II
FM
II
II
II
II
II
II
II
II
HF
II
II
II
II
II
II
II
II
HM
TO LEG
IF
II
II
II
PF
II
II
II
TF
.
.
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
VD
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
VA
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
VI
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
VM
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
23
VR DISC PPOS
@A318/A319/A320/A321
** On A/C 004-007
N_MM_227200_0_ATM0_01_00
Page 43
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
MAG NORTH
BEARING TO GO
DISTANCE TO GO
A/C
POSITION
(TIME TO GO)
ABC
MAG NORTH
CROSS TRACK
ERROR
DESIRED
TRACK
CF LEG
N_MM_227200_0_BAM0_01_00
AES
FIGURE 22-72-00-17800-A SHEET 1

Reference Parameters for a CF Leg
22-72-00 PB001
Page 44
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
TRUE NORTH
MAG NORTH
B
TRUE NORTH
MAG NORTH
C
INITIAL TURN POINT
A/C POSITION 2
A/C
POSITION
TURN CENTER
D
MAG NORTH
TRUE NORTH
B
TRUE NORTH
FINAL TURN POINT
B
C
A/C
POSITION 1
MAG NORTH
D
C
A/C POSITION 4
D
PROCEDURE
TURN FIX
AAA
A BEARING TO GO
B DESIRED TRACK (TRUE TRACK)
C CROSSTRACK ERROR
D DIST TO GO (TIME TO GO)
N_MM_227200_0_BBM0_01_00
AES
FIGURE 22-72-00-17900-A SHEET 1

22-72-00 PB001
Page 45
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
DESIRED TRACK
BEARING TO GO
DISTANCE TO GO
TIME
TO
GO
(+CLOCK TIME)
CROSS TRACK
ERROR
ND EFIS
BEARING TO GO
DISTANCE TO GO
MCDU
N_MM_227200_0_BCM0_01_00
AES
FIGURE 22-72-00-18000-A SHEET 1

22-72-00 PB001
Page 46
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
TRUE
NORTH
TRUE TRACK
AIRCRAFT
POSITION
CROSSTRACK
ERROR
TRUE
NORTH
DESIRED TRACK
CF LEG
TRACK ANGLE ERROR
ABC
TRACK ANGLE ERROR = DESIRED TRACK TRUE TRACK
N_MM_227200_0_BDM0_01_00
AES
FIGURE 22-72-00-18200-A SHEET 1

22-72-00 PB001
Page 47
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
END OF ARC
TRUE
NORTH
TRUE NORTH
A
B
C
A/C POSITION
CROSSTRACK
ERROR
TURN
RADIUS
BEGINNING
OF ARC
TURN
CENTER
A TRUE TRACK
B DESIRED TRACK
C BEARING FROM AIRCRAFT TO TURN CENTER
N_MM_227200_0_BEM0_01_00
AES
FIGURE 22-72-00-18300-A SHEET 1

22-72-00 PB001
Page 48
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
ALONG TRACK DISTANCE
LEG TERMINATION
A/C POSITION
+
A/C POSITION
D4
D3
D1
ALONG TRACK
DIST TO GO
D2
DESTINATION
ACTIVE LEG
TERMINATION POINT
ALONG TRACK DISTANCE TO GO

N_MM_227200_0_BFM0_01_00
AES
FIGURE 22-72-00-18500-A SHEET 1

22-72-00 PB001
Page 49
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
ND WHEN AUTOCONTROL IS ARMED

AND SHALL ENGAGE
ND BEFORE AUTOCONTROL
IS ARMED
TO
TO
INTCP
CAPTURE POINT WHICH

ALLOWS A CAPTURE
WITHOUT OVERSHOOT
FROM
FROM
NAV ENGAGEMENT A/C INTERCEPT ACTIVE LEG

AND SHALL NOT ENGAGE
TO
FROM
NAV ENGAGEMENT A/C DOES NOT INTERCEPT ACTIVE LEG
N_MM_227200_0_BGM0_01_00
AES
FIGURE 22-72-00-19000-A SHEET 1

NAV Engagement
22-72-00 PB001
Page 50
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
(FCU) 2
LATERAL CONTROL MODE IS HEADING CONTROL FLIGHT PLAN IS DASHED.
THE PILOT PUSHES THE FCU HEADING/TRACK KNOB, THE HEADING TRACK
WINDOW BECOMES DASHED.
NAV AUTOCONTROL IS ARMED AND IS ENGAGED WHEN THE AIRCRAFT

REACHES THE CAPTURE POINT.
N_MM_227200_0_BHM0_01_00
AES
FIGURE 22-72-00-19100-A SHEET 1

22-72-00 PB001
Page 51
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
APPR
DEST
QNH
1L
FLP
1015
F=163
TEMP
2L
SLT
S=196
0=236
ALT
135
1R
MDA
2R
367
3R
DH
CONF3
4R
FULL
5R
VLS
127
PREV
6L
FINAL
ILS33R
LDG CONF
4000
VAPP
5L
CLEAN
[ ] /[ ]
TRANS
4L
RETR
[ ]
MAG WIND
3L
RETR
NEXT
PHASE
PHASE
6R
PERF.APPR PAGE
(ILS APPROACH)
N_MM_227200_0_BKM0_01_00
AES
FIGURE 22-72-00-19400-A SHEET 1

22-72-00 PB001
Page 52
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
LOC BEARING
LOC MODE IS
ARMED FOR 3 SECONDS
AT LEAST
20 DEG
LOC CAPTURE
IS ENGAGED
DESTINATION
TRACK ERROR BETWEEN LOC BEARING AND

CURRENT TRACK IS LESS THAN 20 DEGREES
WHEN LOC MODE IS ARMED
N_MM_227200_0_BLM0_01_00
AES
FIGURE 22-72-00-19500-A SHEET 1

ILS Precapture
22-72-00 PB001
Page 53
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
*
*
FPLN
IS
SEQUENCED
*
(T/C) IS A
MARKER
FPLN
IS
SEQUENCED
N_MM_227200_0_BMM0_01_00
AES
FIGURE 22-72-00-19900-A SHEET 1

F-PLN Sequencing
22-72-00 PB001
Page 54
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
A
AF5612
FROM
UTC
1L
XYZ
1020
BRG
2L
AAA
SPD/ALT
136
1025
9000
1R
230/ 5500
2R
17NM
HOLD
3L
HOLD R
SPD
3R
210
C236
4L
AAA
4R
15
5L
BBB
DEST
6L
LGAT33R
1027
230/ 3500
UTC
DIST EFOB
5R
8.4
6R
9000
1R
210/ 6000
2R
1045
944
UTC
SPD/ALT
AIRCRAFT ENTERS
INTO DECELERATION
SEGMENT
B
AF5612
FROM
1L
XYZ
1020
BRG
2L
AAA
136
1025
HOLD
3L
HOLD R
SPD
IMM
210
C236
4L
AAA
7NM
EXIT
3R
4R
15
5L
BBB
DEST
6L
LGAT33R
1028
230/ 3500
UTC
DIST EFOB
1043
934
UTC
SPD/ALT
5R
8.4
6R
6000
1R
AIRCRAFT ENTERS
INTO HOLDING
PATTERN
C
AF5612
FROM
1L
AAA
1025
HOLD
2L
HOLD R
SPD
C236
3L
AAA
IMM
210
EXIT
2R
10NM
/ 5000
3R
230/ 3500
4R
1029
15
4L
BBB
1032
12
5L
CCC
DEST
6L
LGAT33R
1041
230/ 2000
UTC
DIST EFOB
1047
944
8.3
5R
6R
N_MM_227200_0_BNM0_01_00
AES
FIGURE 22-72-00-20000-A SHEET 1

22-72-00 PB001
Page 55
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
A/C IS WITHIN HOLDING PATTERN

A/C IS WITHIN DECELERATION SEGMENT
AAA
AAA
DECELERATION
SEGMENT
XYZ
BBB
"IMM EXIT " IS PRESSED
BBB
AAA
AAA
TRUNCATED HOLDING PATTERN

BBB
AIRCRAFT TRANSITIONS TO NEXT LEG TO BBB
XYZ
LEG SEQUENCES
BBB
N_MM_227200_0_BPM0_01_00
AES
FIGURE 22-72-00-20200-A SHEET 1

22-72-00 PB001
Page 56
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 004-007
PILOT PRESSES
"IMM EXIT * "
PROMPT.
*
N_MM_227200_0_BQM0_01_00
AES
FIGURE 22-72-00-20300-A SHEET 1

22-72-00 PB001
Page 57
May 01/12
Revision n: 40
@A318/A319/A320/A321

OPERATION
** On A/C 003-003
EMB SB 22-1068 FOR A/C 003-003
1.
General
For the Navigation/Lateral functions, refer to 22-70-00 P. Block 001.
AES
22-72-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321

OPERATION
** On A/C 008-099
1.
General
The lateral functions of the flight management system consist of:
. Navigation computations which determine the A/C position and various derived data. The modes of computation
are described in Para. 2.A. and the navigation mode selection is described in Para. 2.B.
. Radio navigation tuning for VOR, DME, ILS, ADF in term of identifier, or frequency and course or BFO is
explained in Para. 2.C.
. IR (inertial reference) alignment (Ref. Para. 2.D.)
. Lateral guidance along the flight plan which is subdivided in:
. flight plan leg transition (Ref. Para. 2.E.),
. lateral flight plan parameters (Ref. Para. 2.F.),
. nav guidance mode description and engagement logics (Ref. Para. 2.G.)
and flight plan sequence logic (Ref. Para. 2.H.).
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** On A/C 008-099
2.
System Description
A.
Navigation Modes
(1) General
In the following, although the navigation modes are named DME/DME/ INERTIAL or
VOR/DME/INERTIAL..., these words are only used for clarification of the text and for the MCDU display.
They have no direct relationship with the actual algorithm used in the computer and described in this
section.
In navigation modes, the A/C position is calculated using information from the following sensors:
. IR
. VOR
. DME
. ILS
. GPS (optional)
(Ref. Fig. 22-72-00-12500-A - General Navigation Computation Organization)
In addition to the present position, the FMGC computes other signals for use and display on MCDU or
EIS such as wind, track, ground speed, bearing/distance to a fix (Ref. Para. (8)).
At last, the aircraft position may be updated either manually or automatically (Ref. Para. (6)).
(2) Inertial position
The FMGC computes an inertial position with data coming from the three IRS sensors.
If the three IR positions are available and valid, the system computes a weighted mixed IR position using all
three IR positions.
If one of the IR positions is not available or if any IR drift is too large (greater than 30 NM compared to
the previous mixed IR position), the system computes an IR position using only one IRS.
Each FM chooses one IRS with the following priority:
. 1st - IRS OWN
. 2nd - IRS 3
. 3rd - IRS OPP
If no IRS is available, no IRS position is computed.
(3) Radio positions
The FMGC can compute a radio position using VOR and DME/TACAN signals.
There are two modes available:
(Ref. Fig. 22-72-00-12700-A - Radio Positions)
. DME/DME:
The ambiguity is eliminated by knowing the previous position and by limiting the geometry of the
navaids to an angle (DME 1, A/C, DME 2) of between 30 and 150 degrees.
. VOR/DME:
The position is computed using the radial and the DME distance coming from a collocated VOR/DME
or VORTAC.
(4) FMGC position
(Ref. Fig. 22-72-00-12800-A - FMGC Position)
When a mixed IR position is computed, the FMGC computes a GPS inertial or a radio inertial position
mixing both the IR position and the GPIRS or radio position (if any).
In fact, when a GPIRS or radio position becomes available, the GPIRS or radio inertial position is filtered to
become almost equal to that GPIRS or radio position.
Thus, a bias between IR and FMGC position is then computed.
NOTE :
AES
When the GPIRS or radio mode is lost (no more radio position), the last computed bias is
memorized and used for FMGC position computation.
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(5) Localizer updating
(Ref. Fig. 22-72-00-12900-A - Localiser Updating)
In ILS or LOC approach mode, with the AP/FD engaged, the localizer signal is used to update the FMGC
position.
The update position is the intersection of the projection of the previous computed position onto the LOC
center beam with the LOC deviation.
(6) Position updating
In some conditions the FM position is updated, either automatically or on pilot demand. The updating
modifies the bias between the mixed IR position and the FM position. The new bias is then used in the
navigation algorithms.
The manual updatings are performed:
. at IR alignment (Ref. Para. D.)
. on pilot demand on PROG page (UPDATE AT prompt)
The position can be updated on a LAT/LONG, a PLACE/BEARING/DISTANCE, a PLACE/BEARINGPLACE/BEARING or waypoint, navaid, airport ident.
The automatic updatings are provided:
. at takeoff when takeoff thrust is applied. The FM position is updated at the runway threshold position
(modified by the takeoff shift entered by the pilot on the TAKEOFF page).
(Ref. Fig. 22-72-00-13100-A - Runway Takeoff Shift for Takeoff Position Updating)
(7) Position and navigation mode display
. General navigation information is displayed on the POSITION MONITOR page which is accessed from
the DATA MENU page.
(Ref. Fig. 22-72-00-13200-A - POSITION MONITOR Page Acces)
This page displays on the first two lines, the FMGC1 and 2 aircraft position and the navigation mode
active on each FMGC.
On the third line, the own FMGC GPIRS or RADIO position (depending on the navigation mode) is
displayed, followed on the fourth line by the MIXED IRS position.
The fifth line displays the IRS status (INVAL, ALIGN, NAV or ATT) and the deviation of each IRS
position versus the own FMGC position (if IRS status is NAV).
When the 6L line select key is pushed, this allows to freeze the data displayed this page. A second push
reactivates the page data.
The 6R line select key gives access to the SELECTED NAVAIDS pages which display the features of
the selected VOR, DME and/or ILS.
(Ref. Fig. 22-72-00-13400-A - SELECTED NAVAID Page)
. Also available from the DATA MENU page, the GPS MONITOR page presents all data computed by
GPS sensors : both GPS positions, true tracks, ground speeds, figures of merit and sensors status (INIT,
ACQ, NAV, TEST, FAULT or ALTAID).
(Ref. Fig. 22-72-00-13200-A - POSITION MONITOR Page Acces)
. The SELECTED NAVAIDS page displays the navaids which are currently used by the onside system for
navigation purpose.
In lines 2L and 3L, these navaids are given by frequency and ident with the navaid class in label line.
. This page also displays, in 1L, the onside navaid used for display in the same manner as for navaids
used for navigation. In addition to this, the tuning mode is displayed in green small font in columns
8-13.
This tuning mode is either:
AUTO
MAN (for manual)
RMP
(The selection of the displayed navaid is explained in Para. B and C).
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.
.
Line 4L displays, by ident and frequency with its class and selection mode, the ILS which is tuned (if
any)
Pressing a key 1L, 2L, 3L or 4L displays the NAVAID page describing the information concerning the
chosen navaid. The SELECTED NAVAIDS page is returned through a RETURN prompt in NAVAID
page in field 6R.
The pilot may also deselect up to 6 navaids in fields 1R through 6R.
Deselection results in that navaid not being tuned or used for navigation by the FMGC until the pilot
allows again the use of that navaid (using CLR function). The fields are cleared upon transition to
DONE or preflight phase or when the second data base is activated on the A/C STATUS page.
A DESELECTED GPS prompt in 5L allows the pilot to manually deselect the GPS. GPIRS position use
in FMGC position computation is then inhibited until the pilot reselect it (via the same prompt).
(8) Other navigation computations

. Ground speed and track
The ground speed is computed by updating a mixed IRS velocity by the rate of variation of the GPIRS
or radio position (used as a GPIRS or radio velocity).
The mixed IRS velocity is either a simple average of the three IRS velocities if they are all available and
valid, or a single IRS velocity.
In this case, the IRS used to compute the IRS velocity is the same as the one used for position
computation (Ref Para. (2)).
The North and East components define the ground speed vector.
Then the A/C track is derived from that Ground Speed.
. Wind
Current wind (magnitude and direction) is computed by using the aircraft geometry defined by
groundspeed and track (computed by FMS) and true airspeed and heading (provided by ADR). This
wind value is displayed on the ND.
. Bearing/distance to a fix
On pilot demand, the FMS computes and displays the bearing and distance from the A/C position to a
dedicated fix.
This fix can be a waypoint, a navaid, a NDB, or an airport reference point runway and is selected on
the PROG page.
(Ref. Fig. 22-72-00-13600-A - Bearing/Distance to a Fix)
B.
Navigation Mode Selection and Class of Navigation

(1) General
The navigation mode with the least error is chosen based upon the best GPIRS or radio position available
as defined in Para. B and C. The available modes of navigation include the following:
. GPS/INERTIAL
. DME/DME/INERTIAL
. DME/VOR/INERTIAL
. INERTIAL ONLY.
The mode chosen will be as defined in Para. A.(1). If an IR position is available, one of the modes described
in Para. 1. will be used. If not, no navigation computation is provided. As well as mode annunciation,
navigation will supply data for class annunciation ; this annunciation will be dependent upon the navigation
error and the navigation mode (Ref. Para. A.(2)).
(2) Navigation mode selection
(Ref. Fig. 22-72-00-14000-A - Navigation Mode Selection)
(a) GPS/INERTIAL
If a valid and reasonnable hybrid GPS/IRS position is available from one of the IRSs, the
GPS/INERTIAL mode is choosen.
The logic to determine the availability of the hybrid GPS/IRS position takes into account the hybrid
factor of merit delivered by the IRS.
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As long as GPS/INERTIAL mode is active, no DME/DME or VOR/DME radio updating is allowed.
However, LOC updating can apply on GPS/INERTIAL position.
The FM only uses one input of GPIRS hybrid position for computing FM position.
The FMGC position is a mix of the hybrid GPIRS position and the mixed IRS position and the
navigation mode displayed on the POSITION MONITOR page is N IRS/GPS, with N being the
number of IRSs used to compute mixed IRS position.
The selected hybrid GPIRS position is displayed on the POSITION MONITOR page in place of radio
position.
The mixed IRS position and the IRS deviations displayed on the POSITION MONITOR page do not
change and are still computed using pure IRS inputs.
The GPS/INERTIAL mode is inhibited if pilot deselects GPS through the SELECTED NAVAIDS page.
(b) DME/DME/INERTIAL
If a valid and reasonable radio combination allows the computation of a radio position, the
DME/DME/INERTIAL mode is chosen.
The logic to determine the availability of a radio position takes the DMEs of both sides into account.
In particular, if one side DME has failed, the onside FMGC will use offside DME information.
(c) VOR/DME/INERTIAL
The logic to determine the availability of a radio position will take the VORs and DMEs of both sides
into account. In particular, if one side VOR or DME has failed, the onside FMGC can use offside
VOR/DME information.
In all cases, VOR/DME/INERTIAL position mode can be selected only if DME/DME/INERTIAL
position mode is not selected.
Use of VOR and DME ident signals from VORs and DMEs will be made to avoid selection mistake in
the position computation.
1
En route and terminal area

If the estimated error for the chosen rho/theta station is less than the estimated error for the
INERTIAL ONLY mode and DME/DME/INERTIAL mode was not chosen, then the mode of
navigation will be VOR/ DME/INERTIAL. If not, the INERTIAL ONLY mode is chosen.
Approach area
The navigation mode is dependent upon approach type as follows:
. ILS approach:
If the DME/DME/INERTIAL mode is not selected, then VOR/DME/INERTIAL will be used
if the error is less than the estimated error for the IR position.
. RNAV, VOR/DME and VOR approaches:
If the DME/DME/INERTIAL mode could not be chosen, the system uses the specified
VOR/DME. If available, the VOR/DME/INERTIAL mode is selected. If not, the system will
search for other VOR/DME to be tuned; then if the estimated error with this station is less
than the estimated error in INERTIAL ONLY mode then VOR/DME/INERTIAL mode is
selected. If not, INERTIAL ONLY mode is selected.
. NDB or pilot created approach:
Same as VOR approach except that there is no specified VOR.
(d) INERTIAL ONLY

This mode of navigation will be used if neither the VOR/DME/INERTIAL nor the
DME/DME/INERTIAL has been chosen and at least one IR information is valid.
When selected, the mode displayed on the POSITION MONITOR page will be N IRS where N is the
number of IRSs used to determine the inertial position: 1 or 3.
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(e) Localizer Updating
When an ILS or LOC approach is selected and LOC deviation is available, the LOC signal is used to
update the FMGC position.
In this case, the navigation mode becomes N IRS/DME/LOC if it was N IRS/DME/DME,
N/IRS/VOR LOC if it was N IRS/VOR/DME and N IRS/LOC if it was N IRS (N = number of IRS in
use: 1 or 3).
(3) Class of navigation
Two classes of navigation are defined.
They reflect the fact that the system respects accuracy requirements expressed in the following.
If these requirements are satisfied, the class is HIGH. If not, the class is LOW.
The class is HIGH in the following cases:
(a) En route area:
. DME/DME/INERTIAL
(b) Terminal area:
. DME/DME/INERTIAL
(c) Approach area:
. When LOC update is active
. in DME/DME/INERTIAL
. in VOR/DME/INERTIAL with the specified VOR/DME, if estimated position error is less than the
prescribed threshold.
. When there is no specified VOR/DME, VOR/DME/INERTIAL if there is a VOR/DME for which
the estimated error is less than 0.5 NM for crosstrack and along track errors.
. in INERTIAL if the estimated error is less than 0.3 NM for crosstrack and along track errors.
(d) GPS/INERTIAL mode:
When a GPIRS position is available for navigation update, the integrity of this position is checked
versus FM computed radio position (if available) and mixed IRS position.
In order to reflect the confidence in the GPIRS position obtained by these integrity checks, the logic to
display HIGH or LOW accuracy when GPS/INERTIAL mode is active is the logic related to the radio
position used for integrity checks (if any), or to the mixed IRS position otherwise.
When the class of navigation is not HIGH, it is LOW. The class of navigation is displayed continuously
on the PROG page.
(Ref. Fig. 22-72-00-14300-A - Class of Navigation)
When the class of navigation is downgraded from HIGH to LOW, the message NAV ACCURACY
DOWNGRADED is displayed on EIS and MCDU.
When the class of navigation is upgraded from LOW to HIGH, the message NAV ACCURACY
UPGRADED is displayed on EIS and MCDU.
If one of these messages is to be displayed while the other is displayed, then the previous one is
deleted.
C.
Radio Navigation Tuning

(1) General
The navaid selection includes tuning of the following sensors:
. VOR (frequency/course) and DME for display
. ILS (frequency/LOC course)
. ADF (frequency/BFO).
(Ref. Fig. 22-72-00-14700-A - Radio Navigation Architecture)
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There are three ways of selection which are:
. RMP selection (Radio Management Panel)
. manual selection through the MCDU
. automatic selection (in FMGC software).
The priority order of selection is as follows:
. manual selection through the RMP
. manual selection through the MCDU cannot override RMP selection
. automatic selection cannot override manual selection through the MCDU and RMP selection.
(2) RMP selection
(Ref. 23-13-00-00)
The RMP selection in the radio nav architecture has to be considered as a back-up of selection. It is
activated/de-activated upon selection of the nav mode for the RMP (NAV pushbutton switch). Since then,
the pilot may select:
. VOR (frequency and course)
. ILS (frequency and LOC course)
. ADF (frequency and ADF BFO).
If selection of any RMP is active, neither the pilot nor the FMGCs can tune the radio frequencies on both
sides.
For display, the selected VOR - ADF are shown on the navigation display with a character R near the ident
or frequency to indicate that the navaid selection mode is RMP.
(Ref. Fig. 22-72-00-14900-A - RMP Selection-ND Display)
On the MCDU, the RMP select navaids are displayed on the RADIO NAV page or PROG page in green
small fonts.
(3) Manual selection through the MCDU
Selection through the MCDU is possible through two pages : RADIO NAV page and PROG page.
(Ref. Fig. 22-72-00-15100-A - Manual Selection through RADIO NAV Page and PROG Page)
(a) VOR tuning
On RADIO NAV page, the pilot may select for display a VOR by ident or frequency in line 1L, 1R. He
may also optionally enter a course in line 2L, 2R.
Upon modification of the selected VOR, the course is automatically cleared.
On PROG page, the pilot may select a VOR as he does on RADIO NAV page except that he cannot
enter a course.
Manually selected navaids are displayed in cyan large fonts on the MCDU and on the navigation
display there is a character M near the navaid ident or frequency.
(Ref. Fig. 22-72-00-15200-A - Manual Selection through MCDU-ND Display)
. Selection mechanization
If ident entry is made, the nav data base is searched and if there is a match, the FMGC outputs
the frequency. If not, NEW NAVAID page is displayed.
If frequency is entered, the ident field is filled if found in data base. If not, brackets are displayed.
If the VOR field is cleared, the display reverts to autotuned navaid with associated course (if any).
If the navaid has been deselected (Ref. Para. A.(7)) on SELECTED NAVAIDS page, then a
message is displayed (XXXX IS DESELECTED).
. Dual/independent/single modes
In dual operation, the onside information is supplied by the onside FMGC, while the offside
information is supplied by the offside FMGC, but both side information can be selected on either
MCDU.
In independent operation, the offside field of each MCDU is blank and nothing can be entered in
that field.
If one FMGC fails, the dual operation remains valid on both MCDUs (single operation). Onside and
offside information is supplied by the remaining FMGC.
These rules also apply for ADF selection (Ref. Para. (c)).
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(b) ILS tuning
On RADIO NAV page only, the pilot may select an ILS by frequency or ident in field 3L. The entry
mechanization is the same as for VOR.
However upon entry of an ILS by frequency, this frequency is compared :
. In preflight and takeoff phases to the ILS frequency at origin
. else to the ILS frequency at destination.
In both cases, if a match is found, the ident and frequency are displayed (cyan small fonts for the
ident, cyan large fonts for the frequency). If not, only the frequency is displayed (in cyan large fonts)
and a message appears in scratchpad RWY/ILS MISMATCH.
In field 4L, the pilot may select the LOC course. This will be used for LOC capture and ILS guidance
in approach. This LOC course may only be entered through the MCDU on the RADIO NAV page. It is
cleared if the pilot changes the selected ILS.
(c) ADF tuning
With the same mechanization as for VOR, the pilot may select an ADF by ident or frequency in line
5L, 5R. Since the second ADF is an aircraft option (program pin on FMGC), the second ADF is
available only when this option is valid.
When an ADF is selected, the ADF BFO prompt appears in line 6.
Selection of the BFO operation by pressing the LS key displays the prompt ADF BFO and activates
the BFO function for the current ADF frequency selection. The BFO operation is deactivated by
clearing the associated field. The display reverts to ADF BFO. It is also deactivated by entering a new
ADF frequency or ident.
(4) Automatic selection
Automatic selection is performed in the FMGC software. From a display point of view, autotuned VOR, ILS
or ADF are displayed on RADIO NAV page or PROG page in cyan small fonts. On navigation display, there
is no indicator M or R near the VOR or ADF for display showing that the navaid is autotuned.
(a) VOR tuning
When no VOR is tuned by the crew, the FMGC tunes a VHF navaid versus various requirements
according to lateral guidance and navigation modes.
The navaid to be tuned is determined by the following hierarchy, ranking from the highest to the
lowest priority.
AES
RNAV, VOR or VOR-DME approach: when the first waypoint of the approach is the TO
waypoint, the specified approach navaid is tuned.
If this navaid has been deselected, the message SPECIF VOR-D UNAVAIL is displayed on the
MCDU and ND.
If a different navaid has been tuned before, the TUNE XXX FFF.FF message is displayed on the
MCDU where XXX is the ident and FFF.FF the frequency.
If a navaid is required for VOR/DME position computation, it is tuned.
If the active leg specifies a VHF navaid, it is tuned.
If the TO waypoint is a VHF navaid, this navaid is tuned if the A/C is within the figure of merit
of that navaid.
If any downpath waypoint is a VHF navaid and the A/C is within the figure of merit of that
navaid, it is tuned.
If the FROM waypoint is a VHF navaid, and the A/C is within the figure of merit of that navaid,
it is tuned.
The closest (in term of distance) VOR/DME or VORTAC for which the A/C is within the figure
of merit is tuned.
The closest VOR for which the A/C is within the figure of merit is tuned.
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(b) ILS tuning
1
If flight phase is PREFLIGHT or TAKEOFF and the takeoff runway has an associated ILS or
LOC, then this ILS is tuned.
If flight phase is CLB, CRZ, DES, APPR or GO AROUND and the approach type is ILS or LOC,
then the ILS or LOC is tuned.
If another ILS is manually tuned, the message RWY/ILS MISMATCH is displayed on the MCDU.
(c) ADF tuning

The tuning is automatic if:
. no ADF has been manually selected
. a NDB is specified for the approach (NDB approach) and the present leg belongs to the approach.
(d) DME tuning
For VOR-DME, the automatic selection follows the rules for VOR selection. The DME frequency is
used for display (navigation display).
For ILS-DME, the automatic selection follows the rules for ILS selection. The DME frequency is used
for display (primary flight display).
The DMEs are also tuned for navigation computation. Up to three DMEs can be tuned by this way,
the VOR being manually or automatically tuned.
In case of RMP control, the DMEs cannot be autotuned for navigation purpose. The selected navaids
are displayed on the SELECTED NAVAIDS page (Ref. Para. A.).
D. Inertial Reference Alignment
(1) General
Inertial reference (IR) alignment calculations may only be carried out on ground before takeoff. To perform
IR alignment the selector switches on the ADIRS CDU must be set from OFF to NAV mode. There is one
switch per IRS. Then the pilot can enter the current aircraft coordinates either using the ADIRS CDU or via
the MCDU INIT A page. The aircraft position is sent to all the IRSs being in align mode. When entered
through the ADIRS CDU, the aircraft position is reflected on the MCDU INIT A page.
(Ref. Fig. 22-72-00-15700-A - IR Alignment Architecture)
(2) Entry through the INIT A page
(a) First alignment
Upon access, the INIT A page is blank. The pilot may enter a position directly in fields 4L, 4R or by
inserting a company route (or a FROM/TO in which case the origin airport reference point coordinates
are displayed in 4L, 4R.
(Ref. Fig. 22-72-00-15900-A - Position Coordinates Entry)
Then, if at least one IRS is in alignment status, a prompt ALIGN IRS appears in line 3R. If the pilot
presses the 3R line select key, the coordinates are sent to the IR which are in alignment status, and the
prompt ALIGN IRS is cleared.
(b) Position modification
The pilot may modify the position on the MCDU by slewing actions or by new entries in field 4L, 4R.
If the alignment calculations are not yet achieved on any IRS, then the ALIGN IRS prompt reappears
on the MCDU and is displayed until the pilot sends the modified position to the IRSs (from MCDU or
ADIRS CDU). Else the RESET IRS TO NAV message is displayed on the MCDU.
Resetting at least one IRS to alignment status on the ADIRS CDU clears the message and the prompt
ALIGN IRS re-appears on the MCDU and is displayed until the pilot selects the modified position
(through the ADIRS CDU or the MCDU INIT A page).
(c) Particular cases
. If one IRS becomes in alignment status whatever the state of the other two IRS, then the ALIGN
IRS prompt appears on the INIT A page so that the pilot may send the reference position to the
IRS which requests for the alignment.
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.
E.
The prompt is displayed until a position is sent through the ADIRS CDU or the MCDU INIT A
page.
Note that the reset of an IRS to NAV (which is the action to switch from NAV to OFF and then
to NAV) is equivalent to a first request for alignment, and induces same mechanizations.
Leg Transitions
(1) General
The FMGC guides the aircraft in both lateral and vertical axes. The lateral guidance is responsible for the
construction of a lateral path of the active primary flight plan. This lateral path consists of the active leg
path geometry to be used to control the aircraft and the multiple leg geometry which is used for generating
EIS displays.
The lateral path is made of geometric legs and transitions between the legs. The available types of legs for
which guidance may be provided are defined in 22-71-00 and are as follows:
. great circle course
. planar magnetic course
. magnetic heading
. circular arc (AF leg, HX legs).
(2) Transition types
There are five types of transitions.
(a) Type I is a curved path transition between two fix referenced legs (FX or XF) that terminate and begin
at the same point.
(Ref. Fig. 22-72-00-16300-A - Type I Transition CF, TF)
It is performed with a constant turn radius. The nominal bank angle is then corrected to take ground
speed evolution into account.
(b) Type II is a next course capture between two fix referenced legs (which are not connected) or from a
heading/course leg (VX or CX legs) to a fix referenced leg.
(Ref. Fig. 22-72-00-16500-A - Type II Transition)
Substitution of a type II transition for a type I transition can also occur under the following conditions:
. an overfly has been specified for the active leg
. a turn direction is specified for the next leg which causes course change of greater than 180 deg.
(except for PX, AF, HX)
. course change between active and next leg is less than or equal to 3 deg. or more than or equal to
175 deg.
. distance between the termination of the active leg and the path of the next leg is greater than 1
NM.
The type II transition captures the path of the next leg by using the fixed path control law.
A type II transition is used to capture the parallel offset path.
When the parallel offset is cancelled, a type II is again used to capture the original flight plan.
(Ref. Fig. 22-72-00-16600-A - Parallel Offset Capture)
Transitions to holding patterns are also type II transitions. These are three types of entries:
. direct entry
. teardrop entry
. parallel entry
The type is determined by the region from which the aircraft will cross the holding pattern fix.
(Ref. Fig. 22-72-00-16700-A - Transitions to Holding Pattern : Determination of Entry Type)
1
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Direct entry : The aircraft captures either turn number 1 or outbound leg using a type II
transition.
(Ref. Fig. 22-72-00-16800-A - Direct Entry)
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2
Teardrop entry : The aircraft captures a 30 deg. intercept course from the holding pattern fix and
holds this course until the distance from the holding fix is equal to 1.15 times the outbound leg
distance (fixed path control law).
Then, the aircraft performs a circular arc (turn control law) (constant turn radius, course change
= 180 deg.) before capturing the inbound leg using a type II transition.
(Ref. Fig. 22-72-00-16900-A - Teardrop Entry)
Parallel entry : the aircraft captures a parallel course to the inbound course using a type II
transition (fixed path control law).
Then, it initiates a circular arc (constant turn radius, course change = 180 deg.) (turn control
law) before capturing the inbound leg following a type II transition.
(Ref. Fig. 22-72-00-17000-A - Parallel Entry)
(c) Type III is a transition onto a heading leg (VX legs). In that case, a capture is performed to the desired
heading.
(Ref. Fig. 22-72-00-17100-A - Type III Transition CF - VA)
(d) Type IV is a transition onto a direct type leg (DF). A circular arc path is used to capture the great
circle course of a DF leg. This type of transition is also used to capture a fix referenced leg from a VI
or CI leg.
(e) Type V is a transition onto course legs that are not fix referenced (CA, CD, CR legs).
Transition types are given in the table of leg transition types
Key for Leg Transition Types Table:
2: The IF is part of the next leg. No transition exists.
3: NAV is disengaged in discontinuity. No transition exists.
4: Both legs must have the same radius. No transition exists.
(3) Use-display
To define a path the active, next and third legs are checked to determine the required transitions. Based on
the path definition, the FMGC produces the leg geometry and the active leg path geometry.
The ACT LEG PATH GEOMETRY is used to control the aircraft and consists of the active leg, the next
leg and the transition between them.
The LEG GEOMETRY is used in generating the EIS F-PLN display.
In all cases, it consists of the active leg, next leg and transition between them.
However, if the transition between the next leg and the third leg is a type III or type V, it is also displayed
with the third leg.
F.
Displayed Parameters - Path Errors

(1) General
The FMGC computes for display on the EIS or on the MCDU, lateral references, lateral path errors, also
used in the lateral control laws and leg sequencing logic, and destination distance for performance.
(2) Lateral references
(a) Definition
(Ref. Fig. 22-72-00-17900-A - PF Leg (Procedure Turn))
The position reference parameters are as follows:
. Bearing to go : bearing to go from the current aircraft position to the leg termination point.
. Distance to go : direct distance to go from the current aircraft position to the leg termination
point.
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@A318/A319/A320/A321
.
.
Time to go : time to go from the current aircraft position to the leg termination point. Time to go
is always the distance to go divided by the current ground speed.
Desired track : current tangent for the active leg.
NOTE :
If the current leg termination is not a fixed waypoint, distance to go, time to go and bearing to
go are referred to the predicted termination (altitude, VOR radial, distance to a navaid).
NOTE :
If the current leg is a manual termination leg, only the desired track is computed.
(b) Display of positions reference parameters

Bearing to go and distance are displayed on both EIS and MCDU.
Time to go and desired track are only displayed on EIS.
(3) Lateral path errors
(a) Definition
The FMGC computes a crosstrack error and a track angle error for control of the aircraft along the
lateral path also for determination of lateral path capture and leg sequencing.
. The TRACK ANGLE ERROR is always the difference between the DESIRED TRACK and the
TRUE TRACK.
. The CROSSTRACK ERROR to a course leg is the perpendicular distance to the leg.
(Ref. Fig. 22-72-00-18200-A - Lateral Path Error on Straight or Great Circle Path)
. The CROSSTRACK ERROR to a circular arc is the difference between the distance from the A/C
position to the turn center and the turn radius of the arc.
(Ref. Fig. 22-72-00-18300-A - Lateral Path Error on Circular Path)
This definition applies for all circular arcs in holding patterns (HX legs) or AF legs.
(b) Display
Only the CROSS TRACK ERROR is displayed on the EIS (nav display).
(4) Destination distances
(a) Definition
The FMGC computes the distance to destination (DIST TO DEST) and direct distance to destination
(DIRECT DIST TO DEST). It also computes the ALONG TRACK DIST TO GO used for performance
computations.
. The DIRECT DIST TO DEST is the distance along a great circle path connecting the A/C
position to the LOC capture point or runway axis intercept point and then to destination runway
(Ref. 22-73).
. The ALONG TRACK DIST TO GO is the distance along the active leg from the point where
CROSSTRACK ERROR is computed to the leg termination point.
. The DIST TO DEST is a sum of the lateral leg distances in the flight plan beginning with the
active leg termination and the ALONG TRACK DIST TO GO as defined above.
(b) Display
The DIST TO DEST and DIR DIST TO DEST are output for display on the MCDU.
The DIST TO DEST is displayed on F-PLN page on the MCDU, in line 6 dedicated to the destination.
(5) Influence of transitions
The lateral reference parameters defined in Para. (2) depend on the type of leg as the path errors. But only
the desired track and path errors depend on the type of transition. The influence is given hereafter.
. Type I : Time to go, bearing to go, distance to go are referred to the active leg termination.
Desired track and crosstrack errors are computed for the curved path of the transition.
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.
.
.
.
G.
Type II : Distance to go, time to go, bearing to go, crosstrack error, desired track are all referenced to
the path to be captured.
For holding pattern entries, distance to go, time to go, bearing to go are referred to the holding fix.
Crosstrack error and desired track are always referenced to the associated part of the entry path that
guidance is currently controlling. When an entry ends in a type II transition, they are referenced to the
inbound course of the leg.
Type III : The parameters are referenced to the heading leg.
Type IV : All parameters except crosstrack error and desired track are referenced to the next leg at the
start of transition.
Crosstrack error and desired track are referenced to the arc until sequencing of the arc.
Type V : All parameters are referenced to the course leg.
NAV Guidance Mode

(1) NAV mode engagement conditions
Lateral auto pilot modes available are: (Ref. 22-12-00-00)
. autocontrol
. heading/track control.
When lateral autocontrol is selected, four modes are available:
. RWY
. NAV
. LOC (capture/track) and LAND
. GO AROUND.
Only NAV mode is managed by the FM.
(a) Autocontrol mode (NAV)
This mode is armed if the pilot pushes the FCU heading/track selector knob (FCU : Flight Control
Unit).
Autocontrol engagement depends upon whether the aircraft is within the capture zone of the active
leg.
This capture zone is unlimited for heading/track legs (VX or CX legs except CF leg), this means that if
LAT AUTO control is armed while one of these legs is active, it is immediately engaged.
For fixed path legs, the capture zone is a 1 NM wide zone around the active leg, or at the capture
point which allows a comfortable F-PLN capture without overshoot. If the aircraft is within the capture
zone, then autocontrol is engaged (FCU heading/track display is dashed).
Else, the previously selected HDG/TRK remains displayed and modifiable on the FCU until autocontrol
is engaged.
In this case, if the track corresponding to the selected heading/track intercepts the F-PLN before the
TO waypoint, the F-PLN becomes as shown in the following figure.
Else the flight plan remains as original.
(Ref. Fig. 22-72-00-19000-A - NAV Engagement)
(Ref. Fig. 22-72-00-19100-A - NAV Engagement Display)
Note that performing a DIR TO revision engages NAV if it was not active.
When autocontrol is active, the aircraft flies the flight plan as defined by the displays on the MCDU
and on the ND (except when LOC mode is active).
The autocontrol engagement state is checked each time one of the following events occurs :
. autocontrol is selected via the FCU
. a F-PLN change occurs which affects the active leg
. a parallel offset is entered or cancelled.
If the lat autocontrol is deactivated, the control reverts to heading/track control and the heading or
track is synchronized with the current one before loss of the autocontrol.
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(b) Heading/track control
Heading/track is engaged if the pilot chooses a target by means of the heading/track selector knob
and pulls the knob. The FCU displays the selected heading or track. Selection of heading or track
mode is done via the HDG-V/S/TRK-FPA selection pushbutton switch on the FCU.
In heading/track mode, the flight plan remains active without modification.
On ND, the flight plan becomes dashed. Leg sequencing is automatic as if LAT AUTO CONTROL
remained active.
(2) En route and terminal area guidance submodes (NAV mode engaged)
The various guidance submodes in these areas are:
. lateral path for geographical path legs
. heading for heading legs
. track for course legs
(a) Guidance mode selection
The selection of the submode is determined according to the leg type of the active leg or the
transition.
If the active leg is a heading leg (VX legs), the heading submode is requested.
If the active leg is a course leg (CX legs except CF leg), the track submode is requested.
If the active leg is not a heading leg or a course leg (except CF leg), the lateral path submode is
requested.
This mode is deactivated if one of the following events occurs:
. lateral autocontrol is lost
. active leg is VX or CX leg (except CF leg)
. LOC capture, LOC track, LAND or GA track mode is engaged
. active primary flight plan is lost.
(b) NAV control law parameters
When NAV is engaged, the determination of the control law to be used depends on the type of leg and
transition.
. If the active leg is a course leg (CX except CF leg), the TRACK control law is used to capture and
hold the track target.
. If the active leg is a heading leg (VX legs), the HEADING control law is used to capture and hold
the heading target.
. else, the horizontal path control law is used to guide the A/C on the path. The nominal bank
angle computed using the leg geometry is corrected by XTK and TKE values.
For transitions, the lateral control law also depends on the type of transition:
. Type I : The nominal bank angle is adjusted by XTK, TKE values to follow the defined arc.
. Type II : Crosstrack error (XTK) and track angle error (TKE) are used to capture the desired track
and then the fixed path control law is used (for holding pattern entries, Ref. Para. E.(1)).
. Type III : The heading control law is used to capture and hold the heading target.
. Type IV : The horizontal path control law is used for both the circular path and the straight path
leg.
. Type V : The track control law is used to capture and hold the track target.
The lateral control law used to capture a leg, when NAV is engaged, depends on the leg to be
captured.
. For heading legs, the heading control law is used to capture the desired heading.
. For course legs (except CF leg), the track control law is used to capture the desired track.
. For a DF leg, the horizontal path control law is used.
. For other legs the crosstrack error is compared to the crosstrack limit. If crosstrack error is greater
than crosstrack limit, then the heading control law is used to hold the current heading until the
crosstrack error equals the crosstrack limit when the horizontal path control law is used to capture
the leg. In this case, Nav only engages at that time.
Else the horizontal path control law is immediately used to capture the leg.
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If the flight plan is changed while in a capture procedure, the capture rules are superseded by the
control law that would normally apply for the new active leg.
(3) Approach area guidance submodes
In approach area, there are two types of guidances :
. RNAV regrouping lateral path, heading, track submodes
. ILS (LOC)
(a) RNAV guidance
This mode may be used on any leg of a VOR, RNAV or NDB approach.
The submodes used for the guidance in approach are the same as for the enroute case : lateral path,
heading, track, and are as defined in para. G.(2)(a).
(b) ILS (LOC) mode
ILS guidance may be used only on final LOC segments. Before this point, RNAV guidance may be
used. This mode computed in FG part, is selected through FM part if one of the following conditions
occurs :
. an ILS or LOC only approach is selected in the active flight plan at destination
. any RMP is set to NAV mode
. no destination, or no approach, or a runway only approach exists in the active flight plan at the
destination
. no flight plan is active
When RNAV guidance is selected for approach and an ILS/LOC is tuned on the MCDU RADNAV
page, the message CHECK APPR GUIDANCE is displayed once on the MCDU and the EIS at the
moment when the A/C is at 100 NM of the top of descent or DES phase is active. It is displayed when
the APPR phase is active.
The message is cleared when conditions for display are no longer true or if a pilot clears it.
The PERF APPR page displays the DH field when ILS guidance has been selected.
The MDA/MDH field is always displayed on the PERF APPR page, and entry always possible.
(Ref. Fig. 22-72-00-19400-A - LAT REV Page and Perf APPR Page)
The following logic is used to ensure the capture of the LOC axis in case of deficient navigation
computations:
Condition A:
. LOC mode is armed for 3 s at least
and
. ILS approach is selected in the flight plan
and
. NAV is engaged
and
. ILS actually selected frequency is equal to the F-PLN ILS frequency
and
. the aircraft is at less than 20 NM from the LOC station.
If condition A is false, current FM processing continues. If not, two cases must be considered.
Assuming that:
. TKAC is the aircraft present track
. PHI is the aircraft present inclination
. TKLOC is the LOC bearing,
Condition B:
TKAC + 0.7 * PHI - TKLOC ! > 20 deg.
If condition B is true, that means in most of the cases that the difference between LOC bearing and
aircraft track is greater than 20 deg., then the current guidance mode is retained until LOC capture is
active.
If not, the A/C captures and holds a selected track until LOC capture.
The difference between the LOC bearing and selected track is then equal to 20 deg.
AES
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(Ref. Fig. 22-72-00-19500-A - ILS Precapture)
H. Flight Plan Sequencing
(1) Flight plan display
The flight plan is automatically sequenced when a leg switch occurs upon transition from the active leg to
the next leg.
From a display point of view, the F-PLN pages are automatically slewed when the leg switch occurs with
the FROM waypoint at the top of the page.
The TO waypoint becomes the FROM.
However, a pseudo waypoint or marker (flight plan discontinuity...) may not scroll into the FROM waypoint
if it is crossed. Instead, the FROM waypoint remains as it is, and the pseudo waypoint is no longer
displayed.
(Ref. Fig. 22-72-00-19900-A - F-PLN Sequencing)
The point at which the F-PLN sequences depends on the type of transition :
. Type 1 transition : the leg switch occurs when the aircraft crosses the bissector.
. Type 2 transition : the leg switch occurs when the aircraft reaches the active leg termination point
(altitude - radial - distance to a fix). In case of entry into a HX, leg switch occurs when the aircraft
crosses the perpendicular to the active leg at its termination point.
. Type 4 transition : the leg switch to a DF leg occurs when the aircraft crosses the perpendicular to the
active leg at its termination point. The leg switch from a CI or VI leg occurs when the aircraft reaches
the CI or VI termination point where it begins the fix referenced leg capture.
(2) Flight plan with a manual holding pattern (HM)
(Ref. Fig. 22-72-00-20000-A - Holding Pattern Display on MCDU)
(a) When the hold is not active, it is ignored for predictions:
. the computed hold speed is displayed on F-PLN page.
(b) When the aircraft is within the deceleration segment:
. the hold is still ignored for predictions. However the deceleration to the hold speed and
acceleration back to ECON are predicted
. the predicted speed at entry is the hold speed in speed auto control, or the manual speed target in
speed manual control.
The IMM EXIT prompt is displayed on the line of the HM.
(c) The hold is active:
. predictions assume the aircraft will fly one complete circuit
. predicted UTC of exit is displayed at the termination fix
. predicted altitude of the A/C at the termination fix is displayed adjacent to it.
If the pilot selects the prompt IMM EXIT, then IMM EXIT function is activated.
If selection is done when aircraft is within deceleration segment, the guidance transitions to the next
leg following the holding pattern when the aircraft reaches the deceleration segment termination point.
If selection is done when aircraft is within the holding, then the aircraft flies a truncated holding
pattern and at the holding fix sequences to the next leg following the holding pattern.
(Ref. Fig. 22-72-00-20200-A - Holding Pattern Mechanization IMM EXIT)
In both cases, the prompt IMM EXIT* is replaced by a prompt RESUME HOLD*.
(Ref. Fig. 22-72-00-20300-A - Holding Pattern Exit - MCDU)
This prompt remains displayed until the next leg following the holding pattern becomes active.
It allows the pilot to reinsert the holding pattern. If it is selected, the prompt IMM EXIT* reappears.
AES
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AES
FIGURE 22-72-00-12500-A SHEET 1

STATIONS POSITIONS
(NDB)
VOR BEARING
DME DISTANCES
1 TO 5
IRS 3
IRS 2
IRS 1
RADIO POSITION
AND RADIO ERROR
ESTIMATION
UPDATE
GPIRS POSITION
SELECTION
INERTIAL POSITION
MIXING AND
INERTIAL ERROR
ESTIMATION
CORRECTED
INERTIAL POSITION
AND VELOCITY
RADIO POSITION AND VELOCITY

+ RADIO ERROR ESTIMATE
POSITION
+ INERTIAL ERROR ESTIMATE

GPIRS POSITION
INERTIAL POSITION AND VELOCITY
LOC
POSITION
(NDB)
LOC
DEVIATION
LOC UPDATE
POSITION
FMGC POSITION
AND VELOCITY
CLASS OF NAVIGATION
@A318/A319/A320/A321
** On A/C 008-099
N_MM_227200_0_AZP6_01_00
22-72-00 PB001
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** On A/C 008-099
DME/DME
D2
D1
DME2
DME1
AMBIGUITY RESOLVED
VOR/DME
N
BEARING
DIST
N_MM_227200_0_CAM6_01_00
AES
FIGURE 22-72-00-12700-A SHEET 1

Radio Positions
22-72-00 PB001
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MIXED IRS POSITION
COMPUTED BIAS
FMGC
POSITION
N_MM_227200_0_CBM6_01_00
AES
FIGURE 22-72-00-12800-A SHEET 1

FMGC Position
22-72-00 PB001
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** On A/C 008-099
LOC CENTER BEAM

LOC DEV
UPDATED POSITION
PREVIOUS COMPUTED POSITION
N_MM_227200_0_CCM6_01_00
AES
FIGURE 22-72-00-12900-A SHEET 1

Localiser Updating
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** On A/C 008-099
1 . ACCESS TO PROG
PAGE
2 . ENTRY OF A
FIX(FRZ)
AIRCRAFT POSITION IS UPDATED
N_MM_227200_0_AEM6_01_00
AES
FIGURE 22-72-00-13000-A SHEET 1

Position Updating
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>
1 ACCESS TO TAKE OFF PAGE (PERF)
>
2 PILOT ENTRY OF TAKE OFF SHIFT
N_MM_227200_0_AFP6_01_00
AES
FIGURE 22-72-00-13100-A SHEET 1

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** On A/C 008-099
BRT
DIR
PROG
PERF
INIT
DATA
<
<
<
<
<
(IF FITTED)
N_MM_227200_0_ABP6_01_00
AES
FIGURE 22-72-00-13200-A SHEET 1

POSITION MONITOR Page Acces
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** On A/C 008-099
POSITION MONITOR
4610.2N/00618.3E
FMGC1
3IRS/DME/DME
4610.2N/00618.8E
FMGC2
3IRS/DME/DME
4610.1N/00618.2E
RADIO
4609.7N/00618.0E
MIX IRS
IRS 1
IRS 3
NAV 0.4
NAV 0.2
IRS 2
NAV 0.4
SEL
FREEZE
NAVAIDS
SELECTED NAVAIDS
VOR/DME
FRZ
AUTO
115.20
DESELECT
[ ]
VOR/DME
NIZ
115.10
VOR/DME
TOP
115.40
DESELECT
GPS
RETURN
NAVAID
IDENT
STATION DEC
FRZ
01W
CLASS
VORDME
LAT/LONG
4401.8N/01100.3E
FREQ
115.20
ELV
4340
FIG OF MERIT
(130NM)
RETURN
N_MM_227200_0_ACP6_01_00
AES
FIGURE 22-72-00-13400-A SHEET 1

22-72-00 PB001
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1 . ACCESS TO PROG PAGE

2 . ENTRY OF A FIX (FRZ) IN SCRATCH PAD
3 . AS FOLLOWS:
ECON
DES
AF5612
CRZ
OPT
1L
FL290
FL350
REC MAX
2L
REQD
DIST
TO
LAND=
70NM
DIR
DIST
TO
DEST=
89NM
FL390
1R
2R
3L
3R
BRG
4L
UPDATE
5L
[
VOR1
6L
/ DIST
ATH
TO
4R
AT
5R
HIGH
/ FREQ
/ 114.40
FREQ
117.20
VOR2
DDM
6R
FRZ
ECON
DES
AF5612
CRZ
OPT
1L
FL290
FL350
REC MAX
2L
REQD
DIST
TO
LAND=
70NM
DIR
DIST
TO
DEST=
89NM
FL390
3L
/ DIST
025
4L
UPDATE
[
VOR1
6L
2R
3R
BRG
5L
1R
ATH
115
FRZ
TO
4R
AT
5R
]
/ FREQ
/ 114.40
HIGH
FREQ
VOR2
117.20
/ DDM
6R
N_MM_227200_0_ADM6_01_00
AES
FIGURE 22-72-00-13600-A SHEET 1

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IRS
POSITION
EXISTS
NO
NO
NAV
YES
SEE SHEET 2
APPROACH
A/C
IN EN ROUTE
OR TERMINAL
AREA
EN ROUTETERMINAL
GPS
AVAILABLE
AND
REASONABLE
YES
NO
/
AVAILABLE
AND
REASONABLE
NO
NO
NO
/
AVAILABLE
AND
REASONABLE
YES
/
ESTIMATED
ERROR
IRS
ERROR
YES
INERTIAL
ONLY
VOR/DME
INERTIAL
DME/DME
INERTIAL
GPS
INERTIAL
N_MM_227200_0_AGP6_01_00
AES
FIGURE 22-72-00-14000-A SHEET 1

22-72-00 PB001
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AES
FIGURE 22-72-00-14000-A SHEET 2

DME/DME
INERTIAL
YES
YES
VOR/DME
INERTIAL
YES
/
AVAILABLE
ON SPECIFIED
VOR/DME
NO
/
AVAILABLE
AND
REASONABLE
NO
22-72-00 PB001
INERTIAL
ONLY
NO
/
AVAILABLE
AND
/ ERROR
IRS ERROR
NO
GPS
AVAILABLE
AND
REASONABLE
OTHER
GPS
INERTIAL
NO
YES
GPS/LOC
INERTIAL
YES
DME/DME
INERTIAL
NO
DME/LOC
INERTIAL
YES
NO
NO
VOR/DME
INERTIAL
NO
LOC DATA
AVAILABLE AND
REASONABLE
VOR/LOC
INERTIAL
YES
NO
LOC
INERTIAL
YES
INERTIAL
ONLY
NO
SEE SHEET 1
LOC DATA
AVAILABLE AND
REASONABLE
/
AVAILABLE
REASONABLE AND
ERROR
IRS
ERROR
YES
/
AVAILABLE
AND
REASONABLE
LOC DATA
AVAILABLE AND
REASONABLE
YES
GPS
AVAILABLE
AND
REASONABLE
ILS/LOC
YES
LOC DATA
AVAILABLE AND
REASONABLE
APPR TYPE ?
APPROACH
@A318/A319/A320/A321
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N_MM_227200_0_AGP6_02_00
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GS
TAS
OL
AVD
TILT
VOR1
CGC M
AGN
NAV ACCUR UPGRAD
N_MM_227200_0_AHM6_01_00
AES
FIGURE 22-72-00-14300-A SHEET 1

Class of Navigation
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FMGC 1
FMGC 2
B VOR 1
VOR 2 B
A
ADF 2 B
A (IF FITTED)
B DME 1
FMGC 2 FAIL DISCR
RMP 2 NAV DISCR.
RMP 2
RMP 2 NAV BUS
RMP 1 NAV BUS
RMP 1 NAV DISCR.
RMP 1
MANAGEMENT BUS
RMP 2 NAV CONTROL
RMP 1 NAV CONTROL
MANAGEMENT BUS
FMGC 1 FAIL DISCR.
FMGC 1
DISC
FMGC 2
MCDU 2
DISC
MCDU 1
DME 2 B
ILS 1
ILS 2
B ADF 1
N_MM_227200_0_AJP6_01_00
AES
FIGURE 22-72-00-14700-A SHEET 1

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GS 388 TAS 394
LMG/013
93 NM
18:35
249/16
OL
ANG
CDN
AMB
AVD
2 30
VOR1
CGC R
135 .5NM
GAI
AGN
. 2R
VOR 1RMP SELECTION
N_MM_227200_0_AKM6_01_00
AES
FIGURE 22-72-00-14900-A SHEET 1

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RADIO NAV PAGE
PROGRESS PAGE
N_MM_227200_0_ALM6_01_00
AES
FIGURE 22-72-00-15100-A SHEET 1

Manual Selection through RADIO NAV Page and PROG
Page
22-72-00 PB001
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May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
GS 388 TAS 394
LMG/013
93 NM
18:35
249/16
OL
ANG
CDN
AMB
AVD
2 30
VOR1
CGC M
135 .5 NM
GAI
. 2R AGN
VOR 1 : MANUAL SELECTION

THROUGH MCDU
N_MM_227200_0_AMM6_01_00
AES
FIGURE 22-72-00-15200-A SHEET 1

22-72-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
MCDU 1
MCDU 2
FMGC 1
FMGC 2
FMGC 1 MANAGEMENT
ADIRS BUS
FMGC 2 MANAGEMENT
BUS C
BUS C
ADIRS BUS
ADIRS 1
2
3
IRS
CDU
N_MM_227200_0_ANM6_01_00
AES
FIGURE 22-72-00-15700-A SHEET 1

22-72-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ENTRY OF LAT/LONG
ENTRY OF FROM/TO
IN 4L4R
OR CO RTE
>
>
>
N_MM_227200_0_APM6_01_00
AES
FIGURE 22-72-00-15900-A SHEET 1

22-72-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
INBOUND COURSE
ABC
CF LEG
INITIAL
TURN
POINT
OUTBOUND COURSE
FINAL TURN POINT
TRANSITION
TF LEG
DEF
DURING THE TRANSITION, THE NOMINAL BANK ANGLE

IS MODIFIED TO TAKE INTO ACCOUNT THE GROUND SPEED.
SO THAT THE TURN RADIUS IS CONSTANT.
N_MM_227200_0_AQM6_01_00
AES
FIGURE 22-72-00-16300-A SHEET 1

22-72-00 PB001
Page 35
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ACTUAL
TRACK
COMMANDED BANK ANGLE

IS LIMITED BY THE ROLL
LIMITS
ALTITUDE
TERMINATION
FIXED PATH
CONTROL LAW
DESIRED
TRACK
FA LEG
FIX LEG
CAPTURE
CF LEG
ABC
DEF
FIXED WAYPOINT
TERMINATION
N_MM_227200_0_ARM6_01_00
AES
FIGURE 22-72-00-16500-A SHEET 1

Type II Transition
22-72-00 PB001
Page 36
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ACTIVE LEG
TRANSITION
FIXED PATH
CONTROL LAW
PARALLEL OFFSET
CAPTURE
N_MM_227200_0_ASM6_01_00
AES
FIGURE 22-72-00-16600-A SHEET 1

22-72-00 PB001
Page 37
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
TEARDROP
ENTRY REGION
DIRECT ENTRY
REGION
INBOUND LEG
HOLDING
PATTERN
FIX
70
ABC
TURN NO. 1
TURN NO. 2
PARALLEL ENTRY
REGION
OUTBOUND LEG
N_MM_227200_0_AUM6_01_00
AES
FIGURE 22-72-00-16700-A SHEET 1

Transitions to Holding Pattern : Determination of Entry
Type
22-72-00 PB001
Page 38
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
CAPTURE OUTBOUND LEG
INBOUND LEG
TURN NO. 2
45
HOLDING PATTERN FIX
CAPTURE TURN NO. 1
TURN NO. 1
OUTBOUND LEG
N_MM_227200_0_AVM6_01_00
AES
FIGURE 22-72-00-16800-A SHEET 1

Direct Entry
22-72-00 PB001
Page 39
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FINAL
TURN
POINT
CAPTURE INBOUND LEG

TYPE II
TRANSITION
INBOUND
LEG
TURN
CENTER
HOLDING
PATTERN
FIX
70
30
TURN
RADIUS
TURN
RADIUS
INITIAL
TURN
POINT
OUTBOUND
LEG
DISTANCE
N_MM_227200_0_AWM6_01_00
AES
FIGURE 22-72-00-16900-A SHEET 1

Teardrop Entry
22-72-00 PB001
Page 40
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
INITIAL
TURN
POINT
1.15 OUTBOUND
LEG DISTANCE
OFFSET HOLDING PATTERN FIX

TYPE II TRANSITION
PARALLEL
COURSE
XTK
INBOUND
LEG
TURN
CENTER
TURN
RADIUS
HOLDING PATTERN FIX
70
TYPE II
TRANSITION
FINAL
TURN
POINT
TURN
CENTER
TURN
RADIUS
OUTBOUND
LEG DISTANCE
N_MM_227200_0_AXM6_01_00
AES
FIGURE 22-72-00-17000-A SHEET 1

Parallel Entry
22-72-00 PB001
Page 41
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
INBOUND
COURSE
HEADING
ABC
FINAL
TURN POINT
VA LEG
CF LEG
TRANSITION
ALTITUDE
TERMINATION
N_MM_227200_0_AYM6_01_00
AES
FIGURE 22-72-00-17100-A SHEET 1

22-72-00 PB001
Page 42
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ABC
DEF
TYPE IV
FA
DF LEG
TRANSITION
ALTITUDE
TERMINATION
INITIAL
TURN POINT
FINAL
TURN
POINT
TURN RADIUS
IS FROZEN
VOR
VOR RADIAL
INTERCEPT
POINT
CF LEG
NEW DESIRED
COURSE
INBOUND
COURSE
ABC
CR
VOR RADIAL
FINAL TURN POINT
TRANSITION
TYPE V
N_MM_227200_0_AZM6_01_00
AES
FIGURE 22-72-00-17200-A SHEET 1

22-72-00 PB001
Page 43
May 01/12
Revision n: 40
AES
FIGURE 22-72-00-17300-A SHEET 1

L
E
G
F
R
O
M
.
.
.
.
.
.
.
.
PPOS
DISC
.
V
.
II
VR
IV
II
CD
IV
II
VD
II
CA
VI
VA
II
II
II
II
II
IV
II
II
CF
VM
TF
II
HF
II
HA
FM
PF
FA
II
DF
IF
CR
HM
II
IV
CA
CI
CF
CD
AF
AF
22-72-00 PB001
.
CI
CR
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
IV
DF
II
IV
II
II
II
II
II
II
II
IV
II
II
FA
.
.
II
II
II
II
II
II
II
II
HA
II
IV
II
II
II
II
II
II
II
IV
II
II
FM
II
II
II
II
II
II
II
II
HF
II
II
II
II
II
II
II
II
HM
TO LEG
IF
II
II
II
PF
II
II
II
TF
.
.
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
VD
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
VA
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
VI
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
VM
III
III
III
III
III
III
III
III
III
III
III
III
III
III
III
23
VR DISC PPOS
@A318/A319/A320/A321
** On A/C 008-099
N_MM_227200_0_ATM6_01_00
Page 44
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
MAG NORTH
BEARING TO GO
DISTANCE TO GO
A/C
POSITION
(TIME TO GO)
ABC
MAG NORTH
CROSS TRACK
ERROR
DESIRED
TRACK
CF LEG
N_MM_227200_0_BAM6_01_00
AES
FIGURE 22-72-00-17800-A SHEET 1

22-72-00 PB001
Page 45
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
TRUE NORTH
MAG NORTH
B
TRUE NORTH
MAG NORTH
C
INITIAL TURN POINT
A/C POSITION 2
A/C
POSITION
TURN CENTER
D
MAG NORTH
TRUE NORTH
B
TRUE NORTH
FINAL TURN POINT
B
C
A/C
POSITION 1
MAG NORTH
D
C
A/C POSITION 4
D
PROCEDURE
TURN FIX
AAA
A BEARING TO GO
B DESIRED TRACK (TRUE TRACK)
C CROSSTRACK ERROR
D DIST TO GO (TIME TO GO)
N_MM_227200_0_BBM6_01_00
AES
FIGURE 22-72-00-17900-A SHEET 1

22-72-00 PB001
Page 46
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
DESIRED TRACK
GS 201 TAS 200

330 / 20
BEARING TO GO
VOR APP
FF33R
ATH
DLG/ 065
5.8 NM
18:35
DISTANCE TO GO
TIME
TO
GO
(+CLOCK TIME)
DLG
LGAT
33R
.5R
CROSS TRACK
ERROR
D 130M
VOR 1
114, 4
12 .5 NM
ND EFIS
BEARING TO GO
5612
FROM
UTC
1L
D130M
1833
C071
BRG065
2L
DLG
3L
FF33R
1835
TRK330
V33R
1837
C330
4L
LGAT33R
EGN
DEST
6L
LGAT33R
3000
1R
200/ 3000
2R
DISTANCE TO GO
6NM
6
170/ 2000
3R
7
1840
90
4R
1846
5R
UTC
DIST EFOB
1840
19 8 4
GA
5L
SPD/ALT
135/
15
6R
MCDU
N_MM_227200_0_BCM6_01_00
AES
FIGURE 22-72-00-18000-A SHEET 1

22-72-00 PB001
Page 47
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
TRUE
NORTH
TRUE TRACK
AIRCRAFT
POSITION
CROSSTRACK
ERROR
TRUE
NORTH
DESIRED TRACK
CF LEG
TRACK ANGLE ERROR
ABC
N_MM_227200_0_BDM6_01_00
AES
FIGURE 22-72-00-18200-A SHEET 1

22-72-00 PB001
Page 48
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
END OF ARC
TRUE
NORTH
TRUE NORTH
A
B
C
A/C POSITION
CROSSTRACK
ERROR
TURN
RADIUS
BEGINNING
OF ARC
TURN
CENTER
A TRUE TRACK
B DESIRED TRACK
C BEARING FROM AIRCRAFT TO TURN CENTER
N_MM_227200_0_BEM6_01_00
AES
FIGURE 22-72-00-18300-A SHEET 1

22-72-00 PB001
Page 49
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
LEG TERMINATION
A/C POSITION
+
A/C POSITION
D4
D3
D1
ALONG TRACK
DIST TO GO
D2
DESTINATION
ACTIVE LEG
TERMINATION POINT
ALONG TRACK DISTANCE TO GO

N_MM_227200_0_BFM6_01_00
AES
FIGURE 22-72-00-18500-A SHEET 1

22-72-00 PB001
Page 50
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099

AND SHALL ENGAGE
ND BEFORE AUTOCONTROL
IS ARMED
TO
TO
INTCP
CAPTURE POINT WHICH

ALLOWS A CAPTURE
WITHOUT OVERSHOOT
FROM
FROM
NAV ENGAGEMENT A/C INTERCEPT ACTIVE LEG

AND SHALL NOT ENGAGE
TO
FROM
NAV ENGAGEMENT A/C DOES NOT INTERCEPT ACTIVE LEG
N_MM_227200_0_BGM6_01_00
AES
FIGURE 22-72-00-19000-A SHEET 1

NAV Engagement
22-72-00 PB001
Page 51
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
(FCU) 2
LATERAL CONTROL MODE IS HEADING CONTROL FLIGHT PLAN IS DASHED.
THE PILOT PUSHES THE FCU HEADING/TRACK KNOB, THE HEADING TRACK
WINDOW BECOMES DASHED.
NAV AUTOCONTROL IS ARMED AND IS ENGAGED WHEN THE AIRCRAFT

REACHES THE CAPTURE POINT.
N_MM_227200_0_BHM6_01_00
AES
FIGURE 22-72-00-19100-A SHEET 1

22-72-00 PB001
Page 52
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
APPR
DEST
QNH
1L
FLP
1015
F=163
TEMP
2L
SLT
S=196
0=236
ALT
135
1R
MDA
2R
367
3R
DH
CONF3
4R
FULL
5R
VLS
127
PREV
6L
FINAL
ILS33R
LDG CONF
4000
VAPP
5L
CLEAN
[ ] /[ ]
TRANS
4L
RETR
[ ]
MAG WIND
3L
RETR
NEXT
PHASE
PHASE
6R
PERF.APPR PAGE
(ILS APPROACH)
N_MM_227200_0_BKM6_01_00
AES
FIGURE 22-72-00-19400-A SHEET 1

22-72-00 PB001
Page 53
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
LOC BEARING
LOC MODE IS
ARMED FOR 3 SECONDS
AT LEAST
20 DEG
LOC CAPTURE
IS ENGAGED
DESTINATION
TRACK ERROR BETWEEN LOC BEARING AND

CURRENT TRACK IS LESS THAN 20 DEGREES
WHEN LOC MODE IS ARMED
N_MM_227200_0_BLM6_01_00
AES
FIGURE 22-72-00-19500-A SHEET 1

ILS Precapture
22-72-00 PB001
Page 54
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
*
*
FPLN
IS
SEQUENCED
*
(T/C) IS A
MARKER
FPLN
IS
SEQUENCED
N_MM_227200_0_BMM6_01_00
AES
FIGURE 22-72-00-19900-A SHEET 1

F-PLN Sequencing
22-72-00 PB001
Page 55
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
A
AF5612
FROM
UTC
1L
XYZ
1020
BRG
2L
AAA
SPD/ALT
136
1025
9000
1R
230/ 5500
2R
17NM
HOLD
3L
HOLD R
SPD
3R
210
C236
4L
AAA
4R
15
5L
BBB
DEST
6L
LGAT33R
1027
230/ 3500
UTC
DIST EFOB
5R
8.4
6R
9000
1R
210/ 6000
2R
1045
944
UTC
SPD/ALT
AIRCRAFT ENTERS
INTO DECELERATION
SEGMENT
B
AF5612
FROM
1L
XYZ
1020
BRG
2L
AAA
136
1025
HOLD
3L
HOLD R
SPD
IMM
210
C236
4L
AAA
7NM
EXIT
3R
4R
15
5L
BBB
DEST
6L
LGAT33R
1028
230/ 3500
UTC
DIST EFOB
1043
934
UTC
SPD/ALT
5R
8.4
6R
6000
1R
AIRCRAFT ENTERS
INTO HOLDING
PATTERN
C
AF5612
FROM
1L
AAA
1025
HOLD
2L
HOLD R
SPD
C236
3L
AAA
IMM
210
EXIT
2R
10NM
/ 5000
3R
230/ 3500
4R
1029
15
4L
BBB
1032
12
5L
CCC
DEST
6L
LGAT33R
1041
230/ 2000
UTC
DIST EFOB
1047
944
8.3
5R
6R
N_MM_227200_0_BNM6_01_00
AES
FIGURE 22-72-00-20000-A SHEET 1

22-72-00 PB001
Page 56
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
A/C IS WITHIN DECELERATION SEGMENT
AAA
DECELERATION
SEGMENT
XYZ
BBB
AAA
AIRCRAFT TRANSITIONS TO NEXT LEG TO BBB
BBB
XYZ
A/C IS WITHIN HOLDING PATTERN
AAA
BBB
AAA
TRUNCATED HOLDING PATTERN

LEG SEQUENCES
BBB
N_MM_227200_0_BPM6_01_00
AES
FIGURE 22-72-00-20200-A SHEET 1

22-72-00 PB001
Page 57
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PILOT PRESSES
"IMM EXIT * "
PROMPT.
*
N_MM_227200_0_BQM6_01_00
AES
FIGURE 22-72-00-20300-A SHEET 1

22-72-00 PB001
Page 58
May 01/12
Revision n: 40
@A318/A319/A320/A321

OPERATION
** On A/C 003-007
1.
General
The vertical functions and performance computations are available from a defined lateral and vertical flight plan.
They enable:
. optimization of the vertical profile inside all limitations (such as speed envelope and constraints),
. estimation of fuel consumption and corresponding time,
. guidance according to the optimized vertical profile.
Flight phases enable flight plan sharing in order to isolate different computations and guidance modes. They are
given with appropriate switching logics.
Then speed generation is described, with first speed envelope, reference and optimized speeds to be used in
predictions and guidance in SPEED AUTO CONTROL mode. And then follows manual speed mechanization for
MCDU preselection, FCU display and guidance in SPEED MANUAL CONTROL mode.
The vertical flight plan management deals with computation of flight plan predictions and vertical guidance. A phaseby-phase description is followed by specific rules which apply in SPEED MANUAL CONTROL (FCU selected speed),
VERTICAL MANUAL CONTROL (V/S, FPA, OPEN CLB, OPEN DES, EXP CLB or EXP DES modes) and
LATERAL MANUAL CONTROL (HDG or TRK mode).
Additional computations are also given, which are used by previous functions in normal cases (altitude, fuel, weight
management) or in special cases (engine out, holding, alternates).
AES
22-73-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
2.
System Description
A.
Flight Phases
(Ref. Fig. 22-73-00-12600-A - Vertical F-PLN Definition)
(Ref. Fig. 22-73-00-12700-A - Flight Phase Display on PERF and PROG Pages)
(1) Introduction
The flight plan is divided into several flight phases for which specific operations, predictions and guidance
are defined.
These flight phases are predicted to be for the active Primary F-Plan (flight phase logic is described in
Para. 2.A.(2)):
PREFLIGHT : aircraft on ground, primary flight plan data are entered
TAKEOFF
: initial climb from the origin runway up to acceleration
altitude
CLIMB
: from acceleration altitude up to the top of climb at the
cruise flight level. It can include a climb speed limit,
and several altitude and speed constraints
CRUISE
: from the top of climb to the top of descent. It can include
a step climb or a step descent if a step flight level is
defined
DESCENT
: from the top of descent down to the DECEL point, which is
the start of decelerated approach. It can include a descent
speed limit and several speed, altitude and flight path
angle constraints
APPROACH : from the DECEL point down to the destination (runway
threshold, airport or missed approach point). It can include
several speed, altitude and flight path angle constraints
GO AROUND : missed approach procedure
DONE
: aircraft on ground, primary flight plan data are cleared.
Except for the first and last ones, each of these flight phases is displayed in the title of the PERF page
which is accessed when the PERF key is pushed. When present flight phase is PREFLIGHT or DONE, the
PERF key action gives access to the TAKEOFF PERF page. The same display of the flight phase is
repeated in the title of the PROG page.
See following figure for a typical vertical trajectory where all phases are involved only once.
(2) Flight Phase Transitions

The following flight phase transitions are possible:
------------------------------------------------------------------------------!
FROM
!PREFLIGHT!TAKEOFF!CLIMB!CRUISE!DESCENT!APPROACH!GO AROUND!DONE!
! TO
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------!(1) PREFLIGHT !
!
!
!
!
!
!
! X !
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(2) TAKEOFF
!
X
!
!
!
!
!
!
! X !
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(3) CLIMB
!
!
X
!
!
X !
X
!
X
!
X
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(4) CRUISE
!
!
! X !
!
X
!
X
!
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(5) DESCENT
!
!
! X !
X !
!
!
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(6) APPROACH !
!
! X !
X !
X
!
!
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
AES
22-73-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
!(7) GO AROUND !
!
! X !
X !
X
!
X
!
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(8) DONE
!
!
X
! X !
X !
X
!
X
!
X
!
!
------------------------------------------------------------------------------Conditions for flight phase transition to:
(a) PREFLIGHT phase
This flight phase becomes active when INIT or PERF key is pushed in DONE phase.
(b) TAKEOFF phase
It becomes active when ground speed or engine rate reaches takeoff rate, from DONE or PREFLIGHT
phase.
(c) CLIMB phase
CLIMB becomes active from TAKEOFF or GO AROUND flight phases when the aircraft altitude
increases above the acceleration altitude or at pilot engagement of a vertical autopilot mode other than
SRS.
CLIMB is also recovered from DESCENT, APPROACH or CRZ phases each time the aircraft altitude
becomes lower than the (possibly new) cruise altitude (except if there is a preplanned step).
(d) CRUISE phase
It becomes active from CLIMB, DESCENT or APPROACH phase each time the aircraft altitude
becomes greater than or equal to the (possibly new) cruise altitude.
(e) DESCENT phase
It becomes active from CRUISE or CLIMB phases when the aircraft (not too far from the destination)
begins a descent to a clearance altitude below the cruise altitude without preplanned step.
(f) APPROACH phase
. It becomes active from DESCENT when the aircraft has passed the DECEL point, the aircraft
altitude is not too high and NAV mode is engaged.
. It can also be activated manually from CLIMB, CRUISE, DESCENT or GO AROUND phase when
the CONFIRM APPR PHASE prompt is selected on the PERF page.
(Ref. Fig. 22-73-00-12900-A - Manual Activation of APPROACH Flight Phase)
(g) GO AROUND phase
It becomes active from the APPROACH phase when the PITCH GO AROUND mode is engaged.
(h) DONE phase
It becomes active from any other phase than PREFLIGHT when engines are stopped on ground. In
addition, it may become active from APPROACH flight phase as soon as sufficient time has elapsed
with aircraft on ground.
B.
Speed Generation
(1) Optimization
Several reference and optimum speeds are used for MCDU display, for performance computation and for
guidance when SPEED AUTO CONTROL is active. They are takeoff, approach and go around speeds,
optimum climb, cruise and descent speeds, and situational speeds (as expedite and holding pattern speeds).
(a) Takeoff, approach and go around speeds
The takeoff reference speeds (F, S or VFTO) are computed from the TOGW value if one exists. If
there is no TOGW value, these speeds are not computed.
Before transition to approach, the approach reference speeds (VLS, VAPP, VFTO, S and F) are
computed from the gross weight value predicted at the destination, if a destination is defined, or from
the current gross weight value, if a destination is not defined. At transition to approach phase, the
speeds are computed from the current gross weight value and are frozen.
Wind at destination is taken into account for VAPP computation. VLS is computed according to the
selected landing configuration.
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Before transition to go around, the go around reference speeds (F, S and VFTO) are equal to the
corresponding approach speeds. After transition to go around the speeds are computed using the
current gross weight value.
They are displayed on the corresponding PERF pages.
(Ref. Fig. 22-73-00-13300-A - F, S and VFTO Display on PERF Pages)
On the PERF TAKEOFF page, additional speeds may be entered by the pilot. These speeds are taken
into account for prediction and guidance ; they are the decision speed (V1), the rotation speed (VR)
and the reference speed for initial climb (V2). V1 and V2 are displayed on the PFD speed scale.
On the PERF APPROACH page, WIND and LDG CONF fields must be entered for accurate
estimation of VAPP and VLS.
(b) Optimum speeds
All speeds defined in this paragraph are computed within the speed envelope. The lower limit is the
maximum between the minimum selectable speed (VLS) and the green dot speed (VFTO). The upper
limit is the maximum performance speed, which is the smallest of:
. VMAX = maximum selectable speed (0.2 g buffet margin)
. VMO-10 kts or MMO-0.02
. VMX CRZ = maximum speed held in level flight with max cruise thrust.
Climb, cruise and descent Optimum speeds are optimized (within above speed envelope) according to:
. the aircraft weight (GW) and center of gravity (CG)
. the cost index (CI)
. the cruise flight level (CRZ FL)
. the wind and temperature models.
If there is no gross weight value defined, the optimum speed is not computed. If there is no cost index
or cruise flight level selected, the speeds default to VFTO.
Climb optimum speed is a CAS/MACH pair which is frozen at transition to CLIMB phase. It is
updated if cost index, cruise flight level or meteorological data are modified during climb.
Cruise optimum speed is optimized along the cruise, and is updated in real-time according to the actual
flight conditions. In level flight, it is a MACH above FL 250, else it is a CAS. Step speed is a
CAS/MACH pair : the CAS is computed with the lower CRZ FL, the MACH with the higher CRZ FL.
Descent optimum speed is a MACH/CAS pair which is frozen at transition to DESCENT phase. Prior
to descent, it can be superseded by pilot entry.
GO AROUND optimum speed is VFTO.
(c) ECON speeds
(Ref. Fig. 22-73-00-13400-A - ECON Speed/Mach Display on PERF Pages)
The ECON speeds are the optimum speeds described above, limited to the applicable speed constraints
and limits at actual or predicted aircraft position.
The ECON speed corresponding to the nearest point for each flight phase is displayed on related PERF
page below the ECON prompt. For the descent, the ECON prompt is replaced by AUTO SPEED if the
optimum descent speed has been superseded by the pilot entry.
Time constraint option:
When a time constraint has been entered in the flight plan, the ECON speeds are adjusted between the
origin or current aircraft position and the time constraint waypoint, within applicable constraints/limits
and aircraft speed enveloppe, to attempt meeting the time constraint.
(d) EXPEDITE speeds
Expedite climb speed is the maximum speed between the maneuver speed (VMAN = F, S or VFTO
according to present configuration) and VLS.
Expedite descent speed is the minimum speed between VMAX (which takes into account VFE of the
current configuration and VLE when the landing gear is extended), VMO-10 and MMO-00.2.
(e) Holding pattern speeds
The holding speeds are defined as the minimum of:
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.
.
.
.
ICAO limitations
Max endurance speed
Nav data base holding pattern speed constraint (if one exists)
Any flight plan speed constraints or limits that apply to the holding pattern.
The predicted speed at the entry fix, if the holding pattern is in approach, beyond the DECEL
point.
They are displayed on the FLIGHT PLAN A page.
(Ref. Fig. 22-73-00-13500-A - Hold Speed Display (in Line 2))
Before the holding fix is overflown, the Max Endurance speed is computed assuming a clean
configuration. During the holding leg, the Max Endurance speed is calculated using the current aircraft
configuration.
(2) Manual Speeds
(a) Preselection
A manual speed can be preselected on the appropriate PERF page for CLIMB or CRUISE flight phase,
before the corresponding phase becomes active.
Only a CAS entry is allowed for CLIMB phase; however the MACH value corresponding to the CAS at
the MANUAL crossover altitude (Ref. Para. (b) below) is displayed if the CRZ FL is undefined or
greater than the MANUAL crossover altitude.
Either a CAS or a MACH entry is allowed for CRUISE phase.
(b) MANUAL crossover altitude law (MAN XALT)
(Ref. Fig. 22-73-00-13700-A - Manual Crossover Altitude Law)
MAN XALT is defined as a function of Mach (M):
. M less than or equal to 0.8:
MAN XALT = FL305
. M more than 0.8 and less than or equal to MMO:
MAN XALT = FL305 + (MOXALT - FL305) (M - 0.8) / (MMO - 0.8)
where MOXALT is the crossover altitude of (VMO, MMO) and FL305 is the crossover altitude of
(300, 0.8).
AES
In the case of speed mode preselection (Ref. para. (a) above), the speed value which has to be
displayed in the FCU window and used for guidance is initially the entered CAS for CLIMB phase,
the entered CAS or Mach for CRUISE phase.
To select directly a manual speed (CAS or Mach), the only way is the FCU speed window, where
the entered value is considered available only when speed manual is engaged and the value has
remained constant for 2 seconds. Nevertheless, the FCU speed value is displayed also on the PERF
page of active phase. If SPEED AUTO CONTROL is active, no manual speed is defined.
Following rules apply for display and guidance:

a
A/C in CLIMB phase

FCU CAS entry
. If the crossover altitude corresponding to the CAS is above A/C ALT and below CRZ FL
at T/C, the system computes and displays the corresponding Mach value on the MCDU.
. If it is not, no Mach is defined.
FCU Mach entry
. No CAS is computed.
A/C in DESCENT phase

FCU Mach entry
. If the crossover altitude corresponding to the Mach is below A/C ALT, the system
computes and displays the corresponding CAS value on the MCDU.
. If it is not, no CAS is computed.
FCU CAS entry
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4
No Mach is computed.
A special rule applies for descending in CLIMB phase or climbing in DESCENT phase:
a
A/C in CLIMB phase if:

. a Mach is selected on FCU (and no CAS is defined).
. A/C ALT is at or above the crossover altitude corresponding to the Mach value.
. A/C V/S is negative.
. CLR altitude is below crossover altitude, the system computes and displays the
corresponding CAS on the MCDU.
A/C in DESCENT phase if:

. a CAS is selected on FCU (and no Mach is defined).
. A/C ALT is at or below the crossover altitude corresponding to the CAS value.
. A/C V/S is positive.
. FCU altitude is above crossover altitude, the system computes and displays the
corresponding Mach on the MCDU.
Following rules deal with automatic reference switch on FCU during CLIMB or DESCENT phases.
a
CAS ----> MACH if:

. a CAS is selected on FCU.
. the corresponding Mach is defined on MCDU.
. A/C V/S positive.
. A/C ALT is equal to the corresponding crossover altitude.
The FCU display and the guidance speed become the defined Mach.
MACH ----> CAS if:

. a Mach is selected on FCU.
. the corresponding CAS is defined.
. A/C V/S negative.
The FCU window display and the guidance speed become the defined CAS.
(c) Speed envelope (used for predictions)

Manual speeds are limited in the computation of predictions by the following speed envelope defined:
. for the Minimum speed as VLS
. for the Maximum speed as the smallest speed of:
. VMAX
. VMO/MMO
. VMX CLB = maximum speed which can be held with Max Climb thrust in level flight.
NOTE :
C.
In case of engine out, VMX CLB is replaced by VMCT (maximum speed which can be held
with MAX continuous thrust on one engine and the other windmilling with anti ice on or off
with respect to current conditions).
Vertical F-PLN Management

(1) Overview
The vertical F-PLN management provided by the FMS mainly consists of two tasks which are computations
of predictions and vertical guidance.
(a) Overview of predictions
The FMS is in charge of predicting aircraft performance along the active flight plan.
From the current state of the aircraft and of its environment, these predictions are computed versus
defined lateral path, predicted atmospheric conditions and flight strategy defined for each flight phase.
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The current state of the aircraft is defined by : GW, CG, position, altitude, speed, active control modes
(auto/manual in lateral, vertical (Ref. NOTE) and speed). Its environment includes time, wind and
temperature.
The lateral path considered is composed of all lateral legs and leg transitions except HM leg which is
initially supposed not to be flown. But once the aircraft sequences the entry fix, a complete holding
pattern is supposed to be flown and predictions assume the aircraft will exit the holding when
overflying the fix again.
If there is a lateral discontinuity between two points in the flight plan, predictions assume the aircraft
will fly directly between the two points (direct distance is used).
The flight strategy is defined phase by phase in Para. (2) below. When lateral path, vertical path or
speed is in manual control, specific assumptions are used which are described in Para. (3), (4) and (5)
below.
These computations involve the use of a performance data base which contains aero/engine models of
the aircraft and atmospheric models.
1
Display of predictions
(Ref. Fig. 22-73-00-14100-A - Display of Predictions)
Some data resulting from computing the predictions are displayed on the MCDU.
The flight plan pages display predicted time, speed, altitude and remaining fuel at each waypoint
and pseudo-waypoint of the flight plan.
Extra and remaining fuel at each fixed waypoint are displayed on the VERT REVISE page.
Time and remaining fuel at destination are displayed on the FUEL PRED, CLIMB, CRUISE and
DESCENT PERF pages.
Before transition to TAKEOFF phase, time predictions are in ETE if there is no ETT or time
constraint in the F-PLN, otherwise they are in UTC format.
After transition to TAKEOFF phase, time predictions are in UTC format.
Speed predictions are in CAS or MACH according to the target used.
Altitudes predictions are in feet below transition altitude and in flight levels above.
Update of predictions
Predictions are regularly updated according to current aircraft parameters.
Moreover, they are recomputed in case of modification of:
. lateral flight plan (new waypoint, new dest, etc.).
. vertical flight plan (cruise altitude, constraints, etc.).
. entered predicted atmospheric conditions (wind, temperature).
. cost index.
. speed control (manual/auto).
In that case, during recomputation time, predictions are dashed on the MCDU pages, and pseudowaypoints are removed from the MCDU and ND.
(b) Overview of vertical guidance

1
AES
Modes
FM vertical guidance modes are CLB, DES, and FINAL. They can be used only in LATERAL
AUTO CONTROL.
. CLB mode is used to climb up to FCU selected altitude, while observing altitude constraints.
. DES mode is used to descent down to FCU selected altitude according to a precomputed
vertical flight path, also observing altitude constraints.
. FINAL mode can be used on a non-precision approach : VOR, NDB, or RNAV, to descend
below FCU selected altitude on the vertical flight path.
SPEED AUTO CONTROL can be engaged at any time. Except in EXP CLB, EXP DES or SRS
mode, it allows the aircraft to fly at the optimum speed according to the selected cost index, while
observing speed limits, and in LATERAL AUTO CONTROL, speed constraints, ICAO limits and
holding pattern speeds.
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2
Submodes
Selected submode determines which control law is used to guide the aircraft. When CLB, DES, or
FINAL mode is engaged, selected submode can be:
------------------------------------------------------------------!Elevator target! SPEED ! VPATH ! VPATH !
FPA
!
V/S
!
!-----------------------------------------------------------------!
! Thrust target ! THRUST ! THRUST ! SPEED ! SPEED ! SPEED !
------------------------------------------------------------------!
CLB mode
!
X
!
!
!
!
!
!---------------!---------!---------!---------!---------!---------!
!
DES mode
!
X
!
X
!
X
!
X
!
X
!
!---------------!---------!---------!---------!---------!---------!
!
FINAL mode !
!
!
X
!
!
!
------------------------------------------------------------------VPATH is an FM pitch control law which can perform path captures or maintain the aircraft on
the vertical flight path. Submode switching can occur only when DES mode is engaged.
3
Targets
In SPEED AUTO CONTROL, the FM determines SPEED TARGETS for display on the PFD,
except in SRS mode. For guidance they are lower limited to the VMAN and VLS transmitted by
the FAC, except when the landing configuration is extended. (VMAN is VFTO in clean
configuration, S with slats out, F with flaps out).
a
in LATERAL AUTO CONTROL: aircraft speed follows the predicted speed profile. Speed and
time constraints, limits and holding pattern speeds are observed. When a deceleration is
required for a holding pattern, or (in DESCENT) for a speed constraint or limit, the speed
target steps down ahead of time to anticipate the deceleration distance.
in LATERAL MANUAL CONTROL: speed constraints, which are tied to the lateral path, are
not taken into account. Only speed limits are observed below their specified altitude. The
aircraft anticipates decelerations as required.
In CLB, DES, or FINAL mode, the FM provides the V/S, FPA, THRUST, and PITCH targets
in accordance with the selected submode. In CLB mode, the THRUST TARGET is the
maximum available thrust. In DES mode when SPEED-THRUST or VPATH-THRUST
submode is selected, it is IDLE thrust.
When CLB or DES mode is armed or engaged, the FM computes an ALTITUDE TARGET if
level flight is required for an altitude constraint (except during CRUISE phase or when
altitude constraints are ignored). It is displayed on the PFD altitude scale, and is used for
ALT ACQ mode engagement (the previous mode, CLB or DES is then armed for automatic
re-engagement after the constraint is passed). Note that FCU selected altitude always has
priority over the FM altitude target.
(2) Phase-by-Phase Presentation

(a) PREFLIGHT phase
AES
Predictions
Predictions for the active primary flight plan are computed from origin to destination, provided
that takeoff weight, CI, and CRZ FL have been entered.
Before the engines are started, predictions are based on entered ZFW and block; thereafter
computed FOB is used.
Guidance
The following modes are armed automatically when at least one FD is engaged:
. ALT if FCU ALT less than or equal to ACCALT, CLB otherwise
. NAV if a Primary F-PLN exists and no HDG preset as been made
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(b) TAKEOFF phase
(Ref. Fig. 22-73-00-14300-A - Display of Takeoff Parameters)
(Ref. Fig. 22-73-00-14400-A - F-PLN Predictions)
1
Takeoff parameters
a
Takeoff speeds
Before pushing the throttle control levers forward, the pilot must enter the takoff speeds (V1,
VR, V2) on the PERF TAKEOFF page.
V1, V2, once defined, are displayed on the PFD speed scale.
V2 is also used as target speed for guidance during takeoff (the SRS control law targets V2
+ 10kts).
The system also computes the flap retraction, slat retraction and final takeoff speeds versus
takeoff gross weight. These speeds are displayed on the PERF TAKEOFF page (Ref. Para.
2.B).
Takeoff thrust
During preflight, the pilot may enter a Flex Takeoff temperature on the PERF TAKEOFF
page. If entered, the value is sent to the FADECs.
During takeoff, if the throttle control levers are set on the Flex Takeoff position, the ECU
uses the Flex Takeoff temperature to compute the Takeoff thrust.
Takeoff altitudes
Thrust reduction and acceleration altitudes are displayed on the PERF TAKEOFF page.
Their definition and revision rules are given in 22-71-00.
Flap/slat and THS position at takeoff

The pilot can enter the flap/slat and THS position for display only.
All these parameters are frozen after transition to Takeoff phase.
Predictions
Takeoff predictions are based on the assumption that the aircraft will climb using takeoff thrust
(either MAX TAKEOFF or FLEX TAKEOFF) maintaining a CAS of V2 plus 10 kts until reaching
the thrust reduction altitude. At the thrust reduction altitude, the thrust is decreased to the MAX
CLB value and V2 plus 10 kts is maintained until the aircraft reaches the ACCELERATION
ALTITUDE which is the assumed end of the takeoff phase.
Guidance
. The only vertical guidance mode during TAKEOFF is SRS: if another mode is engaged, there
is a flight phase transitions to CLIMB.
. At thrust reduction altitude the CLB indication flashes on the PFD until the throttle control
levers are set to CLB.
. At acceleration altitude, there is a flight phase transition to CLIMB. If CLB mode is armed:
CLB mode engages if NAV mode is engaged, if not, OPEN CLB mode engages.
(Ref. Fig. 22-73-00-14500-A - Takeoff)
(c) Climb
1
AES
Predictions
Predictions are based on an optimum climb strategy taking all climb constraints into account.
The optimum climb is performed by holding the Max climb thrust and ECON speed (i.e. optimum
or time constraint speed limited by all applicable climb speed constraints and speed limit).
But if this climb is above an AT or AT OR BELOW constraint, a level segment is inserted at the
constraint altitude until the constraint point. No specific strategy applies to satisfy AT OR
ABOVE constraints.
In case of conflict between constraints, the first (laterally) encountered has priority.
(Ref. Fig. 22-73-00-14600-A - Predicted CLIMB Profile)
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2
Guidance
a
CLB mode
It can be armed or engaged in LATERAL AUTO CONTROL, below FCU selected altitude. It
is normally armed when CLIMB phase becomes active, and it engages at once unless there is
an altitude constraint at acceleration altitude.
When a level off is required for an altitude constraint, ALT ACQ mode is engage
automatically and CLB mode is armed for automatic re-engagement when the constraint is
passed.
(Ref. Fig. 22-73-00-14800-A - Level off for an Altitude Constraint)
When CLB mode is engaged, SPEED-THRUST submode is selected: speed is held with the
elevators and maximum available thrust is targeted.
SPEED AUTO CONTROL

The speed target is the ECON climb speed.
In LATERAL MANUAL CONTROL, only the climb speed limit is observed.
(Ref. Fig. 22-73-00-14700-A - Climb - Crossing the Speed Limit Altitude)
In LATERAL AUTO CONTROL, speed and time constraints, ICAO limits and holding
pattern speeds are also observed.
The speed target can be a CAS or a MACH, depending on aircraft altitude relative to the
corresponding AUTO crossover altitude.
(d) Cruise
(Ref. Fig. 22-73-00-14900-A - Step Climb)
AES
Predictions
Cruise predictions are based on the aircraft flying level at the cruise altitude using the appropriate
thrust to maintain the optimum cruise speed. If a step climb or descent exists in the F-PLN, it is
taken into account in the cruise predictions.
Steps are assumed to be flown maintaining step speed and:
. for step descent : - 1000 ft/mn
. for step climb : Max climb thrust.
When the aircraft is not in level flight at the cruise flight level, it is assumed to be flying a step.
Guidance
a
FM vertical modes
CLB or DES mode can only be engaged manually, in LATERAL AUTO CONTROL,
respectively below or above FCU selected altitude. Mode arming is not possible. Engagement
of CLB mode initiates a step-climb. Engagement of DES mode initiates a step-descent if a
step exists in the flight plan or if the destination is far away, otherwise transition to
DESCENT phase occurs.
. if CLB mode is engaged, SPEED-THRUST submode is selected: speed is held with the
elevators and maximum available thrust is targeted
. if DES mode is engaged for a step-descent, V/S-SPEED submode is selected: V/S =
-1000 ft/mn is held with the elevators and speed is held with thrust.
SPEED AUTO CONTROL

The speed target is the ECON cruise speed, limited to the climb speed limit when applicable
(in LATERAL AUTO CONTROL, a time constraint is taken into account). It is continuously
updated according to current flight conditions.
. in level flight at the cruise flight level, it is a MACH above FL250, otherwise it is
converted to a CAS
. in level change from one cruise flight level to another, it can be the CAS of the lower
cruise flight level, or the MACH of the higher one, depending on aircraft altitude relative
to the corresponding AUTO crossover altitude
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the DECELERATE message is displayed beyond the top of descent.
(e) DESCENT phase
AES
Descent parameters
(Ref. Fig. 22-73-00-15000-A - Display of Descent Parameters)
The following atmospheric data must be entered since they are used for descent path construction
and for predictions during descent and approach:
. cabin rate (on the DES FORECAST page) is used for repressurization segment construction
(the default value is -350 ft/mn)
. descent winds (on the DES FORECAST page) and the destination wind (on the PERF APPR
page) are used for path construction; destination wind is also used to compute VAPP. It is
also used by the FG for approach speed management
. destination temperature (on the PERF APPR page) is used to compute the Delta ISA for the
descent
. destination QNH (on the PERF APPR page) is used to compute a cabin rate and is
transmitted to the cabin pressure control system for cabin pressure management.
If the aircraft is in cruise within 180 NM of the destination and destination data (QNH, WIND,
TEMP) have not yet been entered, the ENTER DEST DATA message is displayed.
Theoretical descent path

a
General
Descent predictions and guidance are based on a theoretical descent path, which is an
altitude, speed and thrust profile, function of distance to destination. It is constructed
according to the entered atmospheric data, vertical and lateral F-PLN data: all descent
constraints are taken into account, and flight plan leg transitions are estimated. However
holding patterns (HM legs) are not taken into consideration. In case of conflict between
altitude constraints, priority is given to the highest one.
The descent path is computed backwards from the DECEL point (Ref. APPROACH phase
below) up to the CRUISE FLIGHT LEVEL, or aircraft lateral position (or HM exit fix it flying
an HM) if it is being recomputed during the descent.
It can consist of three parts:
(Ref. Fig. 22-73-00-15100-A - Theoretical Descent Profile Construction)
. a geometric path, if one is required to observe some altitude (or flight path angle)
constraints
. an idle path, if possible above the highest restrictive altitude constraint
. a repressurization segment, if necessary to meet the specified cabin rate.
Geometric path
If necessary, a geometric path is built from the DECEL point up to the highest altitude
constraint to which a vertical path based on the holding of IDLE thrust and descent speed
(ECON or AUTO, with regards to speed constraints and limits) cannot be constructed.
The geometric path altitude profile is composed of successive constant slope segments
defined to meet restrictive altitude and flight path angle constraints.
The geometric path speed profile is integrated backwards from the DECEL point assuming
altitude profile elevator control and thrust speed control in order to meet speed limits and
constraints.
Speedbrakes are assumed to be extended where necessary. However some of the segments
may be too steeps to be flown even with speedbrakes extended to mid travel, then a TOO
STEEP PATH marker is displayed on the F-PLN page to highlight the resulting profile
discontinuity, and the TOO STEEP PATH AHEAD message is displayed before the descent.
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Idle path
An idle path is built above the highest restrictive altitude constraint. It is based on the
holding of descent speed (ECON or AUTO, with regards to speed constraints and limits) and
theoretical thrust (IDLE + DELTA).
Repressurization segment
If it is necessary to meet the specified cabin rate, a repressurization segment is inserted at the
upper end of the idle path, based on the holding of descent speed and a vertical speed derived
If the specified cabin rate cannot be met, the computed value is displayed instead and the
message CHECK CABIN RATE is displayed before the descent.
(Ref. Fig. 22-73-00-15200-A - Repressurization Segment)
Recomputation of the theoretical descent path

The entire descent path must be recomputed to account for changes in the F-PLN or
atmospheric forecast data, prior to DESCENT phase if any of the following are modified:
. lateral F-PLN
. vertical F-PLN
. cost index
. descent forecast winds and cabin rate
. destination temperature, wind and preselected QNH
. descent optimum MACH or CAS
during DESCENT phase whenever:
. the lateral F-PLN is modified
. the vertical F-PLN is modified
. the aircraft enters an HM leg (holding pattern)
. the aircraft reaches a TOO STEEP path.
It is to be noted that unlike predictions, the path is not recomputed when SPEED CONTROL
mode is switched from AUTO to MANUAL (or vice versa). The path is computed assuming
SPEED AUTO CONTROL.
Predictions
Predictions assume the aircraft will fly the theoretical profile.
If the A/C is off that profile in altitude and/or speed, predictions suppose an immediate return to
the theoretical profile from A/C present position to interception of the profile in altitude and
speed.
The way to return to the profile depends on the current position of the A/C versus alt profile as
described below.
a
A/C above altitude profile (A/C beyond T/D).

Return to the profile is assumed to be performed with: idle thrust, speedbrakes extended to
mid travel, hold of the ECON descent speed plus a margin, until the interception of the
altitude profile.
The speed margin is equal to 20 kts above an optimum speed segment, to 5 kts above a
constrained speed segment.
(Ref. Fig. 22-73-00-15300-A - Return to Path Predictions)
A/C below altitude profile (A/C in DES phase)

If A/C is above the highest restrictive altitude constraint of the descent, hold of V/S = -1000
ft/mn and ECON descent speed until either the altitude of the constraint or interception of
the altitude profile.
If A/C is below the highest restrictive altitude constraint:
. When there is an AT or AT OR ABOVE alt constraint which applies at predicted A/C
position, level flight is flown with ECON descent speed until it is left behind.
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Otherwise hold of ECON descent speed and of a constant flight path angle equal to half
the angle described by the theoretical descent path at the A/C altitude.
This applies up to the predicted interception of the altitude profile.
AES
Consideration of HM leg
(Ref. Fig. 22-73-00-15400-A - Consideration of HM Leg in Predictions)
Before entering the HM leg, the holding is supposed to be flown.
When the aircraft is in the holding, predictions assume that the leg is flown at holding speed
with a vertical speed equal to - 1000 ft/mn until reaching a restrictive altitude constraint, the
FCU altitude or the exit fix. If FCU or constraint altitude is reached first, the rest of the
pattern is assumed to be flown level at that altitude.
If the predicted exit fix altitude is not on the theoretical descent profile, return to the path is
made according to the rules defined in previous paragraphs (A/C below profile; A/C above
profile).
Recomputation of predictions
Predictions are continually refreshed. They are recomputed whenever the theoretical path is
rebuilt, when SPEED CONTROL mode is changed, and at each HM fix overfly.
Guidance
a
Path reference
(Ref. Fig. 22-73-00-15500-A - DES Mode: Aircraft on Profile, in SPEED AUTO CONTROL)
Beyond the top of descent and during the descent, the vertical FLIGHT PATH ALTITUDE
corresponding to the computed altitude profile at the computed aircraft position is displayed
on the PFD altitude scale as a small magenta circle.
DES mode
It can be armed or engaged in LATERAL AUTO CONTROL, above FCU selected altitude,
only if a vertical path is defined or during a limited time while the path is being computed. If
the 20-second allowance is exceeded, a reversion to V/S or FPA mode occurs.
When a level off is required for an altitude constraint, ALT ACQ mode is engaged
automatically, and DES mode is armed for automatic re-engagement when the constraint is
passed. Predictions are normally used to determine whether a level off is necessary. However
while predictions are being computed, the system will target altitude constraints within a
limited altitude range. The AIRBRAKES message can be displayed on the PFD if the aircraft
is too high and is going to miss an altitude constraint, according to predictions.
In DES mode, guidance depends on computed aircraft position relative to the vertical flight
path and whether aircraft speed is correct.
Elevators are used to control the aircraft to the path. Thrust can be applied to prevent
underspeeding or to maintain speed. In case of overspeeding, the aircraft peels away above
path. Idle thrust and speed elevator control is used when the aircraft is above path to dive
back down. If the aircraft is below path, vertical speed or flight path angle elevator control is
used to converge towards the path, and speed is held with thrust. For an HM leg, V/S =
-1000 ft/mn is targeted once holding pattern speed is reached and held with thrust.
In SPEED AUTO CONTROL, to minimize throttle control levers movement, aircraft speed is
allowed to vary within a range which is displayed on the PFD, except when decelerating or
controling to an HM speed. The underspeed allowance is 20 Kts. The overspeed allowance is
20 Kts unless a speed constraint or limit applies, in which case it is only 5 Kts. The speed
range is limited from max (VMAN/VLS) to min (VMAX/VMO-3/MMO-0.006). On the idle
path, engines are allowed to remain at IDLE or IDLE+DELTA thrust within the speed range.
Return to path from above uses the maximum overspeed allowance.
In SPEED MANUAL CONTROL, there are no margins, FCU selected speed is maintained.
Selected submode can be:
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-------------------------------------------------------------------------!
! above path !on idle path ! on path or ! below ! below !
! DES MODE !
or
!(SPEED AUTO !underspeeding!geometric! path or !
!
!overspeeding!CONTROL only)! on idle path! path
! in an HM!
-------------------------------------------------------------------------!Elevator
!
SPEED
!
VPATH
!
VPATH
!
FPA
!
V/S
!
!target
!
!
!
!
!
!
!-----------!------------!-------------!-------------!---------!---------!
!Thrust
!
THRUST
!
THRUST
!
SPEED
! SPEED ! SPEED !
!target
!
!
!
!
!
!
-------------------------------------------------------------------------VPATH is an FM pitch control law which can perform path captures or maintain the aircraft
on the vertical flight path. The others are FG control laws, for which the FM can provide
targets. Submode switching can occur in case of underspeeding (to a SPEED thrust control
submode), overspeeding (to an idle THRUST submode), path capture (to a VPATH elevator
control submode), or while the path is being recomputed (VPATH-SPEED reverts to V/SSPD and VPATH-THRUST to SPEED-THRUST).
c
SPEED AUTO CONTROL

The speed target is the ECON or AUTO descent speed.
In LATERAL MANUAL CONTROL, only the descent speed limit is observed. In LATERAL
AUTO CONTROL, speed and time constraints, ICAO limits and holding pattern speeds are
also observed.
When a deceleration is required, the speed target steps down ahead of time to anticipate on
the deceleration distance. The speed target can be a MACH or a CAS, depending on aircraft
altitude relative to the corresponding AUTO crossover altitude.
When DES mode is armed or engaged, speed margins are used for display and guidance as
described above. The AIRBRAKES message is displayed on the PFD when a deceleration is
required above path or on a steep path segment, to request pilot action.
These figures:
(Ref. Fig. 22-73-00-15600-A - DES Mode: Aircraft on Idle Path, Underspeeding in SPEED
AUTO CONTROL)
(Ref. Fig. 22-73-00-15700-A - DES Mode: Aircraft above Profile - Hold of Upper Speed
Margin in SPEED AUTO CONTROL)
(Ref. Fig. 22-73-00-15800-A - DES Mode: Aircraft below Profile in SPEED AUTO CONTRL)
apply when DES mode and SPEED AUTO CONTROL are both active.
(f) APPROACH phase

1
AES
Approach parameters
(Ref. Fig. 22-73-00-15900-A - APPROACH Pages (APPR))
(Ref. Fig. 22-73-00-16200-A - FINAL Mode (A/C on Approach Profile))
a
Landing configuration
The landing configuration must be selected manually on the PERF APPROACH page. It can
be either FULL (by default) or configuration 3. It is used to compute approach speeds and is
transmitted to the GPWS.
Approach speeds
VFTO, F, S, VLS for the selected landing configuration and VAPP are computed and
displayed on the PERF APPROACH page.
VAPP can be modified by the pilot. When computed by the system,
VAPP = VLS + MAX(5, MIN(15,headwind x 0.3)) Kts,
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where headwind is the positive component on the runway axis of the destination wind
entered on the PERF APPR page.
c
Decision Height (DH) and Minimum Descent Altitude or Height (MDA/MDH)

When a RNAV, VOR or NDB approach exists in the flight plan, only MDA or MDH can be
entered. It is either MDA or MDH depending on FMGC pin programming. Otherwise DH can
also be entered and NO DH entry is allowed. DH and MDA or MDH entries are mutually
exclusive.
When defined, the pilot DH, MDA or MDH entry is displayed on the PFD during DESCENT
and APPROACH phases.
Theoretical approach profile

(Ref. Fig. 22-73-00-16000-A - Theoretical Approach Profile)
(Ref. Fig. 22-73-00-16100-A - Theoretical Approach Profile with an Intermediate Altitude
Constraint)
The theoretical approach profile is built according to flight plan altitude, flight path angle, and
speed constraints, backwards from the last point of the approach (runway threshold, missed
approach point or the airport) up to the DECEL pseudo-waypoint.
Constant slope segments are constructed for flight path angle constraints. The specified angle is
used unless an altitude constraint requires a higher slope.
Constant speed, idle thrust segments are constructed for level change between altitude
constraints, unless a flight path angle is specified.
VAPP is held up to 1000 ft AGL. To compute the speed profile from VAPP, idle thrust is
assumed with the right configuration to accelerate backwards to the descent speed, at which point
the DECEL is located.
Speed constraints are taken into account: constant speed segments are assumed, whenever
required, in order to meet them.
Predictions
Predictions are based on the theoretical approach profile, like in DESCENT phase and with the
same assumptions as for the geometric path.
Guidance
a
DES mode
It can be armed or engaged under the same conditions as in DESCENT phase. However,
there are no speed margins in approach. Depending on aircraft computed position and actual
speed, selected submode can be:
---------------------------------------------------------------------!
! above path !
!
!
below path
!
! DES mode !
or
! On path ! below path ! or in an HM
!
!
!overspeeding!
!
!
!
---------------------------------------------------------------------! Elevator !
SPEED
!
VPATH
!
FPA
!
V/S
!
! target
!
!
!
!
!
!-----------!------------!-----------!--------------!----------------!
! Thrust
! THRUST
!
SPEED
!
SPEED
!
SPEED
!
! target
!
!
!
!
!
---------------------------------------------------------------------b
AES
FINAL mode
(Ref. Fig. 22-73-00-16200-A - FINAL Mode (A/C on Approach Profile))
It can only be armed for a non-precision approach: VOR, RNAV or NDB, unless at least one
RMP is active.
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The system can engage the FINAL mode only in APPROACH phase, when the aircraft is
close enough to the lateral and vertical approach paths and beyond the DECEL point. FINAL
cannot be engaged unless a vertical approach path is defined. It is disengaged below MDA
minus 50 feet or if the vertical path is modified or if the last approach waypoint (runway or
MAP) is sequenced, and the autopilot is disconnected.
When the FINAL mode is engaged, VPATH-SPEED submode is selected: elevators are used
to control the aircraft to the path and speed is held with thrust. Pitch authority is limited
with regards to aircraft vertical acceleration and vertical speed. FCU selected altitude is
ignored.
When the FINAL mode is armed or engaged, the vertical flight path altitude at computed
aircraft position is displayed relative to aircraft altitude on a specific plus or minus 200 ft
precision V/DEV scale on the PFD.
c
SPEED AUTO CONTROL

Throughout approach phase, the FM transmits to the FG a display speed target equal to
VAPP, and a guidance speed target equal to VAPP lower limited to FAC maneuvering speed
(VFTO, S, or F), except when the selected landing configuration is extended: VAPP.
The FG uses the FM display and guidance speed targets which can be modified as a function
of measured headwind and the headwing component of the destination wind entered on the
PERF APPROACH page (Ref. 22-13).
(g) GO AROUND phase

1
Parameters
Flap retraction, Slat retraction, and VFTO displayed on the PERF GO AROUND page are
computed with predicted landing weight and CG. At transition to GO AROUND, they are
computed with current values and frozen.
Thrust reduction and acceleration altitude are also defined in a similar way as for TAKEOFF.
Predictions
Only destination predictions are provided. They assume level flight at FCU selected altitude with a
CAS of VFTO and no wind.
Guidance
. Transition to GO AROUND occurs upon SRS mode engagement.
. At thrust reduction altitude, the CLB indication flashes until the throttle control levers are set
to CLB.
. At acceleration altitude, OPEN CLB mode is engaged if the aircraft is below FCU selected
altitude.
. In SPEED AUTO CONTROL, when SRS mode is disengaged, the speed target is VFTO,
upper limited to speed constraints if NAV mode is engaged.
. CLB or DES modes are not available in GO AROUND phase.
(3) SPEED MANUAL CONTROL-Specific Rules

(Ref. Fig. 22-73-00-16400-A - Speed Preselection for Climb Phase)
The task of the FMS concerning manual speed selection, preselection and CAS/Mach switching at manual
crossover altitude is described in para. 2.B.
The following paragraphs give the effect of selection of speed manual mode on predictions and vertical
guidance.
(a) Effect on predictions
In the computation of predictions, the ECON speed is replaced by the FCU selected speed for the
actice phase and by a preselected manual speed for a future phase.
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In a more specific way, predictions assume that the selected speed will be maintained until the end of
the phase in cruise or until the next point where the ECON speed becomes greater than the FCU
selected speed or MCDU preset speed in CLIMB, or smaller than the FCU selected speed in
DESCENT. ECON speed is assumed thereafter.
(Ref. Fig. 22-73-00-16500-A - Manual Speed Selection - Effect on Predictions)
Furthermore, in descent, no speed margins are defined and return to pathfrom above is predicted based
on hold of selected FCU speed, idle thrust and speedbrakes extended to mid travel.
(b) Effect on guidance
. In speed manual control, the speed selected on the FCU is necessarily the target either on elevator
or on thrust with respect to the submode engaged.
Besides, the choice of mode, submode and the computation of the second target is as described for
speed auto control.
One exception is in Descent because no Speed margin may be defined ; the following logic applies
when DESCENT mode is active.
Guidance initially holds precomputed profile on elevator and FCU selected speed on thrust.
If the A/C speed gets 5 kts above target speed, the aircraft diverges from the descent profile
maintaining selected speed on elevator and idle thrust ; Descent path control is recovered if the
aircraft reintercepts the profile.
(Ref. Fig. 22-73-00-16600-A - DES Mode in SPEED MANUAL CONTROL : Aircraft on Profile)
(Ref. Fig. 22-73-00-16700-A - DES Mode in SPEED MANUAL CONTROL : Aircraft above Profile)
. If there is no Manual speed preselected for CRUISE phase, the message SET SPEED AUTO is
displayed on the MCDU and the PFD upon transition to CRUISE.
(Ref. Fig. 22-73-00-16800-A - Display of SET SPD AUTO Message in Case of no Manual Speed
Preselection for Next Phase)
. 30 seconds prior to a deceleration required for an HM leg (if the FCU selected speed is greater
than the holding speed precomputed by the system), the message SET HOLD SPEED is displayed
on the PFD and MCDU.
(4) VERTICAL MANUAL CONTROL - Specific Rules
VERTICAL MANUAL CONTROL means that either V/S, FPA, OPEN CLB, OPEN DES, EXP CLB or
EXP DES mode (if EXP function is fitted) is engaged.
There is no effect on MCDU flight plan predictions which do not take VERTICAL MANUAL
CONTROL into account.
. V/S, FPA, OPEN CLB, OPEN DES modes:
Speed target is determined by the system if SPEED AUTO CONTROL is active: it is then equal to
the ECON speed or holding speed.
(Ref. Fig. 22-73-00-17100-A - V/S in Descent (Aircraft above Profile))
. EXP CLB or EXP DES mode (if pushbutton switch is fitted):
The speed target is always determined by the FM as described in Para.B. when either mode is
engaged. (in EXP CLB: max (VMAN, VLS); in EXP DES: min (VMAX, VMO-10, MMO-0.02)).
(Ref. Fig. 22-73-00-17000-A - Expedite in Climb)
(5) LATERAL MANUAL CONTROL - Specific Rules
LATERAL MANUAL CONTROL means that either HDG, TRACK or RWY mode is engaged.
Predictions always assume an immediate return to the lateral flight plan with a 45 deg. intercept law.
Assumptions are as described for LATERAL AUTO CONTROL.
. CLB, DES or FINAL mode is not available in LATERAL MANUAL CONTROL
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.
V/S, FPA, OPEN CLB, OPEN DES mode:

If speed auto control is active, the target speed is the optimum speed limited by speed limit when
applicable (speed and time constraints are not considered since they are related to the lateral
path).
EXP CLB or EXP DES mode:
The speed target is always determined by the FM when either mode is engaged. (in EXP CLB:
max (VMAN, VLS); in EXP DES: min (VMAX, VMO-10, MMO-0.02)).
During Descent and Approach phases, the FMS computes the required distance to land (DIST TO
LAND), the direct distance to destination (DIST TO DEST) for display on the PROGRESS page.
Required distance to land:
It is the distance required to pass from the A/C present energy state to the landing energy state
(with respect to speed limit and final deceleration).
Distance to destination:
It is equal to the distance from the A/C present position to the LOC capture point (LCP) +
distance from the LCP to the runway threshold. In case of non ILS approach, the LCP is replaced
by the next to last approach waypoint.
(Ref. Fig. 22-73-00-17300-A - Required Distance to Land - Distance to Destination)
(Ref. Fig. 22-73-00-17400-A - LATERAL MANUAL CONTROL in Descent)
D. Other Computations
(1) GW, FOB and CG Revision Rules
The Gross Weight, the Fuel On Board and the Center of Gravity are displayed on the FUEL PRED page.
(Ref. Fig. 22-73-00-17800-A - Weight and Fuel Display)
These parameters correspond to current values.
GW, FOB and CG are also used as initial conditions for all performance and prediction computation before
engine start (if it is not available, no GW is used by default).
The following references are used:
ZFW = Zero Fuel Weight (displayed before engine start)
ZFWCG = Center of Gravity of ZFW (displayed before engine start)
FOBCG = Center of Gravity of FOB (function of FOB)
CG = Center of Gravity of GW (displayed after engine start)
TOGW = Takeoff Gross Weight (displayed before engine start).
The following equations are always verified:
GW = ZFW + FOB
ZFWCG x ZFW + FOBCG x FOB
CG = ------------------------GW
(a) A/C on ground before engine start
The current FOB, GW and CG are not defined.
TOGW is derived from pilot entries:
. ZFW entry (on INIT B page)
. BLOCK entry (on INIT B page)
ZFWCG is either a default value (25 %) or entered by pilot (on INIT B page).
(b) A/C after engine start
. The CG is submitted to any FOB or GW variation.
The pilot may update this parameter by a new entry.
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.
The FOB is computed versus information received from selected sensors : Fuel Quantity, fuel flow
or both. The pilot may select any of these combinations (the default is both) as long as each
involved sensor is valid. FOB entry deselects automatically fuel quantity sensor (sensor valid). If a
sensor is invalid, it is deselected.
The GW is submitted to FOB variations, including pilot modifications of FOB (ZFW remains
unchanged).
If the pilot modifies the GW, the ZFW is recomputed to take this into account.
In flight, the GW is continuously crosschecked with A/C gross weight value computed in the FAC
when available.
If both items of information differ by more than 7 tonnes, the message CHECK GW is displayed on
the MCDU.
(2) Engine out

(a) Activation
The ENGINE OUT mode is active as soon as one of the following conditions is true:
. at least one FADEC sends invalid data
. ENG/MASTER control switch in OFF position
. one engine is detected as failed by internal signals
. TLA 1 less than or equal to 5 deg. and TLA 2 more than or equal to 22 deg.
Then, the MCDU display reverts either to temporary F-PLN page (if the aircraft is before the diversion
point) or to present flight phase PERF page (if the aircraft is after the diversion point). The diversion
point is the last common waypoint between EOSID of the origin runway and active flight plan. The
display of the temporary F-PLN page enables selection or erasure of EOSID procedure according to
corresponding prompt.
(Ref. Fig. 22-73-00-18000-A - MCDU Display upon ENGINE OUT)
Any preselected speed on the MCDU (PERF pages), any time constraint and any preplanned step
inserted in F-PLN are deleted and none may be inserted. Thrust reduction to MCT is required on FMA
with MCT flashing as long as the aircraft speed is greater than VFTO or TLA is not set on MCT.
The Engine Out maximum altitude is computed and displayed on the PROGRESS page.
(b) De-activation
The first way to exit the ENGINE OUT mode is a manual selection of the * EO CLR prompt on PERF
page.
The other way is an automatic one which occurs as soon as the following conditions are all met:
. both FADECs send valid data
. ENG/MASTER control switch in ON position
. 30 seconds elapsed since ENGINE OUT activation
. no engine is detected as failed
. TLA1 and TLA2 more than or equal to 5 deg.
(c) TAKEOFF phase
Guidance is not affected since normally in SRS mode.
(d) CLIMB phase
Predictions on the MCDU are dashed.
CLB mode is not available, and if engaged at the time of EO detection a reversion to OPEN CLB
mode occurs.
In SPEED AUTO CONTROL, the speed target is changed to:
. MAX (EO CRZ SPD corresponding to current altitude upper limited to EO MAX ALT, A/C speed
at EO detection or ALT (ACQ) mode engagement) if in ALT or ALT ACQ mode
. otherwise, to VFTO.
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In LATERAL AUTO CONTROL, it is limited to the climb speed limit below the speed limit altitude,
and to applicable speed constraints.
In SPEED MANUAL CONTROL, the message SET VFTO requests a change of FCU target speed.
The message is displayed on the MCDU and on the PFD, if VFCU is, by more than 10 Kts, either
greater than VFTO (except in ALT or ALT ACQ mode) or lower than VFTO.
(e) CRUISE phase
CLB and DES modes are not available ; if engaged at the time of EO detection vertical guidance mode
reverts to OPEN CLB or V/S, respectively.
In SPEED AUTO CONTROL, the speed target depends on the cruise flight level (above or below
engine out maximum altitude):
. CRZ FL more than EO MAX ALT: MAX (A/C speed at EO detection, EO CRZ SPD
corresponding to EO MAX ALT)
. CRZ FL less than or equal to EO MAX ALT: MAX (VFTO, EO CRZ SPD corresponding to the
CRZ FL).
In both cases, it is upper limited to the climb speed limit below the specified altitude.
Note that if a pre-planned step-climb was being flown, the step is deleted, so there is a flight phase
transitions to CLIMB.
(f) DESCENT phase
Prediction and guidance are not affected during an engine out, they are the same as when both engines
are running (and based on 2-engines assumptions) : DES mode is available, FINAL can be armed.
(g) APPROACH phase
Same as DESCENT, both DES and FINAL modes are available.
(h) GO AROUND phase
All predictions are dashed.
The speed target is the same as when both engines are running.
(3) Fuel Predictions
This function gives the predicted fuel at landing, landing weight and expected extra fuel.
It is performed automatically when the crew has inserted a flight plan (origin and destination) with CRZ FL
and CI defined and ZFW inserted.
In addition, the system has to know the Fuel on board inserted by the crew (BLOCK fuel) before engine
start or communicated by the fuel quantity sensor to the FMGC at engine start.
Once these items of information are available, the FMGC computes the flight plan predictions including
time and fuel at all waypoints.
Landing weight, alternate fuel and extra fuel are also computed, taking into account the predetermined fuel
policy:
. Before engine start.
EXTRA = BLOCK - TAXI - TRIP - RSV - ALTN - FINAL
TOW = ZFW + BLOCK - TAXI
LW = TOW - TRIP
. After engine start.
EXTRA = FOB - TAXI (in Preflight) - TRIP - RSV - ALTN - FINAL
LW = GW - TAXI (in Preflight) - TRIP
Note that FINAL FUEL is not substracted from EFOB at primary or alternate destination.
(a) MCDU mechanisation
Fuel prediction is performed through and displayed on:
. the INIT B page before engine start
. the FUEL PRED page after engine start
. the VERT REV page
. the F-PLN B page.
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The VERT REV page at waypoint X displays the predicted EFOB at X and the predicted EXTRA at
X.
EXTRA (X) = EXTRA (X-1) + RSV (X - 1, X)
Where RSV (X - 1, X) is the value of the reserve for the portion of trip between X - 1 and X.
F-PLN B page repeats the predicted EFOB at X.
(Ref. Fig. 22-73-00-18200-A - Fuel Predictions on F-PLN B and VERT REV pages)
(b) Fuel policy
Due to the various airline fuel policies and to the fact that the system needs to know on which
parameters it has to perform Fuel predictions, a fuel policy is predetermined (Ref. following table).
Up to eight fuel policy records may be specified in a specific nav Data Base and selected by pin
programming. For these records in which data are not provided, default values, as given in third
column, are given.
Furthermore, the four following parameters may be modified on the MCDU through INIT B and FUEL
PRED pages : RTE RSV, FINAL TF, FINAL TG and TAXI.
A special rule applies for final fuel/time: final time is used for fuel prediction only if final fuel is not
defined.
------------------------------------------------------------------------------!
MNEMONICS
!
PARAMETERS
!
DEFAULT
!
!
!
!
VALUES
!
!---------------!---------------------------------------------!---------------!
! RTE RSV
!
Percentage of route reserve
!
5 %
!
!---------------!---------------------------------------------!---------------!
! RSV MIN
!
Minimum value of route reserve
!
0 kg
!
!---------------!---------------------------------------------!---------------!
! RSV MAX
!
Maximum value of route reserve
!
10,000 kg !
!---------------!---------------------------------------------!---------------!
! RSV FL
!
Reserve is computed for fuel predictions !
yes
!
!
!
in flight
!
!
!---------------!---------------------------------------------!---------------!
! RSV ALTN
!
Reserve includes reserve of alternate
!
no
!
!
!
trip
!
!
!---------------!---------------------------------------------!---------------!
! FINAL TF
!
Final time used for fuel predictions
!
30 min
!
!---------------!---------------------------------------------!---------------!
! FINAL FIXF
!
Inclusive final fuel used for fuel
!
0 kg
!
!
!
prediction computation
!
!
!---------------!---------------------------------------------!---------------!
! FINAL ALT
!
Altitude of the holding pattern which
!
1 500 ft
!
!
!
the final computation is based on
!
!
!---------------!---------------------------------------------!---------------!
! TAXI
!
Taxi fuel
!
200 kg
!
!---------------!---------------------------------------------!---------------!
! FINAL DEST
!
Airport upon which the final fuel
!
Alternate
!
!
!
computation is performed
!
!
------------------------------------------------------------------------------FUEL POLICY
(4) Altitude Planning
When the A/C is in takeoff, climb or descent flight phase, the FMGC computes the time (UTC) when the
A/C reaches a specified altitude (FCU altitude is the default value) and the corresponding distance.
Two performance modes exist:
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.
.
Expedite
ECON or speed mode (with respect to the one which is selected or preselected).
(5) Performance Monitor

(Ref. Fig. 22-73-00-18500-A - Performance Factor)
To make up for discrepancies between A/C real performances and A/C predicted performances computed
by the FMGC from aero/engine models stored in the computer, it is possible for maintenance personnel on
ground to enter a correction factor on the MCDU aircraft status page.
This performance factor is entered as a percentage to be applied to the fuel flow value calculated from Fuel
Flow versus N1/EPR model:
FF = (1 + X/100) F (N1 or EPR).
NOTE :
N1 model = CFM
EPR model = IAE
(6) Overview of Alternates

(a) Selected alternate
1
Structure
The structure of the alternate part of the vertical flight-plan is described in 22-71 with respect to
various phases. Insertion and revision rules of altitude and speed constraints, and speed limits are
the same as defined for the active part, but no step can be inserted.
The cruise level is a default value, computed by the system, which cannot be modified by the
pilot. It is equal to FL 220 if the airway distance is less than 200 NM. If not, it is equal to FL 310.
Predictions
No alternate predictions are displayed on the F-PLN pages. The predictions for the selected
alternate are the same as those for the non selected alternates.
For the selected alternate the pilot is provided with:
. ALTN trip fuel and time on the INIT B page
. estimated time and fuel on board at alternate destination on the FUEL PRED page.
(Ref. Fig. 22-73-00-18700-A - Overview of Alternates)
(b) Non selected Alternates

The ALTERNATE page accessed from the LAT REV page at destination enables the pilot to select an
Alternate.
In this end, on that page, pilot is provided with the Extra prediction computation for each Data Base
Alternate (there may be up to six) and also for an Alternate of his choice.
If there is an Alternate selected, it is necessarily one of these seven Alternates.
For Alternates, the calculation is based on:
. an initial A/C weight equal to landing weight at active Primary destination.
. a flight from ground to ground.
. airway distance (which has to be entered by pilot for the Alternate of his choice and otherwise
comes from Data base). For the selected alternate, the flight plan distance is used.
. a cruise FL determined as for selected Alternate.
. a track equal to mean track between active Primary and Alternate destinations.
. a constant Delta ISA equal to the one of the primary destinations.
. a constant wind computed by interpolation versus cruise FL on the CLIMB wind model of the
selected Alternate.
. a cost index equal to zero.
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(7) Maximum and Optimum Altitudes
(a) Two engines running
Considering the fuel used to climb to the max altitude from A/C present altitude and the weight, the
Recommended Max Altitude (used for display only) and Max Max altitude (used to limit cruise altitude
entry) are defined.
(Ref. Fig. 22-73-00-18900-A - PROG Page)
1
Recommended maximum altitude

It is the minimum altitude found with respect to the following criteria:
. the maximum altitude which can be sustained in level flight without acceleration at maximum
cruise thrust setting.
. the maximum altitude which can be reached with a vertical speed of 300 ft/min minimum at
maximum climb thrust setting.
. the maximum altitude which can be reached before buffeting with a margin of 0.2g.
. the maximum altitude which can be flown with a speed higher than VFTO and lower than
VMO/MMO.
. the maximum certified altitude.
Max Max altitude

It is the minimum altitude found with respect to the same criteria as defined above except the
case of maximum altitude before buffeting with a margin of 0.3g.
(b) Engine out case

The Engine Out maximum altitude is displayed on the MCDU. It is for all performance calculations.
. the maximum altitude which can be held in level flight with one engine at maximum continuous
thrust and anti ice off and the other windmilling.
. the maximum altitude which can be reached before buffeting with a 0.3g margin.
. the maximum altitude which can be flown with a long range cruise speed lower than VM0/MMO.
(c) Optimum altitude
The optimum altitude is displayed on the PROG page. It is computed by taking into account the active
strategic mode (including the cost index if it is ECON), the predicted aircraft and atmospheric
conditions. The optimum altitude is limited from above by first, the maximum altitude (Ref. para 1
above), and then the condition of a minimum of 5 min. flown in cruise at that altitude.
(8) Maximum Holding Time
(a) Last exit UTC (TLE)
If the fix is the TO or FROM waypoint, the FMGC computes the latest time when the A/C has to
leave the hold so as to satisfy the fuel reserve requirements (corresponding to EXTRA = 0) and the
estimated fuel on board at that time. They are displayed on the HOLD page.
(Ref. Fig. 22-73-00-19100-A - Time and Fuel to Exit the Hold)
(b) Logic for display of TIME TO EXIT message
The conditions to display the message are:
. LAT AUTO CONTROL is active
. hold is the next or active leg, and it is taken into account for guidance
. last exit UTC is available
. and IMM EXIT has not been selected, or RESUME HOLD has been selected.
Considering: Delta T = Last exit UTC - predicted UTC of next passage over fix
Three cases are possible:
. Delta T > time to fly a complete holding pattern: no message
. Delta T < time to fly a 360 deg. turn: message immediately displayed.
AES
22-73-00 PB001
Page 23
May 01/12
Revision n: 40
@A318/A319/A320/A321
.
Delta T bounded between a 360 deg. turn and a complete holding pattern: message displayed
when the A/C next flies the first turn of the holding (1min. after passage over fix.)
The message, when displayed, is removed if it is cleared by the pilot, if the IMM EXIT prompt is
selected, or if LAT AUTO CONTROL is not active.
(9) Wind/Temperature Model
(a) Wind model
If no wind has been inserted or entered by the pilot for climb (descent) at intermediate levels between
origin (destination) altitude and cruise altitude, a default climb (descent) wind model must be used for
wind prediction . It is defined as follows:
Default climb (descent) wind model:
The wind is linearly interpolated versus altitude in magnitude between origin (resp. destination) wind
and T/C (resp T/D) wind.
Winds at origin (resp. destination) and cruise altitude have default values of 0kt. If they are entered by
the pilot, wind direction is also linearly interpolated versus altitude ; but if only one entry is made, the
wind direction is constant and equal to the entry.
If no wind has been entered, no wind direction is defined: 0kt/O deg. is displayed.
(b) Temperature model
Temperature predictions along the Flight-Plan are based on standard model (ISA), pilot entries and
actual temperature at the present position of the aircraft. Temperature may be entered only at cruise
flight level through the INIT A or the FUEL PRED page and at destination through the APPROACH
page.
(10) Secondary F-PLN predictions
A secondary F-PLN may include all of the vertical elements possible in the active primary F-PLN, except
that climb or descent wind entries are not possible. Performance calculation methods are the same (and use
the same performance factor), except that altitude planning (on the SEC PERF pages) is not possible and
only MCDU pseudo waypoints are predicted.
(a) Secondary F-PLN created by a copy of active F-PLN
Predictions are calculated if:
1.
1.1- flight phase is preflight and the origin airports are identical (although the selected runways may
differ)
or
1.2- flight phase is take off, climb or cruise and the first lateral leg of the secondary F-PLN is identical
to the active leg of the active F-PLN
AND
2.
2.1- the secondary F-PLN does not include a destination
or
2.2- the top of descent pseudo waypoint for both the secondary F-PLN and the active F-PLN are
predicted beyond the aircraft
If the above conditions are not met, secondary flight plan predictions are dashed.
Performance calculation methods for the secondary F-PLN created by COPY ACTIVE are based on
the same assumptions as for the primary F-PLN : before engine start the primary INIT data is used
(weights, ZFWCG, CRZ FL, etc) ; after engine start, the same current aircraft characteristics (GW,
FOB, CG, ALT, SPD, engines running : 2 or 1) and the same CRZ FL, as the primary F-PLN.
When any of these data is modified, SEC F-PLN predictions are updated accordingly. No secondary FPLN predictions are available when engine out mode is active.
When available, predictions are provided for display on the following MCDU pages:
AES
22-73-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
SEC F-PLN : predictions for each waypoint and pseudo waypoint up to and including the destination ;
for the SEC ALTN F-PLN only EFOB at destination is calculated. HMs in the SEC F-PLN will be
ignored by predictions until the HM entry fix is sequenced.
SEC VERT REV : fuel predictions.
SEC PERF : predictions at destination (total time and distance). Altitude planning is not available.
Entries of cost index, manual speed preselections, and descent auto speed are taken into account.
(b) Secondary F-PLN created via SEC INIT
A secondary F-PLN created by SEC INIT is treated as an active primary flight plan before engine start.
Performance calculations are totally independent of the current active F-PLN, clock time, engine
status, A/C characteristics, etc : they are based on the weights, ZFWCG, CRZ FL, cost index, etc.
entered on the SEC INIT or SEC PERF page, and normal 2-engine operation is assumed.
Predictions are provided for display on the following MCDU pages:
. SEC INIT: fuel predictions,
. SEC F-PLN, VERT REV, SEC PERF: same as for a secondary F-PLN created via COPY ACTIVE
(HMs are ignored by predictions since entry fix is not sequenced).
AES
22-73-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
DESCENT
APPROACH GO AROUND
THR RED
DECELERATE
FINAL
ALT CONSTRAINTS
SPD
PREFLIGHT TAKE OFF
ORIGIN
THR RED
ACCEL
ALT
SPD CONSTRAINTS
SPD LIMIT
CLIMB
T/C
CRUISE
STEP CLIMB T/D
SPD LIMIT
ACCEL
** On A/C 003-007
N_MM_227300_0_AAM0_01_00
AES
FIGURE 22-73-00-12600-A SHEET 1

22-73-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
PROG
N_MM_227300_0_ABP0_01_00
AES
FIGURE 22-73-00-12700-A SHEET 1

22-73-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
DES
UTC
ACT MODE
1L
DEST EFOB
1215
MACH.78
8.4
1R
FL200
2R
CI
2L
3L
540
PRED TO
UTC
ECON
.81/340
DIST
3R
MACH/SPD
4L
5L
.78/
1200
280
EXPEDITE
4R
15
5R
1155
ACTIVATE
6L
20
NEXT
APPR PHASE
PHASE
6R
DES
UTC
ACT MODE
1L
MACH.78
DEST
EFOB
1215
8.4
1R
FL200
2R
CI
2L
540
PRED TO
UTC
ECON
3L
.81/340
4L
MACH/SPD
.78/ 280
5L
EXPEDITE
DIST
3R
1200
QNH
1L
2L
S=196
CLEAN
0=236
135
PREV
6L
PHASE
1R
MDA
2R
DH
367
3R
LDG CONF
4000
VAPP
5L
ILS33R
SLT RETR
TRANS ALT
4L
FINAL
F=163
[ ]
[ ] /[ ]
6R
APPR
FLP RETR
MAG WIND
3L
5R
PHASE
1015
TEMP
15
NEXT
APPR PHASE
DEST
4R
1155
CONFIRM
6L
20
CONF3
4R
VLS
127
FULL
5R
NEXT
PHASE
6R
N_MM_227300_0_CAM0_01_00
AES
FIGURE 22-73-00-12900-A SHEET 1

22-73-00 PB001
Page 28
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
TAKE OFF
V1
1L
FLP RETR
112
145
S=196
V2
3L
148
0=236
4800
3000
3R
FLX TO TEMP
45
THR RED / ACC
5L
900
2R
FLAPS / THS
2 / UP3.4
ALT
1R
TO SHIFT
[M]
CLEAN
TRANS
4L
23
SLT RETR
VR
2L
RWY
F=163
4R
ENG OUT ACC
/ 3000
2865
5R
NEXT
PHASE
6L
1L
2L
FLP
1015
TEMP
SLT
[ ]
[ ] /[ ]
1R
MDA
645
2R
3R
LDG CONF
4000
CONF3
4R
FULL
5R
VLS
135
127
NEXT
PHASE
PHASE
GO AROUND
FLP RETR
F=163
1L
6R
FINAL
VOR33R
0=236
ALT
PREV
6L
6R
CLEAN
VAPP
5L
RETR
S=196
TRANS
4L
RETR
F=163
WIND
3L
6R
APPR
DEST
QNH
6R
6R
1R
SLT RETR
2L
2R
S=196
CLEAN
3L
3R
0=236
4L
4R
THR RED / ACC
5L
1590 / 1590
ENG OUT ACC

1590
5R
PREV
6L
PHASE
6R
N_MM_227300_0_ACP0_01_00
AES
FIGURE 22-73-00-13300-A SHEET 1

22-73-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
PILOT HAS ENTERED

.78 SO TITLE
IS CHANGED FROM
ECON TO AUTO SPD
N_MM_227300_0_ADM0_01_00
AES
FIGURE 22-73-00-13400-A SHEET 1

ECON Speed/Mach Display on PERF Pages
22-73-00 PB001
Page 30
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
FROM
AF5612
SPD/ALT
UTC
1L
2L
ABC
1014
HOLD L
HOLD
SPD
2000
HOLD
235
C135
3L
ABC
GHI
1027
/
57
1031
245/
UA3
5L
JKL
DEST
6L
ARPT33R
2R
10
UA3
4L
1R
RESUME
6000
3R
8600
4R
9100
5R
EFOB
8.4
6R
29
1038
UTC
1245
250/
DIST
1200
N_MM_227300_0_AEM0_01_00
AES
FIGURE 22-73-00-13500-A SHEET 1

22-73-00 PB001
Page 31
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ALTITUDE
FL 305
CROSSOVER ALTITUDE
MOX ALT
0.8 MMO
MACH
MANUAL CROSSOVER ALTITUDE LAW
N_MM_227300_0_AFM0_01_00
AES
FIGURE 22-73-00-13700-A SHEET 1

22-73-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
NEXT
PAGE
FUEL
PRED
PERF
N_MM_227300_0_AGM0_01_00
AES
FIGURE 22-73-00-14100-A SHEET 1

22-73-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
TAKE OFF
V1
FLP
CLB
RETR
23
F=163
1L
VR
SLT RETR
TO SHIFT
[ M ][
S=196
2L
V2
0=236
TRANS
ALT
4L
4800
5L
THR RED/ACC
2865/2865
FLX
TO
ENG
OUT ACC
VI
INOP
1R
2R
FLAPS / THS
[ ]/[
]
CLEAN
3L
NAV
RWY
3R
60
40
20
20
10
10
20
500
80
TEMP
]
4R
2865
5R
10
10
NEXT
PHASE
6L
FD1
5000
10
6R
TBN
109.30
1020
QNH
HDG
BEFORE PILOT ENTRY (DURING PREFLIGHT)
PERF
FLEX45
TAKE OFF
V1
1L
FLP
SLT
VR
145
3L
148
4L
23
900
[M]
FLAPS/THS
2/UP3.4
0=236
FLX
TO
2R
60
45
ENG
3R
TEMP
4800
2000/3000
1R
148
80
112
TO SHIFT
CLEAN
ALT
THR RED/ACC
5L
RETR
S=196
V2
TRANS
RWY
F=163
112
2L
RETR
SRS
CLB
RWY
NAV
20
20
10
10
20
500
80
40
4R
10
OUT ACC
2865
10
5R
NEXT
6L
PHASE
FD1
A/THR
5000
10
6R
TBN
109.30
HDG
1020
QNH
AFTER PILOT ENTRY (DURING TAKE OFF)
N_MM_227300_0_AHP0_01_00
AES
FIGURE 22-73-00-14300-A SHEET 1

22-73-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321
CLIMB
TAKE OFF PROFILE.
TAKE OFF
HOLD V2 + 10 KT
TAKE OFF THRUST
THR RED ALT
HOLD V2 + 10 KT
CLIMB THRUST
ACCEL ALT
VFTO
ACCELERATE TO CLIMB SPEED

CLIMB THRUST
** On A/C 003-007
N_MM_227300_0_AJM0_01_00
AES
FIGURE 22-73-00-14400-A SHEET 1

F-PLN Predictions
22-73-00 PB001
Page 35
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
TAKE OFF
FCU
V1
HDG
SPD
LAT
ALT
HDG V/S
LVL/CH
FLP RETR
112
1L
V/S
VR
TRK FPA
3L
23
SLT RETR
145
2L
RWY
F=163
S=196
V2
CLEAN
148
O=236
[M] 900
2/UP3.4
3R
FLX TO TEMP
4800
[ ]
THR RED/ACC
5L
2R
FLAPS/THS
TRANS ALT
4L
1R
TO SHIFT
4R
ENG OUT ACC
2000/3000
2865
5R
NEXT
PHASE
6L
TOGA
CLB
180
SRS
CLB
FD1
A/THR
20
20
10
10
5000
25
4
0
160
TOGA
148
80
112
SRS
CLB
RWY
NAV
20
20
FD1
A/THR
5000
10
140
20
20 00
80
10
10
120
15
60
10
1020
QNH
10
20
40
00
5 80
10
6R
HDG
ACCELERATION
ALTITUDE
10
TBN
109.30
HDG
1020
QNH
THRUST REDUCTION
ALTITUDE
CLB
CLB
ALT
FD1
A/THR
250
180
20
20
10
10
3
0
20
30 00
80
160
140
5000
35
10
10
20
HDG
1020
QNH
N_MM_227300_0_AKT0_01_00
AES
FIGURE 22-73-00-14500-A SHEET 1

Takeoff
22-73-00 PB001
Page 36
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ALT
VERT REV AT PAS

E F O B = 1 4 . 5
E X T R A = 0 . 8
1L
1R
C L B
SPD LIM ALT
2L
FPLN
L I M
2R
2 5 0 / 1 0 0 0 0
S P D
3L
S P D
C S T R
A L T
C S T R
2 3 0
+ 6 5 0 0
A L T
4L
F R OM
1L
L S GG 2 3
T O P 9 A
2L
PAS
0000
148 /
3L
ROC C A
0 0 0 3
( S P D )
4L
SPD
( L I M )
5L
6L
2R
2L
1 2
2 5 0 /
1R
S P D
5 5 0 0
E X T R A = 0 . 8
1L
6 N M
L I M
2R
2 5 0 / 1 0 0 0 0
S P D
C S T R
A L T
C S T R
7 0 0 0
3R
3L
0 0 0 2
2 5 0 /
1 0 0 0 0
4R
4L
4R
5R
5L
5R
6R
6L
7 0 0 0
3R
2 5
D1 3 6 E
0 0 0 5
3 0 0 /
F L 2 2 0
D E S T
T I M E
D I S T
E F 0 B
0 2 2 0
9 9 2
8 . 4
L GA T 3 3 R
1R
R E T U R N
1 0
T O P 9 A
CLB SPD
1365
2 3 0 /
T R K 2 2 8
E F O B = 1 4 . 3
6L
4R
V E R T R E V A T R OC C A
S P D / A L T
B R G 2 2 8
0 0 0 3
1 0 0 0
5L
A F 5 6 1 2
T I M E
3R
E R R O R
R E T U R N
6R
SPD LIM 250 KT

SPD CSTR 230KT
PAS
ROCCA
(SPD LIM)
DIST
N_MM_227300_0_ALM0_01_00
AES
FIGURE 22-73-00-14600-A SHEET 1

22-73-00 PB001
Page 37
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
FCU
F R OM
A F 5 6 1 2
U T C
PAS 3 0
1L
1011
T O P 9 C
B R G 1 3 6
ROC C A
2L
1 0 1 3
( S P D )
3L
1 0 1 6
HDG
LAT
HDGV/S
ALT
LVL/CH
V/S
TRKFPA
6200
1R
8 2 0 0
2R
1 0 0 0 0
3R
F L 2 9 0
4R
9 N M
2 5 0 /
T R K 1 3 6
( L I M )
SPD
S P D / A L T
2 5
2 5 0 /
2 5
( T /C)
4L
1 0 2 5
. 7 8 /
4 4
T O P 9 C
5L
P E MA R
1 0 3 2
D E S T
U T C
D I S T
E F 0 B
1 2 2 0
9 4 4
8 . 4
L GA T 3 3 R
6L
"
"
5R
6R
THESE INDICATIONS ARE CYAN AS THE

ALT TARGET IS FCU SELECTED ALTITUDE
FPLN
CLB
CLB
ALT
290
20
20
10
10
RDC/136
9 NM
10:13
306 TAS 290

318/16
GS
AP1
FD1
A/THR
29000
20
90
F R OM
1L
20
3L
85 00
4L
10
15
78
NM
THE LEVEL SYMBOL INDICATES WHERE THE

AIRCRAFT IS GOING TO LEVEL OFF ; IT IS CYAN AS
THE ALTITUDE TO BE CAPTURED IS THE FCU ALTITUDE
6L
CLB
CLB
ALT
20
20
10
10
AP1
FD1
A/THR
1R
. 7 8 /
F L 2 9 0
2R
4 4
P EMA R
1 0 3 2
"
"
3R
"
4R
"
5R
6 0
GEN
1 0 4 0
"
6 0
GR U
1 0 4 8
D E S T
THE SPEED CHANGE SYMBOL

INDICATES THE POINT OF NEXT
CHANGE OF SPEED TARGET, HERE
AT THE SPEED LIMIT ALTITUDE
VOR1
TOP
1020
QNH
THE SPEED TARGET SYMBOL IS MAGENTA

IN SPEED AUTO CONTROL
5L
ROCCA
80
14
1 0 2 5
U B 2 5
220
13
( T /C)
8200
2 5
U B 2 5
80
12
1013
T O P 9 C
240
10
R OC C A
S P D / A L T
T R K 1 3 6
2L
260
A F 5 6 1 2
U T C
L G AT 3 3 R
"
U T C
D I S T
E F 0 B
1 2 2 0
9 4 4
8 . 4
6R
PEM/136
69 NM
10:32
312 TAS 296

318/16
GS
FL290
20
105
280
260
GEN
20
SPEED LIMIT ALTITUDE

ROCCA
THE SPEED TARGET SYMBOL

STEPS UP ONCE
FOR THE SPEED LIMIT
IS PASSED
PEMAR
100 00
80
240
10
10
220
25
STD
12
13
14
15
VOR1
TOP
78
NM
N_MM_227300_0_AMP0_01_00
AES
FIGURE 22-73-00-14700-A SHEET 1

22-73-00 PB001
Page 38
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
F R OM
A F 5 6 1 2
U T C
S P D / A L T
FL200
1L
T O P 9 C
2L
B R G 1 3 6
R OC C A
1 0 1 3
3 0 0 /
T R K 1 3 6
3L
( T /C)
1 0 1 6
. 7 8 /
P EMA R
"
1 0 2 2
F L 2 9 0
3R
"
4R
"
5R
6 0
GEN
"
1 0 3 0
D E S T
6L
2R
4 4
U B 2 5
5L
F L 2 2 0
2 5
T O P 9 C
4L
1R
9 N M
L GA T 3 3 R
U T C
D I S T
E F 0 B
1 2 2 0
9 4 4
8 . 4
THESE SYMBOLS ARE MAGENTA TO INDICATE

THE ALTITUDE TO BE CAPTURED IS AN ALTITUDE
CONSTRAINT.
6R
E F O B = 1 4 . 5
E X T R A = 0 . 8
1L
1R
C L B
2L
FCU
210 /
7000
S P D
C S T R
3L
SPD
HDG
LAT
ALT
LVL/CH
S P D
V/S
L I M
2R
A L T
C S T R
FL220
3R
HDG V/S
TRK FPA
4L
4R
5L
5R
RE T URN
6L
CLB
6R
340
210
20
20
10
10
320
300
205
280
20
GEN
PEMAR
20
00
80
10
10
200
260
.660
ROCCA
VOR1
TOP
STD
12
RDC/136
9 NM
10:13
419 TAS 409

318/16
GS
AP1
FD1
A/THR
FL220
CLB
ALT
13
14
78
15
NM
THIS LEVEL SYMBOLINDICATES WHERE THE AIRCRAFT

IS GOING TO LEVEL OFF ; IT IS MAGENTA AS IT IS DUE
TO AN ALTITUDE CONSTRAINT.
ROCCA
THIS SYMBOL INDICATES THERE IS AN ALTITUDE

CONSTRAINT AT THE WAYPOINT ; IT IS MAGENTA
AS IT IS PREDICTED SASTISFIED.
THIS START OF CLIMB SYMBOL INDICATES WHERE

CLIMB IS GOING TO BE REENGAGED AFTER
THE CONSTRAINT POINT ; IT IS CYAN AS IT
WILL BE AUTOMATIC (IT IS ARMED)
N_MM_227300_0_ANP0_01_00
AES
FIGURE 22-73-00-14800-A SHEET 1

22-73-00 PB001
Page 39
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FCU
SPD
HDG
LAT
ALT
HDG V/S
TRK FPA
LVL/CH
V/S
FPLN
F R OM
5 6 1 2
U T C
1L
T .P
S P D / A L T
1019
FL290
2L
FRZ
U A 1 4
3L
P E MA R
1R
1 0 3 N M
D I R E C T
1 0 3 3
. 7 8 /
T R K 1 5 3
F L 2 9 0
"
1 0 5 3
2R
1 4 6
"
3R
"
4R
4L
[S /C]
"
1 0 5 3
ACCESS TO VERT REV PAGE

AND PRESS STEP PRED PROMPT
1 5
5L
6L
[ T /C ]
1 0 5 5
.11/
D E S T
U T C
D I S T
E F 0 B
1 2 1 5
8 3 2
8 . 4
L GA T 3 3 R
FL310
5R
6R
STEP
S T E P
1L
A T
T/C
PE M AR
FL 3 1 0
2L
3L
A T
T O
W I N D
S T E P
1R
3R
0 6 5 / 0 4 5
4L
4R
5L
5R
6L
R E T U R N
DASHES ARE DISPLAYED IN LEVEL FLIGHT

AT THE CRUISE FLIGHT LEVEL
2R
F L
D E L E T E
S T E P
6R
MACH
FD1
A/THR
340
GS 491 TAS 475

318/16
FRZ/136
103NM
10: 33
295
20
10
20
10
PEMAR
320
S/C
PEMAR
300
280
20
29000
80
10
20
10
20
FRZ
285
.780
STD
12 13 14 15
VOR1
TOP
78 NM
THIS START OF CLIMB SYMBOL IS

LOCATED HERE TO INDICATE THE
STEP CLIMB POINT.IT IS WHITE
AS CLIMB IS NOT ARMED AND A
PILOT ACTION ON FCU ALTITUDE
IS NECESSARY TO EXECUTE THE STEP.
N_MM_227300_0_APP0_01_00
AES
FIGURE 22-73-00-14900-A SHEET 1

Step Climb
22-73-00 PB001
Page 40
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
<
>
<
N_MM_227300_0_AQM0_01_00
AES
FIGURE 22-73-00-15000-A SHEET 1

22-73-00 PB001
Page 41
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ALT
T/D
HIGHEST CONSTRAINING
ALTITUDE CONSTAINT
REPRESSURIZATION
SEGMENT
IDLE PATH
GEOMETRIC PATH
DECEL
DISTANCE
N_MM_227300_0_ARM0_01_00
AES
FIGURE 22-73-00-15100-A SHEET 1

22-73-00 PB001
Page 42
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
DES FORECAST
WIND
1L
/ALT
075/043/FL290
CAB RATE
1R
[FT/MN]
2L
078/032/FL210
3L
130/019/5000
3R
4L
[ ]/[ ]/[
4R
350
2R
PILOT ENTRY OF 200 Ft/mn

]
5L
6L
5R
RETURN
200
6R
IF THE PILOT SPECIFIED CABIN RATE

CANNOT BE MET, THE COMPUTED VALUE
IS DISPLAYED INSTEAD:
DES FORECAST
DES FORECAST
WIND
1L
/ALT
075/043/FL290
/ALT
WIND
CAB RATE
1R
1L
075/043/FL290
[FT/MN]
2L
078/032/FL210
3L
4L
200
1R
[FT/MN]
2R
2L
078/032/FL210
130/019/5000
3R
3L
130/019/5000
3R
[ ]/[ ]/[
4R
4L
[ ]/[ ]/[
4R
5R
5L
6R
6L
5L
6L
CAB RATE
RETURN
280
2R
5R
RETURN
6R
AND THE "CABIN RATE EXCEEDED" MESSAGE

IS DISPLAYED WHEN THE AIRCRAFT IS
WITHIN 200NM OF THE DESTINATION
CONSTRUCTION OF A REPRESSURIZATION SEGMENT
NEW T/D
OLD T/D
REPRESSURIZATION SEGMENT
CRUISE
DESCENT
N_MM_227300_0_ASM0_01_00
AES
FIGURE 22-73-00-15200-A SHEET 1

22-73-00 PB001
Page 43
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
IDLE THRUST
ECON SPEED + MARGIN
HALF SPEEDBRAKES EXTENDED
PREDICTED ALTITUDES
1000 FT/MIN
ECON SPEED
IDLE PATH
ALTITUDE CONSTRAINT
ECON SPEED
GEOMETRIC PATH
1/2 PATH SLOPE

ECON SPEED
WPT
N_MM_227300_0_ATM0_01_00
AES
FIGURE 22-73-00-15300-A SHEET 1

22-73-00 PB001
Page 44
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
F R OM
A F 5 6 1 2
U T C
1L
ANC
1020
2L
PAS
1 0 2 5
251 TAS 251

185/ 0
S P D / A L T
B R G 2 2 8
PAS/228
12 NM
10:25
GS
9000
1R
1 2 N M
2 3 0 /
6 0 0 0
2R
H O L D
3L
HO L D
3R
S P D 2 1 0
PAS
4L
PAS
5L
R OC C A
6L
L GA T 3 3 R
4R
T R K 1 3 8
D E S T
FPLN
1 5
1 0 2 7
2 3 0 /
3 5 0 0
U T C
D I S T
E F 0 B
1 0 4 5
9 4 4
8 . 4
5R
6R
F R OM
A F 5 6 1 2
U T C
BEFORE HM ENTRY FIX THE

HOLDING IS NOT SUPPOSED TO BE FLOW
1L
2L
PAS
HO L D
S P D / A L T
6000
H O L D
I MM
S P D
2 1 0
227 TAS 227

185/ 0
GS
1025
EX I T
1R
PAS/228
10 NM
10:33
2R
1 0 N M
3L
A SPEED CHANGE SYMBOL IS

DISPLAYED FOR THE DECELERATION
TO HOLDING SPEED
PAS
1 0 3 3
5 0 0 0
3R
3 5 0 0
4R
5R
1 5
4L
ROC C A
1 0 3 6
2 3 0 /
5L
P EM M AR
1 0 4 5
2 3 0 /
2 0 0 0
U T C
D I S T
E F 0 B
1 2
D E S T
6L
L G AT 3 3 R
1 0 5 1
9 3 8
8 . 4
6R
FPLN
AIRCRAFT IN HM
251 TAS 251
185/ 0
PAS/228
4 NM
10:25
GS
F R OM
A F 5 6 1 2
U T C
1L
ANC
S P D / A L T
1020
9000
PAS
1 0 2 5
2 1 0 /
H O L D
3L
HO L D
1R
4 N M
B R G 2 2 8
2L
THE HOLDING IS SUPPOSED TO BE LEFT AT

NEXT PASSAGE OVER THE FIX
6 0 0 0
2R
I MM
EX I T
S P D 2 1 0
3R
4L
PAS
5L
R OC C A
1 0 2 7
2 3 0 /
3 5 0 0
D E S T
U T C
D I S T
E F 0 B
4R
1 5
6L
L GA T 3 3 R
1 0 4 5
9 3 2
8 . 4
5R
PAS
6R
ONCE THE SPEED CHANGE IS PASSED

THE DECELERATION TO HOLDING SPEED
IS PREDICTED AND THE IMM EXIT
PROMPT IS DISPLAYED
N_MM_227300_0_AUM0_01_00
AES
FIGURE 22-73-00-15400-A SHEET 1

22-73-00 PB001
Page 45
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ON THE IDLE PATH
ON THE GEOMETRIC PATH OR REPPRESSURIZATION SEGMENT
HOLD OF
PRECOMPUTED
DESCENT PATH
IDLE THRUST
IDLE
DES
ALT
HOLD OF
PRECOMPUTED
DESCENT PATH
SPEED
SPEED
FD1
A/THR
DES
ALT
20
20
360
20
10
10
220
10
20
340
20
360
220
10
FD1
A/THR
20
340
217 00
217 00
80
80
215
320
10
10
300
215
320
10
10
300
20
20
FL100
FL100
STD
.748
12
13
14
STD
.748
15
12
PROG
E CON
1L
DES AF 5 6 1 2
C R Z
O P T
R E C
FL350
+
O F T
2R
3R
B R G
/ D I S T
4L
U P D A T E
[
T O
4R
A T
5R
V O R 1 / F R E Q
6L
15
1R
3L
5L
14
M A X
FL390
V D E V =
2L
13
H I GH
A T H / 1 1 4 . 4 0
F R E Q / V O R 2
1 1 7 . 2 0 /
DDM
6R
THIS SYMBOL INDICATES THE SPEED MARGIN
THIS SYMBOL INDICATES THE "REFERENCE ALTITUDE".

IT CORRESPONDS TO AIRCRAFT ALTITUDE,WHICH MEANS
HERE THAT THE AIRCRAFT IS ON THE PROFILE,IT IS
CONFIRMED BY THE VDEV VALUE (=0) DISPLAYED ON
THE PROGRESS PAGE,IN LATERAL AUTO CONTROL.
N_MM_227300_0_AVM0_01_00
AES
FIGURE 22-73-00-15500-A SHEET 1

DES Mode: Aircraft on Profile, in SPEED AUTO
CONTROL
22-73-00 PB001
Page 46
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
IDLE PATH
HOLD OF
PRECOMPUTED
DESCENT PATH
LOWER SPEED MARGIN
PROG
SPEED
DES
ALT
E CON
FD1
A/THR
1L
DES AF 5 6 1 2
C R Z
O P T
FL350
R E C
M A X
FL390
1R
360
20
10
20
10
2L
220
80
10
20
10
20
4L
215
5L
FL100
/ D I S T

U P D A T E
20
.728
O F T
3R
B R G
21700
320
3L
20
300
2R
V D E V =
340
4R
5R
V O R 1 / F R E Q
6L
T O
A T
H I GH
A T H / 1 1 4 . 4 0
F R E Q / V O R 2
1 1 7 . 2 0 /
DDM
6R
STD
35
0.
N_MM_227300_0_AWM0_01_00
AES
FIGURE 22-73-00-15600-A SHEET 1

DES Mode: Aircraft on Idle Path, Underspeeding in SPEED
AUTO CONTROL
22-73-00 PB001
Page 47
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PROG
E CON
1L
DE S AF 5 6 1 2
C R Z
OP T
FL350
2L
R E C
MA X
FL390
V D E V =
1R
2R
5 0 0 F T
3L
3R
/ D I S T
B R G
4L
5L
HOLD OF
UPPER SPEED
MARGIN
IDLE

U P D A T E
[
4R
5R
V OR 1 / F R E Q
6L
T O
A T
H I GH
A T H / 1 1 4 . 4 0
F R E Q / V OR 2
6R
1 1 7 . 2 0 / D D M
LIMIT COMPUTED
UPPER SPEED MARGIN
IDLE
1/2 A/B
IDLE
PREDICTED
POINT OF
PROFILE
INTERCEPTION
MESSAGES
"AIRBRAKES"
360
GS 470 TAS 454

318/16
DES
ALT
20
10
FD1
A/THR
20
10
340
320
10
20
10
20
RDC/136
9 NM
18:35
220
20
217 00
80
215
TOP
ROCCA
20
300
.748
14
FL100
STD
VOR1
TOP
18 NM
THIS "INTERCEPT" SYMBOL INDICATES WHERE THE

DESCENT PROFILE SHOULD BE INTERCEPTED.IT
IS CYAN AS THE PROFILE WILL BE AUTOMATICALLY
RECAPTURED.
N_MM_227300_0_AXM0_01_00
AES
FIGURE 22-73-00-15700-A SHEET 1

DES Mode: Aircraft above Profile - Hold of Upper Speed
Margin in SPEED AUTO CONTROL
22-73-00 PB001
Page 48
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PROG
ECO N
1L
BELOW REPRESSURIZATION SEGMENT

OR IDLE PATH
DE S AF 5 6 1 2
C R Z
OP T
FL350
2L
R E C
MA X
FL390
V D E V =
1R
7 5 0 F T
3L
3R
/ D I S T
B R G
HOLD OF
V/S = 1000ft/mn
SPEED
4L

U P D A T E
5L
6L
THE REFERENCE ALTITUDE SYMBOL DISPLAY

IS LIMITED ON THE PFD TO THE ALTITUDE
SCALE RANGE BUT THE EXACT VALUE OF
VERTICAL DEVIATION IS DISPLAYED
ON THE PROGRESS PAGE IN LATERAL
AUTO CONTROL.
2R
T O
4R
A T
5R
[
]
V OR 1 / F R E Q
H I GH
A T H / 1 1 4 . 4 0
F R E Q / V OR 2
1 1 7 . 2 0 / D D M
6R
ROC/136
9 NM
18:35
GS 470 TAS 454
SPEED
360
BELOW GEOMETRIC PATH
318/16
DES
ALT
F.D1
A/THR
20
20
10
10
220
340
HOLD OF
FPA = 1/2 SLOPE OF PATH SEGMENT
SPEED
320
20
217 00
20
215
10
10
ROCCA
300
.748
TOP
FL100
STD
20
VOR1
TOP
18 NM
N_MM_227300_0_AYM0_01_00
AES
FIGURE 22-73-00-15800-A SHEET 1

DES Mode: Aircraft below Profile in SPEED AUTO
CONTRL
22-73-00 PB001
Page 49
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
APPR
DEST
QNH
1L
FLP
1015
F=163
TEMP
2L
SLT
5L
CLEAN
[ ] / [ ]
2R
367
3R
DH
0=236
ALT
LDG CONF
4000
VAPP
135
CONF3
4R
FULL
5R
VLS
127
PREV
6L
1R
MDA
S=196
TRANS
4L
FINAL
ILS33R
RETR
[ ]
MAG WIND
3L
RETR
NEXT
PHASE
PHASE
6R
ILS APPROACH SELECTED
PERF
APPR
DEST
QNH
1L
FLP
1015
F=163
TEMP
2L
SLT
645
0=236
ALT
2R
135
3R
LDG CONF
4000
CONF3
4R
FULL
5R
VLS
127
PREV
6L
1R
MDA
S=196
VAPP
5L
FINAL
VOR33R
CLEAN
[ ] / [ ]
TRANS
4L
RETR
[ ]
MAG WIND
3L
RETR
NEXT
PHASE
PHASE
6R
VOR APPROACH SELECTED
N_MM_227300_0_AZM0_01_00
AES
FIGURE 22-73-00-15900-A SHEET 1

22-73-00 PB001
Page 50
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ALTITUDE
DECEL
PSEUDOWAYPOINT
ALTITUDE CONSTRAINT
LEVEL DECELERATION
1000ft AGL
FLIGHT PATH
ANGLE
CONSTRAINT
IDLE THRUST
SPEED
SLATS OUT
DESCENT SPEED
FLAPS OUT
+GEAR DOWN
0
S
LANDING
CONFIGURATION
VAPP
STABILIZED
F
VAPP
DESCENT PATH
APPROACH PATH
N_MM_227300_0_BAM0_01_00
AES
FIGURE 22-73-00-16000-A SHEET 1

22-73-00 PB001
Page 51
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
DECEL
PSEUDOWAYPOINT
LEVEL
DECELERATION
ALTITUDE
ALTITUDE CONSTRAINT
CONSTANT SPEED DESCENT
LEVEL DECELERATION
ALTITUDE CONSTRAINT
1000ft AGL
FLIGHT
PATH ANGLE
CONSTRAINT
IDLE THRUST
SPEED
SLATS
OUT
DESCENT
SPEED
FLAPS OUT
+GEAR DOWN
O
LANDING
CONFIGURATION
VAPP
STABILIZED
F
VAPP
DESCENT PATH
APPROACH PATH
N_MM_227300_0_BBM0_01_00
AES
FIGURE 22-73-00-16100-A SHEET 1

Theoretical Approach Profile with an Intermediate Altitude
Constraint
22-73-00 PB001
Page 52
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
APPR
DEST
QNH
1L
FLP
1015
TEMP
2L
3L
SLT
[ ]
MAG
FINAL
RETR
VOR33R
F=163
WIND
645
S=196
[ ]/[ ]
0=236
3R
LDG
CONF
4000
127
135
FULL
PREV
6L
4R
CONF3
VLS
VAPP
5L
2R
CLEAN
TRANS ALT
4L
1R
MDA
RETR
5R
NEXT
PHASE
PHASE
MDA
6R
FINAL MODE CANNOT REMAIN ENGAGED

BELOW MDA 50ft : THE PILOT MUST TAKE
CONTROL OF THE AIRCRAFT
BEFORE REACHING MDA.
SPEED
FINAL
APP NAV
FD1
MDA 645 A/THR
V/DEV
200
180
50
160
140
3000
50
30
30
20
20
20
25 00
80
WHEN FINAL MODE IS ARMED OR ENGAGED

THE VERTICAL FLIGHT PATH ALTITUDE IS
DISPLAYED ON A SPECIFIC PRECISION
+200ft SCALE (1dot = 100ft)
RELATIVE TO AICRAFT ALTITUDE
20
28
29
30
31 3
1020
QNH
N_MM_227300_0_BCP0_01_00
AES
FIGURE 22-73-00-16200-A SHEET 1

FINAL Mode (A/C on Approach Profile)
22-73-00 PB001
Page 53
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
CLB
CLB
ALT
HDG
TRK
SPD
MACH
>
V/S
FPA
100
1000
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
DN
AT MANUAL
CROSSOVER
ALTITUDE
AT ACCELERATION ALTITUDE
CLB
SPD
MACH
TOGA
SPD
MACH
SRS
CLB280
HDG
TRK
CLB
ALT
HDG
TRK
V/S
FPA
100
1000
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
DN
V/S
FPA
100
1000
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
DN
N_MM_227300_0_BDT0_01_00
AES
FIGURE 22-73-00-16400-A SHEET 1

22-73-00 PB001
Page 54
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
FCU
HDG
TRK
V/S
FPA
100
1000
SPD
MACH
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
DN
PERF
>
>
FPLN
FCU
SPEED AUTO
SELECTION OF
310KTS ON FCU
HDG
TRK
V/S
FPA
100
1000
SPD
MACH
UP
PUSH
TO
LEVEL
OFF
METRIC
ALT
DN
PERF
>
FCU SELECTED SPEED IS ASSUMED TO

BE THE TARGET SPEED UNTIL THE END
OF THE PHASE. BUT DESCENT PHASE
IS ASSUMED TO BE PERFORMED AT ECON
OR AUTO SPEED
>
N_MM_227300_0_BEP0_01_00
AES
FIGURE 22-73-00-16500-A SHEET 1

22-73-00 PB001
Page 55
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FCU
SPD
HDG
ALT
LAT
HDG V/S
LVL/CH
V/S
TRK FPA
HOLD OF
PRECOMPUTED
DESCENT PATH
FCU SEL SPEED
SPD
1L
SPEED
DES AF5612
CRZ
OPT
FL350
2L
VDEV=
REC MAX
FL390
1R
OFT
2R
360
3R
340
3L
DES
ALT
20
20
10
10
F.D1
A/THR
220
217
BRG /DIST
4L
5L
TO
ATH/114.40
4R
320
UPDATE AT
[
]
VOR1/FREQ
6L
215
10
5R
HIGH
117.20/
DDM
10
300
FREQ/VOR2
20
6R
FL100
.748
12
13
14
15
IN MANUEL SPEED, THE SPEED TARGET

SYMBOL IS CYAN. (NO SPEED
MARGIN IS DISPLAYED)
N_MM_227300_0_BFP0_01_00
AES
FIGURE 22-73-00-16600-A SHEET 1

DES Mode in SPEED MANUAL CONTROL : Aircraft on
Profile
22-73-00 PB001
Page 56
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FCU
SPD
HDG
ALT
LAT
HDG V/S
LVL/CH
V/S
TRK FPA
HOLD OF
FCU SEL SPEED
IDLE
SPD
1L
DES AF5612
CRZ
OPT
REC MAX
FL350
FL390
1R
2R
2L
VDEV=
500FT
3L
3R
BRG /DIST
4L
TO
UPDATE AT
[
]
5L
5R
HIGH
VOR1/FREQ
6L
ATH/114.40
IDLE
360
FREQ/VOR2
117.20/
DES
ALT
F.D1
A/THR
20
DDM
6R
470
318/16
454
12
ROC/136
9
18: 35
20
10
10
10
20
10
20
220
340
320
4R
217
215
300
FL100
.748
12
13
14
15
VOR1
TOP
18
N_MM_227300_0_BGP0_01_00
AES
FIGURE 22-73-00-16700-A SHEET 1

DES Mode in SPEED MANUAL CONTROL : Aircraft above
Profile
22-73-00 PB001
Page 57
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
FCU
SPD
HDG
LAT
ALT
HDG V/S
LVL/CH
CLB
V/S
ACT
TRK FPA
1L
SPD
MODE
300
UTC
DEST
EFOB
1220
8.4
1R
FL290
2R
CI
2L
3L
540
PRED
ECON
320/ .80
TO
UTC
DIST
3R
SPD
4L
5L
300/ .80
1014
4R
10
5R
1012
EXPEDITE
ACTIVATE
6L
18
NEXT
APPR PHASE
PHASE
6R
PERF
SPEED
ALT *
AP1
FD1
A/THR
SET SPD AUTO

340
290
10
10
286
10
ACT
1L
300
280
CRZ
320
40
20
00
300
CI
2L
3L
10
SPD
MODE
540
UTC
DEST
EFOB
1220
8.4
FORECAST
ECON
. 80
STD
. 770
35
4R
5L
5R
ACTIVATE
2
6L
2R
3R
4L
260
1R
DES
APPR PHASE
SET SPD AUTO
NEXT
PHASE
6R
N_MM_227300_0_BHP0_01_00
AES
FIGURE 22-73-00-16800-A SHEET 1

Display of SET SPD AUTO Message in Case of no Manual
Speed Preselection for Next Phase
22-73-00 PB001
Page 58
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
SPD
HDG
ALT
LAT
HDGV/S
LVL/CH
V/S
F R OM
TRKFPA
A F 5 6 1 2
U T C
HDG
TRK
V/S
FPA
100
PUSH
TO
LEVEL
OFF
METRIC
ALT
SPD
MACH
AP1
UP
1000
AP2
DN
PAS 3 0
2L
RO C C A
T O P 9 C
1011
B R G 1 3 6
1 0 1 3
(T /C)
4L
P E MA R
1 0 1 6
EXPED
APPR
GEN
6L
L GA T 3 3 R
D E S T
EXP.CLB
ALT
AP1
FD1
A/THR
. 7 8 /
2R
F L 2 9 0
200
"
"
20
20
10
10
GEN
20
4R
6 0
1 0 3 0
195 00
80
180
"
20
200
220
3R
4 4
"
1 0 2 2
ROC/136
9 NM
10: 12
276 TAS 260

318/16
GS
FL290
F L 2 2 0
2 5
U B 2 5
5L
1R
9 N M
3 0 0 /
T R K 1 3 6
3L
CLB
FL190
T O P 9 C
A/THR
LOC
1L
S P D / A L T
TOP
5R
U T C
D I S T
E F 0 B
1 2 2 0
9 4 4
8 . 4
10
10
6R
160
ROCCA
190
STD
12
13
14
15
VOR1
TOP
38
NM
PERF
CLB
A C T
1L
MO D E
U T C
EXPED I T E
1220
D E S T
E F 0 B
8 . 4
1R
FL250
2R
C I
2L
540
P R E D
E C O N
3L
300 / . 80
T O
U T C
D I S T
1014
20
4L
ALMOST ALL PREDICTIONS DISPLAYED

ON MCDU ARE BASED ON VERTICAL AUTO
CONTROL(HERE,ECON SPEED IS USED).
3R
4R
1012
5L
E X P E D I T E
6L
AP PR PHASE
A C T I V A T E
1 0
THE LEVEL SYMBOL IS COMPUTED VERSUS MODE ENGAGED

(HERE EXPEDITE)PERFORMANCE.IT ALWAYS CORRESPONDS TO
FCU ALTITUDE CAPTURE POINT SINCE ALTITUDE CONSTRAINTS ARE
NOT CONSIDERED.IT IS CYAN AS CAPTURE IS ARMED.
THIS SYMBOL INDICATES AN ALTITUDE CONSTRAINT

AT THE WAYPOINT.AS THE CONSTRAINT IS NOT
TAKEN INTO ACCOUNT BY GUIDANCE,IT IS WHITE.
5R
N E X T
PHASE
6R
ONLY ALTITUDE PLANNING GIVES SHORT TERM

PREDICTIONS IN EXPEDITE.
N_MM_227300_0_BJP0_01_00
AES
FIGURE 22-73-00-17000-A SHEET 1

Expedite in Climb
22-73-00 PB001
Page 59
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PROG
FCU
SPD
HDG
LAT
LVL/CH
ALT
HDG V/S
TRK FPA
DES
ECON
V/S
1L
CRZ
OPT
FL350
2L
AF 5612
REC
VDEV
MAX
FL390
=
1R
+500FT
2R
3L
3R
BRG
4L
5L
TO [
V/S
ALT
FD1
A/THR
4R
5R
HIGH
ATH/114.40
FREQ/VOR2
117.20/
GS 454 TAS 454
MACH
UPDATE AT
[
]
VOR1/FREQ
6L
/DIST
/
DDM
6R
ABC/103
280 NM
18:35
185/0
ABC
360
220
10
10
340
217
BRACO
20
00
80
215
320
10
10
300
20
2R
FL100
STD
.748
8
10
11
THIS INTERCEPT SYMBOL INDICATES WHERE

THE AIRCRAFT SHOULD CROSS THE THEORICAL PROFILE,
BASED ON V/S SELECTED.IT IS WHITE AS THE PROFILE
WILL NOT BE CAPTURED.
THE SPEED CHANGE SYMBOL IS LOCATED TO INDICATE

THE NEXT DECELERATION POINT;HERE IT IS DUE TO A
SPEED CONSTRAINT AT BRACO
N_MM_227300_0_BKP0_01_00
AES
FIGURE 22-73-00-17100-A SHEET 1

V/S in Descent (Aircraft above Profile)
22-73-00 PB001
Page 60
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
V , ALT
A
A
SPD LIM
DECEL.
FINAL DECEL
V1,ALT1
(a)
(b)
DESTINATION
REQUIRED DISTANCE TO DESCENT = (a) + (b)

(a) = DISTANCE TO DECREASE A/C ENERGY FROM CURRENT LEVEL (VA
,
ALTA) TO FINAL APPROACH INTERCEPT LEVEL (V1, ALT 1).
(b) = LENGTH OF FINAL APPROACH.
LCP
(b)
DESTINATION
(a)
A/C
DIST TO DEST = (a) + (b)

(a) = DIRECT DISTANCE FROM A/C TO LCP.
(b) = DISTANCE FROM LCP TO RUNWAY THRESHOLD.
N_MM_227300_0_BLM0_01_00
AES
FIGURE 22-73-00-17300-A SHEET 1

22-73-00 PB001
Page 61
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FCU
SPD
HDG
LAT
LVL/CH
ALT
HDG V/S
V/S
PROG
TRK FPA
DES
ECON
CRZ
OPT
1L
FL290
FL350
2L
REQD
DIR
AF 5612
REC
DIST
DIST
TO
LAND
DEST
BRG
/DIST
/
TO
MAX
FL390
1R
70NM
=
=
2R
89NM
3L
3R
4L
TO [
UPDATE AT
[
]
5L
5R
HIGH
VOR1/FREQ
6L
4R
ATH/114.40
FREQ/VOR2
117.20/
DDM
6R
THE VDEV IS REPLACED BY REQD DIST TO

LAND AND DIR DIST TO DEST IN LATERAL
MANUAL CONTROL
GS 454 TAS 454
IDLE
OP.DES
ALT
HDG
185/0
FD1
A/THR
2
ABC
360
220
10
10
BRACO
340
217
320
10
20
00
80
215
10
300
20
. 2R
FL100
.748
8
10
11
3
1
: THE "SPEED CHANGE" SYMBOL IS LOCATED ON THE

CURRENT SELECTED TRACK. IT CORRESPONDS TO THE START
OF DECELERATION TO SPEED LIMIT.
: THE FLIGHT PATH ALTITUDE REMAINS DISPLAYED

ON THE PFD. IT IS NOT ACCURATE IF THE
AIRCRAFT IS FAR AWAY FROM THE LATERAL
FLIGHT PLAN. IT IS BASED ON A 45 INTERCEPT
OF THE FROMTO LEG.
THE "LEVEL" SYMBOL IS LOCATED ON THE CURRENT

SELECTED TRACK. IT CORRESPONDS TO FCU ALTITUDE
CAPTURE. IT IS CYAN AS CAPTURE IS ARMED.
N_MM_227300_0_BMP0_01_00
AES
FIGURE 22-73-00-17400-A SHEET 1

22-73-00 PB001
Page 62
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FUEL
PRED
FUEL PRED
1L
AT
UTC
EFOB
LGAT
1235
5.2
LGHT
1315
2.4
2L
3L
2R
GW
62.4/
4L
1R
3R
FOB
12.25
25.0
TEMP/TROP0
RTE RSV/%
0.4/ 5.0
5L
FINAL/TIME
1.7/
0030
6L
EXTRA TIME
0.3/0010
/FF+FQ
4R
34 /35600
CRZ WIND
000/000
5R
ALTN WIND
000/000
6R
INIT
NEXT
PAGE
INIT
1L
TAXI
0.4
2L
TRIP/TIME
4.5/0107
3L
RTE RSV/%
0.2/ 5.0
4L
5L
CG/
25.0/
ZFW
53.2
1R
BLOCK
7.4
2R
3R
ALTN/TIME
TOW
1.2/0020
60.2
LW
4R
55.7
5R
FINAL/TIME
1.1/
0030
EXTRA/TIME
6L
0.0/0000
6R
N_MM_227300_0_BNM0_01_00
AES
FIGURE 22-73-00-17800-A SHEET 1

22-73-00 PB001
Page 63
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
TEMPORY FPLN A PAGE WITH EOSID TO BE INSERTED

(AVAILABLE ONLY BEFORE DIVERSION PROMPT)
>
PERF PAGE (AVAILABLE AS SOON AS

ENGINE OUT CONDITIONS ARE DETECTED)
N_MM_227300_0_BPM0_01_00
AES
FIGURE 22-73-00-18000-A SHEET 1

22-73-00 PB001
Page 64
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
NEXT
PAGE
FROM
AF5612
WIND
EFOB
1L
LSGG23
TOP9C
2L
PAS
HOLD L
3L
7000
15.0
060/005
BRG228
6NM
1R
/020
2R
"
/022
3R
"
"
4R
14.7
"
TRK230
12
14.6
"
(SPD)
4L
(LIM)
TOP9C
5L
D136E
14.5
6L
066/026
TIME
DEST
LGAT33R
VERT
0220
REV
EFOB=14.5
DIST
EFOB
992
8.4
EXTRA=0.8
1R
CLB
SPD
210/
[
LIM
2R
7000
SPD
3L
6R
D136E
AT
1L
2L
5R
CSTR
]
ALT
CSTR
5000
3R
4L
4R
5L
5R
6L
RETURN
6R
N_MM_227300_0_BQM0_01_00
AES
FIGURE 22-73-00-18200-A SHEET 1

22-73-00 PB001
Page 65
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
<
<
<
<
<
POWER UP
N_MM_227300_0_BRM0_01_00
AES
FIGURE 22-73-00-18500-A SHEET 1

Performance Factor
22-73-00 PB001
Page 66
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
6R
FROM
3753.8N / 02343.7E
LAT REV
1L
LGAT
1R
ARRIVAL
2L
2R
NEXT WPT
3L
3R
ENABLE
4L
ALTN
4R
5L
ALTN
5R
6L
RETURN
6R
ALTERNATES
1907
1L
FOR
EXTRA
LGTS
LGAT
TRK
DIST
0.9
325
161
1R
2AB3
2L
LGRP
0.7
113
230
2R
3L
LGKR
0.8
298
197
3R
OTHER ALTN
4L
5L
NO ALTN
6L
ERASE
4R
5R
2.5
INSERT
6R
N_MM_227300_0_BSP0_01_00
AES
FIGURE 22-73-00-18700-A SHEET 1

22-73-00 PB001
Page 67
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PROG
ECON
DES
AF5612
CRZ
OPT
1L
FL290
FL350
REC MAX
2L
REQD
DIST
TO
LAND=
70NM
DIR
DIST
TO
DEST=
89NM
FL390
1R
2R
3L
3R
BRG
4L
UPDATE
5L
[
VOR1
6L
/ DIST
ATH
TO
4R
AT
5R
]
/ FREQ
/ 114.40
HIGH
FREQ
117.20
VOR2
DDM
6R
N_MM_227300_0_BTM0_01_00
AES
FIGURE 22-73-00-18900-A SHEET 1

PROG Page
22-73-00 PB001
Page 68
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
<
N_MM_227300_0_BUM0_01_00
AES
FIGURE 22-73-00-19100-A SHEET 1

22-73-00 PB001
Page 69
May 01/12
Revision n: 40
@A318/A319/A320/A321

OPERATION
** On A/C 008-099
1.
General
The vertical functions and performance computations are available from a defined lateral and vertical flight plan.
They enable:
. optimization of the vertical profile inside all limitations (such as speed envelope and constraints),
. estimation of fuel consumption and corresponding time,
. guidance according to the optimized vertical profile.
Flight phases enable flight plan sharing in order to isolate different computations and guidance modes. They are
given with appropriate switching logics.
Then speed generation is described, with first speed envelope, reference and optimized speeds to be used in
predictions and guidance in SPEED AUTO CONTROL mode. And then follows manual speed mechanization for
MCDU preselection, FCU display and guidance in SPEED MANUAL CONTROL mode.
The vertical flight plan management deals with computation of flight plan predictions and vertical guidance. A phaseby-phase description is followed by specific rules which apply in SPEED MANUAL CONTROL (FCU selected speed),
VERTICAL MANUAL CONTROL (V/S, FPA, OPEN CLB, OPEN DES, EXP CLB or EXP DES modes) and
LATERAL MANUAL CONTROL (HDG or TRK mode).
Additional computations are also given, which are used by previous functions in normal cases (altitude, fuel, weight
management) or in special cases (engine out, holding, alternates).
AES
22-73-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
2.
System Description
A.
Flight Phases
(Ref. Fig. 22-73-00-12600-A - Vertical F-PLN Definition)
(Ref. Fig. 22-73-00-12700-A - Flight Phase Display on PERF and PROG Pages)
(1) Introduction
The flight plan is divided into several flight phases for which specific operations, predictions and guidance
are defined.
These flight phases are predicted to be for the active Primary F-Plan (flight phase logic is described in
Para. 2.A.(2)):
PREFLIGHT : aircraft on ground, primary flight plan data are entered
TAKEOFF
: initial climb from the origin runway up to acceleration
altitude
CLIMB
: from acceleration altitude up to the top of climb at the
cruise flight level. It can include a climb speed limit,
and several altitude and speed constraints
CRUISE
: from the top of climb to the top of descent. It can include
a step climb or a step descent if a step flight level is
defined
DESCENT
: from the top of descent down to the DECEL point, which is
the start of decelerated approach. It can include a descent
speed limit and several speed, altitude and flight path
angle constraints
APPROACH : from the DECEL point down to the destination (runway
threshold, airport or missed approach point). It can include
several speed, altitude and flight path angle constraints
GO AROUND : missed approach procedure
DONE
: aircraft on ground, primary flight plan data are cleared.
Except for the first and last ones, each of these flight phases is displayed in the title of the PERF page
which is accessed when the PERF key is pushed. When present flight phase is PREFLIGHT or DONE, the
PERF key action gives access to the TAKEOFF PERF page. The same display of the flight phase is
repeated in the title of the PROG page.
See following figure for a typical vertical trajectory where all phases are involved only once.
(2) Flight Phase Transitions

The following flight phase transitions are possible:
------------------------------------------------------------------------------!
FROM
!PREFLIGHT!TAKEOFF!CLIMB!CRUISE!DESCENT!APPROACH!GO AROUND!DONE!
! TO
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------!(1) PREFLIGHT !
!
!
!
!
!
!
! X !
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(2) TAKEOFF
!
X
!
!
!
!
!
!
! X !
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(3) CLIMB
!
!
X
!
!
X !
X
!
X
!
X
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(4) CRUISE
!
!
! X !
!
X
!
X
!
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(5) DESCENT
!
!
! X !
X !
!
!
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(6) APPROACH !
!
! X !
X !
X
!
!
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
AES
22-73-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
!(7) GO AROUND !
!
! X !
X !
X
!
X
!
!
!
!--------------!---------!-------!-----!------!-------!--------!---------!----!
!(8) DONE
!
!
X
! X !
X !
X
!
X
!
X
!
!
------------------------------------------------------------------------------Conditions for flight phase transition to:
(a) PREFLIGHT phase
This flight phase becomes active when INIT or PERF key is pushed in DONE phase.
(b) TAKEOFF phase
It becomes active when ground speed or engine rate reaches takeoff rate, from DONE or PREFLIGHT
phase.
(c) CLIMB phase
CLIMB becomes active from TAKEOFF or GO AROUND flight phases when the aircraft altitude
increases above the acceleration altitude or at pilot engagement of a vertical autopilot mode other than
SRS.
CLIMB is also recovered from DESCENT, APPROACH or CRZ phases each time the aircraft altitude
becomes lower than the (possibly new) cruise altitude (except if there is a preplanned step).
(d) CRUISE phase
It becomes active from CLIMB, DESCENT or APPROACH phase each time the aircraft altitude
becomes greater than or equal to the (possibly new) cruise altitude.
(e) DESCENT phase
It becomes active from CRUISE or CLIMB phases when the aircraft (not too far from the destination)
begins a descent to a clearance altitude below the cruise altitude without preplanned step.
(f) APPROACH phase
. It becomes active from DESCENT when the aircraft has passed the DECEL point, the aircraft
altitude is not too high and NAV mode is engaged.
. It can also be activated manually from CLIMB, CRUISE, DESCENT or GO AROUND phase when
the CONFIRM APPR PHASE prompt is selected on the PERF page.
(Ref. Fig. 22-73-00-12900-A - Manual Activation of APPROACH Flight Phase)
(g) GO AROUND phase
It becomes active from the APPROACH phase when the PITCH GO AROUND mode is engaged.
(h) DONE phase
It becomes active from any other phase than PREFLIGHT when engines are stopped on ground. In
addition, it may become active from APPROACH flight phase as soon as sufficient time has elapsed
with aircraft on ground.
B.
Speed Generation
(1) Optimization
Several reference and optimum speeds are used for MCDU display, for performance computation and for
guidance when SPEED AUTO CONTROL is active. They are takeoff, approach and go around speeds,
optimum climb, cruise and descent speeds, and situational speeds (as expedite and holding pattern speeds).
(a) Takeoff, approach and go around speeds
The takeoff reference speeds (F, S or VFTO) are computed from the TOGW value if one exists. If
there is no TOGW value, these speeds are not computed.
Before transition to approach, the approach reference speeds (VLS, VAPP, VFTO, S and F) are
computed from the gross weight value predicted at the destination, if a destination is defined, or from
the current gross weight value, if a destination is not defined. At transition to approach phase, the
speeds are computed from the current gross weight value and are frozen.
Wind at destination is taken into account for VAPP computation. VLS is computed according to the
selected landing configuration.
AES
22-73-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
Before transition to go around, the go around reference speeds (F, S and VFTO) are equal to the
corresponding approach speeds. After transition to go around the speeds are computed using the
current gross weight value.
They are displayed on the corresponding PERF pages.
On the PERF TAKEOFF page, additional speeds may be entered by the pilot. These speeds are taken
into account for prediction and guidance ; they are the decision speed (V1), the rotation speed (VR)
and the reference speed for initial climb (V2). V1 and V2 are displayed on the PFD speed scale.
On the PERF APPROACH page, WIND and LDG CONF fields must be entered for accurate
estimation of VAPP and VLS.
(b) Optimum speeds
All speeds defined in this paragraph are computed within the speed envelope. The lower limit is the
maximum between the minimum selectable speed (VLS) and the green dot speed (VFTO). The upper
limit is the maximum performance speed, which is the smallest of:
. VMAX = maximum selectable speed (0.2 g buffet margin)
. VMO-10 kts or MMO-0.02
. VMX CRZ = maximum speed held in level flight with max cruise thrust.
Climb, cruise and descent Optimum speeds are optimized (within above speed envelope) according to:
. the aircraft weight (GW) and center of gravity (CG)
. the cost index (CI)
. the cruise flight level (CRZ FL)
. the wind and temperature models.
If there is no gross weight value defined, the optimum speed is not computed. If there is no cost index
or cruise flight level selected, the speeds default to VFTO.
Climb optimum speed is a CAS/MACH pair which is frozen at transition to CLIMB phase. It is
updated if cost index, cruise flight level or meteorological data are modified during climb.
Cruise optimum speed is optimized along the cruise, and is updated in real-time according to the actual
flight conditions. In level flight, it is a MACH above FL 250, else it is a CAS. Step speed is a
CAS/MACH pair : the CAS is computed with the lower CRZ FL, the MACH with the higher CRZ FL.
Descent optimum speed is a MACH/CAS pair which is frozen at transition to DESCENT phase. Prior
to descent, it can be superseded by pilot entry.
GO AROUND optimum speed is VFTO.
(c) ECON speeds
(Ref. Fig. 22-73-00-13400-A - ECON Speed2/Mach Display on PERF Pages)
The ECON speeds are the optimum speeds described above, limited to the applicable speed constraints
and limits at actual or predicted aircraft position.
The ECON speed corresponding to the nearest point for each flight phase is displayed on related PERF
page below the ECON prompt. For the descent, the ECON prompt is replaced by AUTO SPEED if the
optimum descent speed has been superseded by the pilot entry.
Time constraint option:
When a time constraint has been entered in the flight plan, the ECON speeds are adjusted between the
origin or current aircraft position and the time constraint waypoint, within applicable constraints/limits
and aircraft speed enveloppe, to attempt meeting the time constraint.
(d) EXPEDITE speeds
Expedite climb speed is the maximum speed between the maneuver speed (VMAN = F, S or VFTO
according to present configuration) and VLS.
Expedite descent speed is the minimum speed between VMAX (which takes into account VFE of the
current configuration and VLE when the landing gear is extended), VMO-10 and MMO-00.2.
(e) Holding pattern speeds
The holding speeds are defined as the minimum of:
AES
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.
.
.
.
ICAO limitations
Max endurance speed
Nav data base holding pattern speed constraint (if one exists)
Any flight plan speed constraints or limits that apply to the holding pattern.
The predicted speed at the entry fix, if the holding pattern is in approach, beyond the DECEL
point.
They are displayed on the FLIGHT PLAN A page.
(Ref. Fig. 22-73-00-13500-A - Hold Speed Display (in Line 2))
Before the holding fix is overflown, the Max Endurance speed is computed assuming a clean
configuration. During the holding leg, the Max Endurance speed is calculated using the current aircraft
configuration.
(2) Manual Speeds
(a) Preselection
A manual speed can be preselected on the appropriate PERF page for CLIMB or CRUISE flight phase,
before the corresponding phase becomes active.
Only a CAS entry is allowed for CLIMB phase; however the MACH value corresponding to the CAS at
the MANUAL crossover altitude (Ref. Para. (b) below) is displayed if the CRZ FL is undefined or
greater than the MANUAL crossover altitude.
Either a CAS or a MACH entry is allowed for CRUISE phase.
(b) MANUAL crossover altitude law (MAN XALT)
(Ref. Fig. 22-73-00-13700-A - Manual Crossover Altitude Law)
MAN XALT is defined as a function of Mach (M):
. M less than or equal to 0.8:
MAN XALT = FL305
. M more than 0.8 and less than or equal to MMO:
MAN XALT = FL305 + (MOXALT - FL305) (M - 0.8) / (MMO - 0.8)
where MOXALT is the crossover altitude of (VMO, MMO) and FL305 is the crossover altitude of
(300, 0.8).
AES
In the case of speed mode preselection (Ref. para. (a) above), the speed value which has to be
displayed in the FCU window and used for guidance is initially the entered CAS for CLIMB phase,
the entered CAS or Mach for CRUISE phase.
To select directly a manual speed (CAS or Mach), the only way is the FCU speed window, where
the entered value is considered available only when speed manual is engaged and the value has
remained constant for 2 seconds. Nevertheless, the FCU speed value is displayed also on the PERF
page of active phase. If SPEED AUTO CONTROL is active, no manual speed is defined.
Following rules apply for display and guidance:

a
A/C in CLIMB phase

FCU CAS entry
. If the crossover altitude corresponding to the CAS is above A/C ALT and below CRZ FL
at T/C, the system computes and displays the corresponding Mach value on the MCDU.
. If it is not, no Mach is defined.
FCU Mach entry
. No CAS is computed.
A/C in DESCENT phase

FCU Mach entry
. If the crossover altitude corresponding to the Mach is below A/C ALT, the system
computes and displays the corresponding CAS value on the MCDU.
. If it is not, no CAS is computed.
FCU CAS entry
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4
No Mach is computed.
A special rule applies for descending in CLIMB phase or climbing in DESCENT phase:
a
A/C in CLIMB phase if:

. a Mach is selected on FCU (and no CAS is defined).
. A/C ALT is at or above the crossover altitude corresponding to the Mach value.
. A/C V/S is negative.
. CLR altitude is below crossover altitude, the system computes and displays the
corresponding CAS on the MCDU.
A/C in DESCENT phase if:

. a CAS is selected on FCU (and no Mach is defined).
. A/C ALT is at or below the crossover altitude corresponding to the CAS value.
. A/C V/S is positive.
. FCU altitude is above crossover altitude, the system computes and displays the
corresponding Mach on the MCDU.
Following rules deal with automatic reference switch on FCU during CLIMB or DESCENT phases.
a
CAS ----> MACH if:

. a CAS is selected on FCU.
. the corresponding Mach is defined on MCDU.
. A/C V/S positive.
The FCU display and the guidance speed become the defined Mach.
MACH ----> CAS if:

. a Mach is selected on FCU.
. the corresponding CAS is defined.
. A/C V/S negative.
The FCU window display and the guidance speed become the defined CAS.
(c) Speed envelope (used for predictions)

Manual speeds are limited in the computation of predictions by the following speed envelope defined:
. for the Minimum speed as VLS
. for the Maximum speed as the smallest speed of:
. VMAX
. VMO/MMO
. VMX CLB = maximum speed which can be held with Max Climb thrust in level flight.
NOTE :
C.
In case of engine out, VMX CLB is replaced by VMCT (maximum speed which can be held
with MAX continuous thrust on one engine and the other windmilling with anti ice on or off
with respect to current conditions).
Vertical F-PLN Management

(1) Overview
The vertical F-PLN management provided by the FMS mainly consists of two tasks which are computations
of predictions and vertical guidance.
(a) Overview of predictions
The FMS is in charge of predicting aircraft performance along the active flight plan.
From the current state of the aircraft and of its environment, these predictions are computed versus
defined lateral path, predicted atmospheric conditions and flight strategy defined for each flight phase.
AES
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The current state of the aircraft is defined by : GW, CG, position, altitude, speed, active control modes
(auto/manual in lateral, vertical (Ref. NOTE) and speed). Its environment includes time, wind and
temperature.
The lateral path considered is composed of all lateral legs and leg transitions except HM leg which is
initially supposed not to be flown. But once the aircraft sequences the entry fix, a complete holding
pattern is supposed to be flown and predictions assume the aircraft will exit the holding when
overflying the fix again.
If there is a lateral discontinuity between two points in the flight plan, predictions assume the aircraft
will fly directly between the two points (direct distance is used).
The flight strategy is defined phase by phase in Para. (2) below. When lateral path, vertical path or
speed is in manual control, specific assumptions are used which are described in Para. (3), (4) and (5)
below.
These computations involve the use of a performance data base which contains aero/engine models of
the aircraft and atmospheric models.
1
Display of predictions
(Ref. Fig. 22-73-00-14100-A - Display of Predictions)
Some data resulting from computing the predictions are displayed on the MCDU.
The flight plan pages display predicted time, speed, altitude and remaining fuel at each waypoint
and pseudo-waypoint of the flight plan.
Extra and remaining fuel at each fixed waypoint are displayed on the VERT REVISE page.
Time and remaining fuel at destination are displayed on the FUEL PRED, CLIMB, CRUISE and
DESCENT PERF pages.
Before transition to TAKEOFF phase, time predictions are in ETE if there is no ETT or time
constraint in the F-PLN, otherwise they are in UTC format.
After transition to TAKEOFF phase, time predictions are in UTC format.
Speed predictions are in CAS or MACH according to the target used.
Altitudes predictions are in feet below transition altitude and in flight levels above.
Update of predictions
Predictions are regularly updated according to current aircraft parameters.
Moreover, they are recomputed in case of modification of:
. lateral flight plan (new waypoint, new dest, etc.).
. vertical flight plan (cruise altitude, constraints, etc.).
. entered predicted atmospheric conditions (wind, temperature).
. cost index.
. speed control (manual/auto).
In that case, during recomputation time, predictions are dashed on the MCDU pages, and pseudowaypoints are removed from the MCDU and ND.
(b) Overview of vertical guidance

1
AES
Modes
FM vertical guidance modes are CLB, DES, and FINAL. They can be used only in LATERAL
AUTO CONTROL.
. CLB mode is used to climb up to FCU selected altitude, while observing altitude constraints.
. DES mode is used to descent down to FCU selected altitude according to a precomputed
vertical flight path, also observing altitude constraints.
. FINAL mode can be used on a non-precision approach : VOR, NDB, or RNAV, to descend
below FCU selected altitude on the vertical flight path.
SPEED AUTO CONTROL can be engaged at any time. Except in EXP CLB, EXP DES or SRS
mode, it allows the aircraft to fly at the optimum speed according to the selected cost index, while
observing speed limits, and in LATERAL AUTO CONTROL, speed constraints, ICAO limits and
holding pattern speeds.
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2
Submodes
Selected submode determines which control law is used to guide the aircraft. When CLB, DES, or
FINAL mode is engaged, selected submode can be:
------------------------------------------------------------------!Elevator target! SPEED ! VPATH ! VPATH !
FPA
!
V/S
!
!-----------------------------------------------------------------!
! Thrust target ! THRUST ! THRUST ! SPEED ! SPEED ! SPEED !
------------------------------------------------------------------!
CLB mode
!
X
!
!
!
!
!
!---------------!---------!---------!---------!---------!---------!
!
DES mode
!
X
!
X
!
X
!
X
!
X
!
!---------------!---------!---------!---------!---------!---------!
!
FINAL mode !
!
!
X
!
!
!
------------------------------------------------------------------VPATH is an FM pitch control law which can perform path captures or maintain the aircraft on
the vertical flight path. Submode switching can occur only when DES mode is engaged.
3
Targets
In SPEED AUTO CONTROL, the FM determines SPEED TARGETS for display on the PFD,
except in SRS mode. For guidance they are lower limited to the VMAN and VLS transmitted by
the FAC, except when the landing configuration is extended. (VMAN is VFTO in clean
configuration, S with slats out, F with flaps out).
a
in LATERAL AUTO CONTROL: aircraft speed follows the predicted speed profile. Speed and
time constraints, limits and holding pattern speeds are observed. When a deceleration is
required for a holding pattern, or (in DESCENT) for a speed constraint or limit, the speed
target steps down ahead of time to anticipate the deceleration distance.
in LATERAL MANUAL CONTROL: speed constraints, which are tied to the lateral path, are
not taken into account. Only speed limits are observed below their specified altitude. The
aircraft anticipates decelerations as required.
In CLB, DES, or FINAL mode, the FM provides the V/S, FPA, THRUST, and PITCH targets
in accordance with the selected submode. In CLB mode, the THRUST TARGET is the
maximum available thrust. In DES mode when SPEED-THRUST or VPATH-THRUST
submode is selected, it is IDLE thrust.
When CLB or DES mode is armed or engaged, the FM computes an ALTITUDE TARGET if
level flight is required for an altitude constraint (except during CRUISE phase or when
altitude constraints are ignored). It is displayed on the PFD altitude scale, and is used for
ALT ACQ mode engagement (the previous mode, CLB or DES is then armed for automatic
re-engagement after the constraint is passed). Note that FCU selected altitude always has
priority over the FM altitude target.
(2) Phase-by-Phase Presentation

(a) PREFLIGHT phase
AES
Predictions
Predictions for the active primary flight plan are computed from origin to destination, provided
that takeoff weight, CI, and CRZ FL have been entered.
Before the engines are started, predictions are based on entered ZFW and block; thereafter
computed FOB is used.
Guidance
The following modes are armed automatically when at least one FD is engaged:
. ALT if FCU ALT less than or equal to ACCALT, CLB otherwise
. NAV if a Primary F-PLN exists and no HDG preset as been made
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(b) TAKEOFF phase
(Ref. Fig. 22-73-00-14300-A - Display of Takeoff Parameters)
(Ref. Fig. 22-73-00-14400-A - F-PLN Predictions)
1
Takeoff parameters
a
Takeoff speeds
Before pushing the throttle control levers forward, the pilot must enter the takoff speeds (V1,
VR, V2) on the PERF TAKEOFF page.
V1, V2, once defined, are displayed on the PFD speed scale.
V2 is also used as target speed for guidance during takeoff (the SRS control law targets V2
+ 10kts).
The system also computes the flap retraction, slat retraction and final takeoff speeds versus
takeoff gross weight. These speeds are displayed on the PERF TAKEOFF page (Ref. Para.
2.B).
Takeoff thrust
During preflight, the pilot may enter a Flex Takeoff temperature on the PERF TAKEOFF
page. If entered, the value is sent to the FADECs.
During takeoff, if the throttle control levers are set on the Flex Takeoff position, the ECU
uses the Flex Takeoff temperature to compute the Takeoff thrust.
Takeoff altitudes
Thrust reduction and acceleration altitudes are displayed on the PERF TAKEOFF page.
Their definition and revision rules are given in 22-71-00.
Flap/slat and THS position at takeoff

The pilot can enter the flap/slat and THS position for display only.
All these parameters are frozen after transition to Takeoff phase.
Predictions
Takeoff predictions are based on the assumption that the aircraft will climb using takeoff thrust
(either MAX TAKEOFF or FLEX TAKEOFF) maintaining a CAS of V2 plus 10 kts until reaching
the thrust reduction altitude. At the thrust reduction altitude, the thrust is decreased to the MAX
CLB value and V2 plus 10 kts is maintained until the aircraft reaches the ACCELERATION
ALTITUDE which is the assumed end of the takeoff phase.
Guidance
. The only vertical guidance mode during TAKEOFF is SRS: if another mode is engaged, there
is a flight phase transitions to CLIMB.
. At thrust reduction altitude the CLB indication flashes on the PFD until the throttle control
levers are set to CLB.
. At acceleration altitude, there is a flight phase transition to CLIMB. If CLB mode is armed:
CLB mode engages if NAV mode is engaged, if not, OPEN CLB mode engages.
(Ref. Fig. 22-73-00-14500-A - Takeoff)
(c) Climb
1
AES
Predictions
Predictions are based on an optimum climb strategy taking all climb constraints into account.
The optimum climb is performed by holding the Max climb thrust and ECON speed (i.e. optimum
or time constraint speed limited by all applicable climb speed constraints and speed limit).
But if this climb is above an AT or AT OR BELOW constraint, a level segment is inserted at the
constraint altitude until the constraint point. No specific strategy applies to satisfy AT OR
ABOVE constraints.
In case of conflict between constraints, the first (laterally) encountered has priority.
(Ref. Fig. 22-73-00-14600-A - Predicted CLIMB Profile)
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2
Guidance
a
CLB mode
It can be armed or engaged in LATERAL AUTO CONTROL, below FCU selected altitude. It
is normally armed when CLIMB phase becomes active, and it engages at once unless there is
an altitude constraint at acceleration altitude.
When a level off is required for an altitude constraint, ALT ACQ mode is engage
automatically and CLB mode is armed for automatic re-engagement when the constraint is
passed.
(Ref. Fig. 22-73-00-14800-A - Level off for an Altitude Constraint)
When CLB mode is engaged, SPEED-THRUST submode is selected: speed is held with the
elevators and maximum available thrust is targeted.
SPEED AUTO CONTROL

The speed target is the ECON climb speed.
In LATERAL MANUAL CONTROL, only the climb speed limit is observed.
(Ref. Fig. 22-73-00-14700-A - Climb - Crossing the Speed Limit Altitude)
In LATERAL AUTO CONTROL, speed and time constraints, ICAO limits and holding
pattern speeds are also observed.
The speed target can be a CAS or a MACH, depending on aircraft altitude relative to the
corresponding AUTO crossover altitude.
(d) Cruise
(Ref. Fig. 22-73-00-14900-A - Step Climb)
AES
Predictions
Cruise predictions are based on the aircraft flying level at the cruise altitude using the appropriate
thrust to maintain the optimum cruise speed. If a step climb or descent exists in the F-PLN, it is
taken into account in the cruise predictions.
Steps are assumed to be flown maintaining step speed and:
. for step descent : - 1000 ft/mn
. for step climb : Max climb thrust.
When the aircraft is not in level flight at the cruise flight level, it is assumed to be flying a step.
Guidance
a
FM vertical modes
CLB or DES mode can only be engaged manually, in LATERAL AUTO CONTROL,
respectively below or above FCU selected altitude. Mode arming is not possible. Engagement
of CLB mode initiates a step-climb. Engagement of DES mode initiates a step-descent if a
step exists in the flight plan or if the destination is far away, otherwise transition to
DESCENT phase occurs.
. if CLB mode is engaged, SPEED-THRUST submode is selected: speed is held with the
elevators and maximum available thrust is targeted
. if DES mode is engaged for a step-descent, V/S-SPEED submode is selected: V/S =
-1000 ft/mn is held with the elevators and speed is held with thrust.
SPEED AUTO CONTROL

The speed target is the ECON cruise speed, limited to the climb speed limit when applicable
(in LATERAL AUTO CONTROL, a time constraint is taken into account). It is continuously
updated according to current flight conditions.
. in level flight at the cruise flight level, it is a MACH above FL250, otherwise it is
converted to a CAS
. in level change from one cruise flight level to another, it can be the CAS of the lower
cruise flight level, or the MACH of the higher one, depending on aircraft altitude relative
to the corresponding AUTO crossover altitude
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the DECELERATE message is displayed beyond the top of descent.
(e) DESCENT phase
AES
Descent parameters
(Ref. Fig. 22-73-00-15000-A - Display of Descent Parameters)
The following atmospheric data must be entered since they are used for descent path construction
and for predictions during descent and approach:
. cabin rate (on the DES FORECAST page) is used for repressurization segment construction
(the default value is -350 ft/mn)
. descent winds (on the DES FORECAST page) and the destination wind (on the PERF APPR
page) are used for path construction; destination wind is also used to compute VAPP. It is
also used by the FG for approach speed management
. destination temperature (on the PERF APPR page) is used to compute the Delta ISA for the
descent
. destination QNH (on the PERF APPR page) is used to compute a cabin rate and is
transmitted to the cabin pressure control system for cabin pressure management.
If the aircraft is in cruise within 180 NM of the destination and destination data (QNH, WIND,
TEMP) have not yet been entered, the ENTER DEST DATA message is displayed.
Theoretical descent path

a
General
Descent predictions and guidance are based on a theoretical descent path, which is an
altitude, speed and thrust profile, function of distance to destination. It is constructed
according to the entered atmospheric data, vertical and lateral F-PLN data: all descent
constraints are taken into account, and flight plan leg transitions are estimated. However
holding patterns (HM legs) are not taken into consideration. In case of conflict between
altitude constraints, priority is given to the highest one.
The descent path is computed backwards from the DECEL point (Ref. APPROACH phase
below) up to the CRUISE FLIGHT LEVEL, or aircraft lateral position (or HM exit fix it flying
an HM) if it is being recomputed during the descent.
It can consist of three parts:
(Ref. Fig. 22-73-00-15100-A - Theoretical Descent Profile Construction)
. a geometric path, if one is required to observe some altitude (or flight path angle)
constraints
. an idle path, if possible above the highest restrictive altitude constraint
. a repressurization segment, if necessary to meet the specified cabin rate.
Geometric path
If necessary, a geometric path is built from the DECEL point up to the highest altitude
constraint to which a vertical path based on the holding of IDLE thrust and descent speed
(ECON or AUTO, with regards to speed constraints and limits) cannot be constructed.
The geometric path altitude profile is composed of successive constant slope segments
defined to meet restrictive altitude and flight path angle constraints.
The geometric path speed profile is integrated backwards from the DECEL point assuming
altitude profile elevator control and thrust speed control in order to meet speed limits and
constraints.
Speedbrakes are assumed to be extended where necessary. However some of the segments
may be too steeps to be flown even with speedbrakes extended to mid travel, then a TOO
STEEP PATH marker is displayed on the F-PLN page to highlight the resulting profile
discontinuity, and the TOO STEEP PATH AHEAD message is displayed before the descent.
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AES
Idle path
An idle path is built above the highest restrictive altitude constraint. It is based on the
holding of descent speed (ECON or AUTO, with regards to speed constraints and limits) and
theoretical thrust (IDLE + DELTA).
Repressurization segment
If it is necessary to meet the specified cabin rate, a repressurization segment is inserted at the
upper end of the idle path, based on the holding of descent speed and a vertical speed derived
If the specified cabin rate cannot be met, the computed value is displayed instead and the
message CHECK CABIN RATE is displayed before the descent.
(Ref. Fig. 22-73-00-15200-A - Repressurization Segment)
Recomputation of the theoretical descent path

The entire descent path must be recomputed to account for changes in the F-PLN or
atmospheric forecast data, prior to DESCENT phase if any of the following are modified:
. lateral F-PLN
. vertical F-PLN
. cost index
. descent forecast winds and cabin rate
. destination temperature, wind and preselected QNH
. descent optimum MACH or CAS
during DESCENT phase whenever:
. the lateral F-PLN is modified
. the vertical F-PLN is modified
. the aircraft enters an HM leg (holding pattern)
. the aircraft reaches a TOO STEEP path.
It is to be noted that unlike predictions, the path is not recomputed when SPEED CONTROL
mode is switched from AUTO to MANUAL (or vice versa). The path is computed assuming
SPEED AUTO CONTROL.
Predictions
Predictions assume the aircraft will fly the theoretical profile.
If the A/C is off that profile in altitude and/or speed, predictions suppose an immediate return to
the theoretical profile from A/C present position to interception of the profile in altitude and
speed.
The way to return to the profile depends on the current position of the A/C versus alt profile as
described below.
a
A/C above altitude profile (A/C beyond T/D).

Return to the profile is assumed to be performed with: idle thrust, speedbrakes extended to
mid travel, hold of the ECON descent speed plus a margin, until the interception of the
altitude profile.
The speed margin is equal to 20 kts above an optimum speed segment, to 5 kts above a
constrained speed segment.
A/C below altitude profile (A/C in DES phase)

If A/C is above the highest restrictive altitude constraint of the descent, hold of V/S = -1000
ft/mn and ECON descent speed until either the altitude of the constraint or interception of
the altitude profile.
If A/C is below the highest restrictive altitude constraint:
. When there is an AT or AT OR ABOVE alt constraint which applies at predicted A/C
position, level flight is flown with ECON descent speed until it is left behind.
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Otherwise hold of ECON descent speed and of a constant flight path angle equal to half
the angle described by the theoretical descent path at the A/C altitude.
This applies up to the predicted interception of the altitude profile.
AES
Consideration of HM leg
(Ref. Fig. 22-73-00-15400-A - Consideration of HM Leg in Predictions)
Before entering the HM leg, the holding is supposed to be flown.
When the aircraft is in the holding, predictions assume that the leg is flown at holding speed
with a vertical speed equal to - 1000 ft/mn until reaching a restrictive altitude constraint, the
FCU altitude or the exit fix. If FCU or constraint altitude is reached first, the rest of the
pattern is assumed to be flown level at that altitude.
If the predicted exit fix altitude is not on the theoretical descent profile, return to the path is
made according to the rules defined in previous paragraphs (A/C below profile; A/C above
profile).
Recomputation of predictions
Predictions are continually refreshed. They are recomputed whenever the theoretical path is
rebuilt, when SPEED CONTROL mode is changed, and at each HM fix overfly.
Guidance
a
Path reference
Beyond the top of descent and during the descent, the vertical FLIGHT PATH ALTITUDE
corresponding to the computed altitude profile at the computed aircraft position is displayed
on the PFD altitude scale as a small magenta circle.
DES mode
It can be armed or engaged in LATERAL AUTO CONTROL, above FCU selected altitude,
only if a vertical path is defined or during a limited time while the path is being computed. If
the 20-second allowance is exceeded, a reversion to V/S or FPA mode occurs.
When a level off is required for an altitude constraint, ALT ACQ mode is engaged
automatically, and DES mode is armed for automatic re-engagement when the constraint is
passed. Predictions are normally used to determine whether a level off is necessary. However
while predictions are being computed, the system will target altitude constraints within a
limited altitude range. The AIRBRAKES message can be displayed on the PFD if the aircraft
is too high and is going to miss an altitude constraint, according to predictions.
In DES mode, guidance depends on computed aircraft position relative to the vertical flight
path and whether aircraft speed is correct.
Elevators are used to control the aircraft to the path. Thrust can be applied to prevent
underspeeding or to maintain speed. In case of overspeeding, the aircraft peels away above
path. Idle thrust and speed elevator control is used when the aircraft is above path to dive
back down. If the aircraft is below path, vertical speed or flight path angle elevator control is
used to converge towards the path, and speed is held with thrust. For an HM leg, V/S =
-1000 ft/mn is targeted once holding pattern speed is reached and held with thrust.
In SPEED AUTO CONTROL, to minimize throttle control levers movement, aircraft speed is
allowed to vary within a range which is displayed on the PFD, except when decelerating or
controling to an HM speed. The underspeed allowance is 20 Kts. The overspeed allowance is
20 Kts unless a speed constraint or limit applies, in which case it is only 5 Kts. The speed
range is limited from max (VMAN/VLS) to min (VMAX/VMO-3/MMO-0.006). On the idle
path, engines are allowed to remain at IDLE or IDLE+DELTA thrust within the speed range.
Return to path from above uses the maximum overspeed allowance.
In SPEED MANUAL CONTROL, there are no margins, FCU selected speed is maintained.
Selected submode can be:
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-------------------------------------------------------------------------!
! above path !on idle path ! on path or ! below ! below !
! DES MODE !
or
!(SPEED AUTO !underspeeding!geometric! path or !
!
!overspeeding!CONTROL only)! on idle path! path
! in an HM!
-------------------------------------------------------------------------!Elevator
!
SPEED
!
VPATH
!
VPATH
!
FPA
!
V/S
!
!target
!
!
!
!
!
!
!-----------!------------!-------------!-------------!---------!---------!
!Thrust
!
THRUST
!
THRUST
!
SPEED
! SPEED ! SPEED !
!target
!
!
!
!
!
!
-------------------------------------------------------------------------VPATH is an FM pitch control law which can perform path captures or maintain the aircraft
on the vertical flight path. The others are FG control laws, for which the FM can provide
targets. Submode switching can occur in case of underspeeding (to a SPEED thrust control
submode), overspeeding (to an idle THRUST submode), path capture (to a VPATH elevator
control submode), or while the path is being recomputed (VPATH-SPEED reverts to V/SSPD and VPATH-THRUST to SPEED-THRUST).
c
SPEED AUTO CONTROL

The speed target is the ECON or AUTO descent speed.
In LATERAL MANUAL CONTROL, only the descent speed limit is observed. In LATERAL
AUTO CONTROL, speed and time constraints, ICAO limits and holding pattern speeds are
also observed.
When a deceleration is required, the speed target steps down ahead of time to anticipate on
the deceleration distance. The speed target can be a MACH or a CAS, depending on aircraft
altitude relative to the corresponding AUTO crossover altitude.
When DES mode is armed or engaged, speed margins are used for display and guidance as
described above. The AIRBRAKES message is displayed on the PFD when a deceleration is
required above path or on a steep path segment, to request pilot action.
These figures:
(Ref. Fig. 22-73-00-15600-A - DES Mode: Aircraft on Idle Path, Underspeeding in SPEED
AUTO CONTROL)
(Ref. Fig. 22-73-00-15700-A - DES Mode: Aircraft above Profile - Hold of Upper Speed
Margin in SPEED AUTO CONTROL)
(Ref. Fig. 22-73-00-15800-A - DES Mode: Aircraft below Profile in SPEED AUTO
CONTROL)
apply when DES mode and SPEED AUTO CONTROL are both active.
(f) APPROACH phase

1
AES
Approach parameters
(Ref. Fig. 22-73-00-15900-A - APPROACH Pages (APPR))
(Ref. Fig. 22-73-00-16200-A - FINAL Mode (A2/C on Approach Profile))
a
Landing configuration
The landing configuration must be selected manually on the PERF APPROACH page. It can
be either FULL (by default) or configuration 3. It is used to compute approach speeds and is
transmitted to the GPWS.
Approach speeds
VFTO, F, S, VLS for the selected landing configuration and VAPP are computed and
displayed on the PERF APPROACH page.
VAPP can be modified by the pilot. When computed by the system,
VAPP = VLS + MAX(5, MIN(15,headwind x 0.3)) Kts,
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where headwind is the positive component on the runway axis of the destination wind
entered on the PERF APPR page.
c
Decision Height (DH) and Minimum Descent Altitude or Height (MDA/MDH)

When a RNAV, VOR or NDB approach exists in the flight plan, only MDA or MDH can be
entered. It is either MDA or MDH depending on FMGC pin programming. Otherwise DH can
also be entered and NO DH entry is allowed. DH and MDA or MDH entries are mutually
exclusive.
When defined, the pilot DH, MDA or MDH entry is displayed on the PFD during DESCENT
and APPROACH phases.
Theoretical approach profile

(Ref. Fig. 22-73-00-16000-A - Theoretical Approach Profile)
(Ref. Fig. 22-73-00-16100-A - Theoretical Approach Profile with an Intermediate Altitude
Constraint)
The theoretical approach profile is built according to flight plan altitude, flight path angle, and
speed constraints, backwards from the last point of the approach (runway threshold, missed
approach point or the airport) up to the DECEL pseudo-waypoint.
Constant slope segments are constructed for flight path angle constraints. The specified angle is
used unless an altitude constraint requires a higher slope.
Constant speed, idle thrust segments are constructed for level change between altitude
constraints, unless a flight path angle is specified.
VAPP is held up to 1000 ft AGL. To compute the speed profile from VAPP, idle thrust is
assumed with the right configuration to accelerate backwards to the descent speed, at which point
the DECEL is located.
Speed constraints are taken into account: constant speed segments are assumed, whenever
required, in order to meet them.
Predictions
Predictions are based on the theoretical approach profile, like in DESCENT phase and with the
same assumptions as for the geometric path.
Guidance
a
DES mode
It can be armed or engaged under the same conditions as in DESCENT phase. However,
there are no speed margins in approach. Depending on aircraft computed position and actual
speed, selected submode can be:
---------------------------------------------------------------------!
! above path !
!
!
below path
!
! DES mode !
or
! On path ! below path ! or in an HM
!
!
!overspeeding!
!
!
!
---------------------------------------------------------------------! Elevator !
SPEED
!
VPATH
!
FPA
!
V/S
!
! target
!
!
!
!
!
!-----------!------------!-----------!--------------!----------------!
! Thrust
! THRUST
!
SPEED
!
SPEED
!
SPEED
!
! target
!
!
!
!
!
---------------------------------------------------------------------b
AES
FINAL mode
(Ref. Fig. 22-73-00-16200-A - FINAL Mode (A2/C on Approach Profile))
It can only be armed for a non-precision approach: VOR, RNAV or NDB, unless at least one
RMP is active.
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The system can engage the FINAL mode only in APPROACH phase, when the aircraft is
close enough to the lateral and vertical approach paths and beyond the DECEL point. FINAL
cannot be engaged unless a vertical approach path is defined. It is disengaged below MDA
minus 50 feet or if the vertical path is modified or if the last approach waypoint (runway or
MAP) is sequenced, and the autopilot is disconnected.
When the FINAL mode is engaged, VPATH-SPEED submode is selected: elevators are used
to control the aircraft to the path and speed is held with thrust. Pitch authority is limited
with regards to aircraft vertical acceleration and vertical speed. FCU selected altitude is
ignored.
When the FINAL mode is armed or engaged, the vertical flight path altitude at computed
aircraft position is displayed relative to aircraft altitude on a specific plus or minus 200 ft
precision V/DEV scale on the PFD.
c
SPEED AUTO CONTROL

Throughout approach phase, the FM transmits to the FG a display speed target equal to
VAPP, and a guidance speed target equal to VAPP lower limited to FAC maneuvering speed
(VFTO, S, or F), except when the selected landing configuration is extended: VAPP.
The FG uses the FM display and guidance speed targets which can be modified as a function
of measured headwind and the headwing component of the destination wind entered on the
PERF APPROACH page (Ref. 22-13).
(g) GO AROUND phase

1
Parameters
Flap retraction, Slat retraction, and VFTO displayed on the PERF GO AROUND page are
computed with predicted landing weight and CG. At transition to GO AROUND, they are
computed with current values and frozen.
Thrust reduction and acceleration altitude are also defined in a similar way as for TAKEOFF.
Predictions
Only destination predictions are provided. They assume level flight at FCU selected altitude with a
CAS of VFTO and no wind.
Guidance
. Transition to GO AROUND occurs upon SRS mode engagement.
. At thrust reduction altitude, the CLB indication flashes until the throttle control levers are set
to CLB.
. At acceleration altitude, OPEN CLB mode is engaged if the aircraft is below FCU selected
altitude.
. In SPEED AUTO CONTROL, when SRS mode is disengaged, the speed target is VFTO,
upper limited to speed constraints if NAV mode is engaged.
. CLB or DES modes are not available in GO AROUND phase.
(3) SPEED MANUAL CONTROL-Specific Rules

(Ref. Fig. 22-73-00-16400-A - Speed Preselection for Climb Phase)
The task of the FMS concerning manual speed selection, preselection and CAS/Mach switching at manual
crossover altitude is described in para. 2.B.
The following paragraphs give the effect of selection of speed manual mode on predictions and vertical
guidance.
In the computation of predictions, the ECON speed is replaced by the FCU selected speed for the
actice phase and by a preselected manual speed for a future phase.
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In a more specific way, predictions assume that the selected speed will be maintained until the end of
the phase in cruise or until the next point where the ECON speed becomes greater than the FCU
selected speed or MCDU preset speed in CLIMB, or smaller than the FCU selected speed in
DESCENT. ECON speed is assumed thereafter.
(Ref. Fig. 22-73-00-16500-A - Manual Speed Selection - Effect on Predictions)
Furthermore, in descent, no speed margins are defined and return to pathfrom above is predicted based
on hold of selected FCU speed, idle thrust and speedbrakes extended to mid travel.
. In speed manual control, the speed selected on the FCU is necessarily the target either on elevator
or on thrust with respect to the submode engaged.
Besides, the choice of mode, submode and the computation of the second target is as described for
speed auto control.
One exception is in Descent because no Speed margin may be defined ; the following logic applies
when DESCENT mode is active.
Guidance initially holds precomputed profile on elevator and FCU selected speed on thrust.
If the A/C speed gets 5 kts above target speed, the aircraft diverges from the descent profile
maintaining selected speed on elevator and idle thrust ; Descent path control is recovered if the
aircraft reintercepts the profile.
(Ref. Fig. 22-73-00-16600-A - DES Mode in SPEED MANUAL CONTROL : Aircraft on Profile)
(Ref. Fig. 22-73-00-16700-A - DES Mode in SPEED MANUAL CONTROL : Aircraft above Profile)
. If there is no Manual speed preselected for CRUISE phase, the message SET SPEED AUTO is
displayed on the MCDU and the PFD upon transition to CRUISE.
(Ref. Fig. 22-73-00-16800-A - Display of SET SPD AUTO Message in Case of no Manual Speed
Preselection for Next Phase)
. 30 seconds prior to a deceleration required for an HM leg (if the FCU selected speed is greater
than the holding speed precomputed by the system), the message SET HOLD SPEED is displayed
on the PFD and MCDU.
(4) VERTICAL MANUAL CONTROL - Specific Rules
VERTICAL MANUAL CONTROL means that either V/S, FPA, OPEN CLB, OPEN DES, EXP CLB or
EXP DES mode (if EXP function is fitted) is engaged.
There is no effect on MCDU flight plan predictions which do not take VERTICAL MANUAL
CONTROL into account.
. V/S, FPA, OPEN CLB, OPEN DES modes:
Speed target is determined by the system if SPEED AUTO CONTROL is active: it is then equal to
the ECON speed or holding speed.
(Ref. Fig. 22-73-00-17100-A - V2/S in Descent (Aircraft above Profile))
. EXP CLB or EXP DES mode (if pushbutton switch is fitted):
The speed target is always determined by the FM as described in Para.B. when either mode is
engaged. (in EXP CLB: max (VMAN, VLS); in EXP DES: min (VMAX, VMO-10, MMO-0.02)).
(Ref. Fig. 22-73-00-17000-A - Expedite in Climb)
(5) LATERAL MANUAL CONTROL - Specific Rules
LATERAL MANUAL CONTROL means that either HDG, TRACK or RWY mode is engaged.
Predictions always assume an immediate return to the lateral flight plan with a 45 deg. intercept law.
Assumptions are as described for LATERAL AUTO CONTROL.
. CLB, DES or FINAL mode is not available in LATERAL MANUAL CONTROL
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V/S, FPA, OPEN CLB, OPEN DES mode:

If speed auto control is active, the target speed is the optimum speed limited by speed limit when
applicable (speed and time constraints are not considered since they are related to the lateral
path).
EXP CLB or EXP DES mode:
The speed target is always determined by the FM when either mode is engaged. (in EXP CLB:
max (VMAN, VLS); in EXP DES: min (VMAX, VMO-10, MMO-0.02)).
During Descent and Approach phases, the FMS computes the required distance to land (DIST TO
LAND), the direct distance to destination (DIST TO DEST) for display on the PROGRESS page.
Required distance to land:
It is the distance required to pass from the A/C present energy state to the landing energy state
(with respect to speed limit and final deceleration).
Distance to destination:
It is equal to the distance from the A/C present position to the LOC capture point (LCP) +
distance from the LCP to the runway threshold. In case of non ILS approach, the LCP is replaced
by the next to last approach waypoint.
(Ref. Fig. 22-73-00-17300-A - Required Distance to Land - Distance to Destination)
(Ref. Fig. 22-73-00-17400-A - LATERAL MANUAL CONTROL in Descent)
D. Other Computations
(1) GW, FOB and CG Revision Rules
The Gross Weight, the Fuel On Board and the Center of Gravity are displayed on the FUEL PRED page.
These parameters correspond to current values.
GW, FOB and CG are also used as initial conditions for all performance and prediction computation before
engine start (if it is not available, no GW is used by default).
The following references are used:
ZFW = Zero Fuel Weight (displayed before engine start)
ZFWCG = Center of Gravity of ZFW (displayed before engine start)
FOBCG = Center of Gravity of FOB (function of FOB)
CG = Center of Gravity of GW (displayed after engine start)
TOGW = Takeoff Gross Weight (displayed before engine start).
The following equations are always verified:
GW = ZFW + FOB
ZFWCG x ZFW + FOBCG x FOB
CG = ------------------------GW
(a) A/C on ground before engine start
The current FOB, GW and CG are not defined.
TOGW is derived from pilot entries:
. ZFW entry (on INIT B page)
. BLOCK entry (on INIT B page)
ZFWCG is either a default value (25 %) or entered by pilot (on INIT B page).
(b) A/C after engine start
. The CG is submitted to any FOB or GW variation.
The pilot may update this parameter by a new entry.
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The FOB is computed versus information received from selected sensors : Fuel Quantity, fuel flow
or both. The pilot may select any of these combinations (the default is both) as long as each
involved sensor is valid. FOB entry deselects automatically fuel quantity sensor (sensor valid). If a
sensor is invalid, it is deselected.
The GW is submitted to FOB variations, including pilot modifications of FOB (ZFW remains
unchanged).
If the pilot modifies the GW, the ZFW is recomputed to take this into account.
In flight, the GW is continuously crosschecked with A/C gross weight value computed in the FAC
when available.
If both items of information differ by more than 7 tonnes, the message CHECK GW is displayed on
the MCDU.
(2) Engine out

(a) Activation
The ENGINE OUT mode is active as soon as one of the following conditions is true:
. at least one FADEC sends invalid data
. ENG/MASTER control switch in OFF position
. one engine is detected as failed by internal signals
Then, the MCDU display reverts either to temporary F-PLN page (if the aircraft is before the diversion
point) or to present flight phase PERF page (if the aircraft is after the diversion point). The diversion
point is the last common waypoint between EOSID of the origin runway and active flight plan. The
display of the temporary F-PLN page enables selection or erasure of EOSID procedure according to
corresponding prompt.
Any preselected speed on the MCDU (PERF pages), any time constraint and any preplanned step
inserted in F-PLN are deleted and none may be inserted. Thrust reduction to MCT is required on FMA
with MCT flashing as long as the aircraft speed is greater than VFTO or TLA is not set on MCT.
The Engine Out maximum altitude is computed and displayed on the PROGRESS page.
(b) De-activation
The first way to exit the ENGINE OUT mode is a manual selection of the * EO CLR prompt on PERF
page.
The other way is an automatic one which occurs as soon as the following conditions are all met:
. both FADECs send valid data
. ENG/MASTER control switch in ON position
. 30 seconds elapsed since ENGINE OUT activation
. no engine is detected as failed
. TLA1 and TLA2 more than or equal to 5 deg.
(c) TAKEOFF phase
Guidance is not affected since normally in SRS mode.
(d) CLIMB phase
CLB mode is not available, and if engaged at the time of EO detection a reversion to OPEN CLB
mode occurs.
In SPEED AUTO CONTROL, the speed target is changed to:
. MAX (EO CRZ SPD corresponding to current altitude upper limited to EO MAX ALT, A/C speed
at EO detection or ALT (ACQ) mode engagement) if in ALT or ALT ACQ mode
. otherwise, to VFTO.
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In LATERAL AUTO CONTROL, it is limited to the climb speed limit below the speed limit altitude,
and to applicable speed constraints.
In SPEED MANUAL CONTROL, the message SET VFTO requests a change of FCU target speed.
The message is displayed on the MCDU and on the PFD, if VFCU is, by more than 10 Kts, either
greater than VFTO (except in ALT or ALT ACQ mode) or lower than VFTO.
(e) CRUISE phase
CLB and DES modes are not available ; if engaged at the time of EO detection vertical guidance mode
reverts to OPEN CLB or V/S, respectively.
In SPEED AUTO CONTROL, the speed target depends on the cruise flight level (above or below
engine out maximum altitude):
. CRZ FL more than EO MAX ALT: MAX (A/C speed at EO detection, EO CRZ SPD
corresponding to EO MAX ALT)
. CRZ FL less than or equal to EO MAX ALT: MAX (VFTO, EO CRZ SPD corresponding to the
CRZ FL).
In both cases, it is upper limited to the climb speed limit below the specified altitude.
Note that if a pre-planned step-climb was being flown, the step is deleted, so there is a flight phase
transitions to CLIMB.
(f) DESCENT phase
Prediction and guidance are not affected during an engine out, they are the same as when both engines
are running (and based on 2-engines assumptions) : DES mode is available, FINAL can be armed.
(g) APPROACH phase
Same as DESCENT, both DES and FINAL modes are available.
(h) GO AROUND phase
All predictions are dashed.
The speed target is the same as when both engines are running.
(3) Fuel Predictions
This function gives the predicted fuel at landing, landing weight and expected extra fuel.
It is performed automatically when the crew has inserted a flight plan (origin and destination) with CRZ FL
and CI defined and ZFW inserted.
In addition, the system has to know the Fuel on board inserted by the crew (BLOCK fuel) before engine
start or communicated by the fuel quantity sensor to the FMGC at engine start.
Once these items of information are available, the FMGC computes the flight plan predictions including
time and fuel at all waypoints.
Landing weight, alternate fuel and extra fuel are also computed, taking into account the predetermined fuel
policy:
. Before engine start.
EXTRA = BLOCK - TAXI - TRIP - RSV - ALTN - FINAL
TOW = ZFW + BLOCK - TAXI
LW = TOW - TRIP
. After engine start.
EXTRA = FOB - TAXI (in Preflight) - TRIP - RSV - ALTN - FINAL
LW = GW - TAXI (in Preflight) - TRIP
Note that FINAL FUEL is not substracted from EFOB at primary or alternate destination.
(a) MCDU mechanisation
Fuel prediction is performed through and displayed on:
. the INIT B page before engine start
. the FUEL PRED page after engine start
. the VERT REV page
. the F-PLN B page.
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The VERT REV page at waypoint X displays the predicted EFOB at X and the predicted EXTRA at
X.
EXTRA (X) = EXTRA (X-1) + RSV (X - 1, X)
Where RSV (X - 1, X) is the value of the reserve for the portion of trip between X - 1 and X.
F-PLN B page repeats the predicted EFOB at X.
(Ref. Fig. 22-73-00-18200-A - Fuel Predictions on F-PLN B and VERT REV pages)
(b) Fuel policy
Due to the various airline fuel policies and to the fact that the system needs to know on which
parameters it has to perform Fuel predictions, a fuel policy is predetermined (Ref. following table).
Up to eight fuel policy records may be specified in a specific nav Data Base and selected by pin
programming. For these records in which data are not provided, default values, as given in third
column, are given.
Furthermore, the four following parameters may be modified on the MCDU through INIT B and FUEL
PRED pages : RTE RSV, FINAL TF, FINAL TG and TAXI.
A special rule applies for final fuel/time: final time is used for fuel prediction only if final fuel is not
defined.
------------------------------------------------------------------------------!
MNEMONICS
!
PARAMETERS
!
DEFAULT
!
!
!
!
VALUES
!
!---------------!---------------------------------------------!---------------!
! RTE RSV
!
Percentage of route reserve
!
5 %
!
!---------------!---------------------------------------------!---------------!
! RSV MIN
!
Minimum value of route reserve
!
0 kg
!
!---------------!---------------------------------------------!---------------!
! RSV MAX
!
Maximum value of route reserve
!
10,000 kg !
!---------------!---------------------------------------------!---------------!
! RSV FL
!
Reserve is computed for fuel predictions !
yes
!
!
!
in flight
!
!
!---------------!---------------------------------------------!---------------!
! RSV ALTN
!
Reserve includes reserve of alternate
!
no
!
!
!
trip
!
!
!---------------!---------------------------------------------!---------------!
! FINAL TF
!
Final time used for fuel predictions
!
30 min
!
!---------------!---------------------------------------------!---------------!
! FINAL FIXF
!
Inclusive final fuel used for fuel
!
0 kg
!
!
!
prediction computation
!
!
!---------------!---------------------------------------------!---------------!
! FINAL ALT
!
Altitude of the holding pattern which
!
1 500 ft
!
!
!
the final computation is based on
!
!
!---------------!---------------------------------------------!---------------!
! TAXI
!
Taxi fuel
!
200 kg
!
!---------------!---------------------------------------------!---------------!
! FINAL DEST
!
Airport upon which the final fuel
!
Alternate
!
!
!
computation is performed
!
!
------------------------------------------------------------------------------FUEL POLICY
(4) Altitude Planning
When the A/C is in takeoff, climb or descent flight phase, the FMGC computes the time (UTC) when the
A/C reaches a specified altitude (FCU altitude is the default value) and the corresponding distance.
Two performance modes exist:
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.
Expedite
ECON or speed mode (with respect to the one which is selected or preselected).
(5) Performance Monitor

(Ref. Fig. 22-73-00-18500-A - Performance Factor)
To make up for discrepancies between A/C real performances and A/C predicted performances computed
by the FMGC from aero/engine models stored in the computer, it is possible for maintenance personnel on
ground to enter a correction factor on the MCDU aircraft status page.
This performance factor is entered as a percentage to be applied to the fuel flow value calculated from Fuel
Flow versus N1/EPR model:
FF = (1 + X/100) F (N1 or EPR).
NOTE :
N1 model = CFM
EPR model = IAE
(6) Overview of Alternates

(a) Selected alternate
1
Structure
The structure of the alternate part of the vertical flight-plan is described in 22-71 with respect to
various phases. Insertion and revision rules of altitude and speed constraints, and speed limits are
the same as defined for the active part, but no step can be inserted.
The cruise level is a default value, computed by the system, which cannot be modified by the
pilot. It is equal to FL 220 if the airway distance is less than 200 NM. If not, it is equal to FL 310.
Predictions
No alternate predictions are displayed on the F-PLN pages. The predictions for the selected
alternate are the same as those for the non selected alternates.
For the selected alternate the pilot is provided with:
. ALTN trip fuel and time on the INIT B page
. estimated time and fuel on board at alternate destination on the FUEL PRED page.
(b) Non selected Alternates

The ALTERNATE page accessed from the LAT REV page at destination enables the pilot to select an
Alternate.
In this end, on that page, pilot is provided with the Extra prediction computation for each Data Base
Alternate (there may be up to six) and also for an Alternate of his choice.
If there is an Alternate selected, it is necessarily one of these seven Alternates.
For Alternates, the calculation is based on:
. an initial A/C weight equal to landing weight at active Primary destination.
. a flight from ground to ground.
. airway distance (which has to be entered by pilot for the Alternate of his choice and otherwise
comes from Data base). For the selected alternate, the flight plan distance is used.
. a cruise FL determined as for selected Alternate.
. a track equal to mean track between active Primary and Alternate destinations.
. a constant Delta ISA equal to the one of the primary destinations.
. a constant wind computed by interpolation versus cruise FL on the CLIMB wind model of the
selected Alternate.
. a cost index equal to zero.
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(7) Maximum and Optimum Altitudes
(a) Two engines running
Considering the fuel used to climb to the max altitude from A/C present altitude and the weight, the
Recommended Max Altitude (used for display only) and Max Max altitude (used to limit cruise altitude
entry) are defined.
1
Recommended maximum altitude

. the maximum altitude which can be sustained in level flight without acceleration at maximum
cruise thrust setting.
. the maximum altitude which can be reached with a vertical speed of 300 ft/min minimum at
maximum climb thrust setting.
. the maximum altitude which can be reached before buffeting with a margin of 0.2g.
. the maximum altitude which can be flown with a speed higher than VFTO and lower than
VMO/MMO.
Max Max altitude

It is the minimum altitude found with respect to the same criteria as defined above except the
case of maximum altitude before buffeting with a margin of 0.3g.
(b) Engine out case

The Engine Out maximum altitude is displayed on the MCDU. It is for all performance calculations.
. the maximum altitude which can be held in level flight with one engine at maximum continuous
thrust and anti ice off and the other windmilling.
. the maximum altitude which can be reached before buffeting with a 0.3g margin.
. the maximum altitude which can be flown with a long range cruise speed lower than VM0/MMO.
(c) Optimum altitude
The optimum altitude is displayed on the PROG page. It is computed by taking into account the active
strategic mode (including the cost index if it is ECON), the predicted aircraft and atmospheric
conditions. The optimum altitude is limited from above by first, the maximum altitude (Ref. para 1
above), and then the condition of a minimum of 5 min. flown in cruise at that altitude.
(8) Maximum Holding Time
(a) Last exit UTC (TLE)
If the fix is the TO or FROM waypoint, the FMGC computes the latest time when the A/C has to
leave the hold so as to satisfy the fuel reserve requirements (corresponding to EXTRA = 0) and the
estimated fuel on board at that time. They are displayed on the HOLD page.
(Ref. Fig. 22-73-00-19100-A - Time and Fuel to Exit the Hold)
(b) Logic for display of TIME TO EXIT message
The conditions to display the message are:
. LAT AUTO CONTROL is active
. hold is the next or active leg, and it is taken into account for guidance
. last exit UTC is available
. and IMM EXIT has not been selected, or RESUME HOLD has been selected.
Considering: Delta T = Last exit UTC - predicted UTC of next passage over fix
Three cases are possible:
. Delta T > time to fly a complete holding pattern: no message
. Delta T < time to fly a 360 deg. turn: message immediately displayed.
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Delta T bounded between a 360 deg. turn and a complete holding pattern: message displayed
when the A/C next flies the first turn of the holding (1min. after passage over fix.)
The message, when displayed, is removed if it is cleared by the pilot, if the IMM EXIT prompt is
selected, or if LAT AUTO CONTROL is not active.
(9) Wind/Temperature Model
(a) Wind model
If no wind has been inserted or entered by the pilot for climb (descent) at intermediate levels between
origin (destination) altitude and cruise altitude, a default climb (descent) wind model must be used for
wind prediction . It is defined as follows:
Default climb (descent) wind model:
The wind is linearly interpolated versus altitude in magnitude between origin (resp. destination) wind
and T/C (resp T/D) wind.
Winds at origin (resp. destination) and cruise altitude have default values of 0kt. If they are entered by
the pilot, wind direction is also linearly interpolated versus altitude ; but if only one entry is made, the
wind direction is constant and equal to the entry.
If no wind has been entered, no wind direction is defined: 0kt/O deg. is displayed.
(b) Temperature model
Temperature predictions along the Flight-Plan are based on standard model (ISA), pilot entries and
actual temperature at the present position of the aircraft. Temperature may be entered only at cruise
flight level through the INIT A or the FUEL PRED page and at destination through the APPROACH
page.
(10) Secondary F-PLN predictions
A secondary F-PLN may include all of the vertical elements possible in the active primary F-PLN, except
that climb or descent wind entries are not possible. Performance calculation methods are the same (and use
the same performance factor), except that altitude planning (on the SEC PERF pages) is not possible and
only MCDU pseudo waypoints are predicted.
(a) Secondary F-PLN created by a copy of active F-PLN
Predictions are calculated if:
1.
1.1- flight phase is preflight and the origin airports are identical (although the selected runways may
differ)
or
1.2- flight phase is take off, climb or cruise and the first lateral leg of the secondary F-PLN is identical
to the active leg of the active F-PLN
AND
2.
2.1- the secondary F-PLN does not include a destination
or
2.2- the top of descent pseudo waypoint for both the secondary F-PLN and the active F-PLN are
predicted beyond the aircraft
If the above conditions are not met, secondary flight plan predictions are dashed.
Performance calculation methods for the secondary F-PLN created by COPY ACTIVE are based on
the same assumptions as for the primary F-PLN : before engine start the primary INIT data is used
(weights, ZFWCG, CRZ FL, etc) ; after engine start, the same current aircraft characteristics (GW,
FOB, CG, ALT, SPD, engines running : 2 or 1) and the same CRZ FL, as the primary F-PLN.
When any of these data is modified, SEC F-PLN predictions are updated accordingly. No secondary FPLN predictions are available when engine out mode is active.
When available, predictions are provided for display on the following MCDU pages:
AES
22-73-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
SEC F-PLN : predictions for each waypoint and pseudo waypoint up to and including the destination ;
for the SEC ALTN F-PLN only EFOB at destination is calculated. HMs in the SEC F-PLN will be
ignored by predictions until the HM entry fix is sequenced.
SEC VERT REV : fuel predictions.
SEC PERF : predictions at destination (total time and distance). Altitude planning is not available.
Entries of cost index, manual speed preselections, and descent auto speed are taken into account.
(b) Secondary F-PLN created via SEC INIT
A secondary F-PLN created by SEC INIT is treated as an active primary flight plan before engine start.
Performance calculations are totally independent of the current active F-PLN, clock time, engine
status, A/C characteristics, etc : they are based on the weights, ZFWCG, CRZ FL, cost index, etc.
entered on the SEC INIT or SEC PERF page, and normal 2-engine operation is assumed.
Predictions are provided for display on the following MCDU pages:
. SEC INIT: fuel predictions,
. SEC F-PLN, VERT REV, SEC PERF: same as for a secondary F-PLN created via COPY ACTIVE
(HMs are ignored by predictions since entry fix is not sequenced).
AES
22-73-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
DESCENT
APPROACH GO AROUND
THR RED
DECELERATE
FINAL
ALT CONSTRAINTS
SPD
PREFLIGHT TAKE OFF
ORIGIN
THR RED
ACCEL
ALT
SPD CONSTRAINTS
SPD LIMIT
CLIMB
T/C
CRUISE
STEP CLIMB T/D
SPD LIMIT
ACCEL
** On A/C 008-099
N_MM_227300_0_AAM6_01_00
AES
FIGURE 22-73-00-12600-A SHEET 1

22-73-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
PROG
N_MM_227300_0_ABP6_01_00
AES
FIGURE 22-73-00-12700-A SHEET 1

22-73-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
DES
UTC
ACT MODE
1L
DEST EFOB
1215
MACH.78
8.4
1R
FL200
2R
CI
2L
3L
540
PRED TO
UTC
ECON
.81/340
DIST
3R
MACH/SPD
4L
5L
.78/
1200
280
EXPEDITE
4R
15
5R
1155
ACTIVATE
6L
20
NEXT
APPR PHASE
PHASE
6R
DES
UTC
ACT MODE
1L
MACH.78
DEST
EFOB
1215
8.4
1R
FL200
2R
CI
2L
540
PRED TO
UTC
ECON
3L
.81/340
4L
MACH/SPD
.78/ 280
5L
EXPEDITE
DIST
3R
1200
QNH
1L
2L
S=196
CLEAN
0=236
135
PREV
6L
PHASE
1R
MDA
2R
DH
367
3R
LDG CONF
4000
VAPP
5L
ILS33R
SLT RETR
TRANS ALT
4L
FINAL
F=163
[ ]
[ ] /[ ]
6R
APPR
FLP RETR
MAG WIND
3L
5R
PHASE
1015
TEMP
15
NEXT
APPR PHASE
DEST
4R
1155
CONFIRM
6L
20
CONF3
4R
VLS
127
FULL
5R
NEXT
PHASE
6R
N_MM_227300_0_CAM6_01_00
AES
FIGURE 22-73-00-12900-A SHEET 1

22-73-00 PB001
Page 28
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
TAKE OFF
V1
1L
FLP RETR
112
145
S=196
V2
3L
148
0=236
4800
3000
3R
FLX TO TEMP
45
THR RED / ACC
5L
900
2R
FLAPS / THS
2 / UP3.4
ALT
1R
TO SHIFT
[M]
CLEAN
TRANS
4L
23
SLT RETR
VR
2L
RWY
F=163
4R
ENG OUT ACC
/ 3000
2865
5R
NEXT
PHASE
6L
1L
2L
FLP
1015
TEMP
SLT
[ ]
[ ] /[ ]
1R
MDA
645
2R
3R
LDG CONF
4000
CONF3
4R
FULL
5R
VLS
135
127
NEXT
PHASE
PHASE
GO AROUND
FLP RETR
F=163
1L
6R
FINAL
VOR33R
0=236
ALT
PREV
6L
6R
CLEAN
VAPP
5L
RETR
S=196
TRANS
4L
RETR
F=163
WIND
3L
6R
APPR
DEST
QNH
6R
6R
1R
SLT RETR
2L
2R
S=196
CLEAN
3L
3R
0=236
4L
4R
THR RED / ACC
5L
1590 / 1590
ENG OUT ACC

1590
5R
PREV
6L
PHASE
6R
N_MM_227300_0_ACP6_01_00
AES
FIGURE 22-73-00-13300-A SHEET 1

22-73-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
PILOT HAS ENTERED

.78 SO TITLE
IS CHANGED FROM
ECON TO AUTO SPD
N_MM_227300_0_ADM6_01_00
AES
FIGURE 22-73-00-13400-A SHEET 1

ECON Speed2/Mach Display on PERF Pages
22-73-00 PB001
Page 30
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FPLN
FROM
AF5612
SPD/ALT
UTC
1L
2L
ABC
1014
HOLD L
HOLD
SPD
2000
HOLD
235
C135
3L
ABC
GHI
1027
/
57
1031
245/
UA3
5L
JKL
DEST
6L
ARPT33R
2R
10
UA3
4L
1R
RESUME
6000
3R
8600
4R
9100
5R
EFOB
8.4
6R
29
1038
UTC
1245
250/
DIST
1200
N_MM_227300_0_AEM6_01_00
AES
FIGURE 22-73-00-13500-A SHEET 1

22-73-00 PB001
Page 31
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ALTITUDE
FL 305
CROSSOVER ALTITUDE
MOX ALT
0.8 MMO
MACH
MANUAL CROSSOVER ALTITUDE LAW
N_MM_227300_0_AFM6_01_00
AES
FIGURE 22-73-00-13700-A SHEET 1

22-73-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FPLN
NEXT
PAGE
PERF
FUEL
PRED
N_MM_227300_0_AGM6_01_00
AES
FIGURE 22-73-00-14100-A SHEET 1

22-73-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
TAKE OFF
V1
FLP
CLB
RETR
23
F=163
1L
VR
SLT RETR
TO SHIFT
[ M ][
S=196
2L
V2
0=236
TRANS
ALT
4L
4800
5L
THR RED/ACC
2865/2865
FLX
TO
ENG
OUT ACC
VI
INOP
1R
2R
FLAPS / THS
[ ]/[
]
CLEAN
3L
NAV
RWY
3R
60
40
20
20
10
10
20
500
80
TEMP
]
4R
2865
5R
10
10
NEXT
PHASE
6L
FD1
5000
10
6R
TBN
109.30
1020
QNH
HDG
BEFORE PILOT ENTRY (DURING PREFLIGHT)
PERF
FLEX45
TAKE OFF
V1
1L
FLP
SLT
VR
145
3L
148
4L
23
900
[M]
FLAPS/THS
2/UP3.4
0=236
FLX
TO
2R
60
45
ENG
3R
TEMP
4800
2000/3000
1R
148
80
112
TO SHIFT
CLEAN
ALT
THR RED/ACC
5L
RETR
S=196
V2
TRANS
RWY
F=163
112
2L
RETR
SRS
CLB
RWY
NAV
20
20
10
10
20
500
80
40
4R
10
OUT ACC
2865
10
5R
NEXT
6L
PHASE
FD1
A/THR
5000
10
6R
TBN
109.30
HDG
1020
QNH
AFTER PILOT ENTRY (DURING TAKE OFF)
N_MM_227300_0_AHP6_01_00
AES
FIGURE 22-73-00-14300-A SHEET 1

22-73-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321
CLIMB
TAKE OFF PROFILE.
TAKE OFF
HOLD V2 + 10 KT
TAKE OFF THRUST
THR RED ALT
HOLD V2 + 10 KT
CLIMB THRUST
ACCEL ALT
VFTO
ACCELERATE TO CLIMB SPEED

CLIMB THRUST
** On A/C 008-099
N_MM_227300_0_AJM6_01_00
AES
FIGURE 22-73-00-14400-A SHEET 1

F-PLN Predictions
22-73-00 PB001
Page 35
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
TAKE OFF
FCU
V1
HDG
SPD
LAT
ALT
HDG V/S
LVL/CH
FLP RETR
112
1L
V/S
VR
TRK FPA
3L
23
SLT RETR
145
2L
RWY
F=163
S=196
V2
CLEAN
148
O=236
[M] 900
2/UP3.4
3R
FLX TO TEMP
4800
[ ]
THR RED/ACC
5L
2R
FLAPS/THS
TRANS ALT
4L
1R
TO SHIFT
4R
ENG OUT ACC
2000/3000
2865
5R
NEXT
PHASE
6L
TOGA
CLB
180
SRS
CLB
FD1
A/THR
20
20
10
10
5000
25
4
0
160
TOGA
148
80
112
SRS
CLB
RWY
NAV
20
20
FD1
A/THR
5000
10
140
20
20 00
80
10
10
120
15
60
10
1020
QNH
10
20
40
00
5 80
10
6R
HDG
ACCELERATION
ALTITUDE
10
TBN
109.30
HDG
1020
QNH
THRUST REDUCTION
ALTITUDE
CLB
CLB
ALT
FD1
A/THR
250
180
20
20
10
10
3
0
20
30 00
80
160
140
5000
35
10
10
20
HDG
1020
QNH
N_MM_227300_0_AKT6_01_00
AES
FIGURE 22-73-00-14500-A SHEET 1

Takeoff
22-73-00 PB001
Page 36
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
VERT REV AT PAS

E F O B = 1 4 . 5
E X T R A = 0 . 8
1L
1R
C L B
2L
FPLN
L I M
2R
2 5 0 / 1 0 0 0 0
S P D
3L
S P D
C S T R
A L T
C S T R
2 3 0
E R R O R
4L
F R OM
1L
L S GG 2 3
T O P 9 A
2L
PAS
S P D / A L T
0000
148 /
B R G 2 2 8
0 0 0 3
3L
ROC C A
0 0 0 3
( S P D )
4L
( L I M )
6L
R E T U R N
2R
5 5 0 0
2L
1 2
2 5 0 /
E X T R A = 0 . 8
1L
1R
S P D
L I M
2R
2 5 0 / 1 0 0 0 0
S P D
C S T R
A L T
C S T R
7 0 0 0
3R
3L
0 0 0 2
2 5 0 /
1 0 0 0 0
4R
4L
4R
5R
5L
5R
6R
6L
7 0 0 0
3R
2 5
D1 3 6 E
0 0 0 5
3 0 0 /
F L 2 2 0
D E S T
T I M E
D I S T
E F 0 B
0 2 2 0
9 9 2
8 . 4
L GA T 3 3 R
6L
1 0
T O P 9 A
5L
1R
6 N M
2 3 0 /
T R K 2 2 8
V E R T R E V A T ROC C A
E F O B = 1 4 . 3
1365
4R
1 0 0 0
5L
A F 5 6 1 2
T I M E
3R
+ 6 5 0 0
A L T
6R
R E T U R N
ALT
SPD LIM ALT
SPD
CLB SPD
SPD LIM 250 KT

SPD CSTR 230KT
PAS
ROCCA
(SPD LIM)
DIST
N_MM_227300_0_ALM6_01_00
AES
FIGURE 22-73-00-14600-A SHEET 1

22-73-00 PB001
Page 37
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FPLN
F R OM
A F 5 6 1 2
U T C
PAS 3 0
1L
T O P 9 C
RO C C A
2L
( S P D )
3L
( L I M )
S P D / A L T
1011
B R G 1 3 6
1 0 1 3
1R
8 2 0 0
2R
1 0 0 0 0
3R
F L 2 9 0
4R
2 5 0 /
T R K 1 3 6
1 0 1 6
6200
9 N M
2 5
2 5 0 /
2 5
(T /C)
4L
1 0 2 5
. 7 8 /
4 4
T O P 9 C
5L
P EMA R
1 0 3 2
D E S T
U T C
D I S T
E F 0 B
1 2 2 0
9 4 4
8 . 4
L GA T 3 3 R
6L
"
"
5R
6R
FCU
SPD
HDG
ALT
LAT
HDGV/S
LVL/CH
V/S
TRKFPA

INDICATES THE POINT OF NEXT
CHANGE OF SPEED TARGET, HERE
AT THE SPEED LIMIT ALTITUDE
THESE INDICATIONS ARE CYAN AS THE

ALT TARGET IS FCU SELECTED ALTITUDE
CLB
CLB
ALT
20
20
10
10
290
260
AP1
FD1
A/THR
29000
20
90
RDC/136
9 NM
10:13
306 TAS 290

318/16
GS
20
85 00
80
240
10
10
220
ROCCA
80
12
13
14
15
1020
QNH
THE SPEED TARGET SYMBOL IS MAGENTA

IN SPEED AUTO CONTROL
VOR1
TOP
78 NM
THE LEVEL SYMBOL INDICATES WHERE THE

AIRCRAFT IS GOING TO LEVEL OFF ; IT IS CYAN AS
THE ALTITUDE TO BE CAPTURED IS THE FCU ALTITUDE
SEE SHEET 2
N_MM_227300_0_AMP6_01_00
AES
FIGURE 22-73-00-14700-A SHEET 1

22-73-00 PB001
Page 38
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
SEE SHEET 1

ROCCA
FPLN
F R OM
A F 5 6 1 2
U T C
1L
ROC C A
S P D / A L T
1013
2L
(T /C)
1 0 2 5
. 7 8 /
3L
P E MA R
GEN
"
5L
GR U
6L
CLB
ALT
AP1
FD1
A/THR
L G AT 3 3 R
F L 2 9 0
2R
"
3R
"
4R
"
5R
6 0
1 0 4 0
"
U B 2 5
D E S T
CLB
1 0 3 2
U B 2 5
4L
1R
4 4
T O P 9 C
THE SPEED TARGET SYMBOL

STEPS UP ONCE
FOR THE SPEED LIMIT
IS PASSED
8200
2 5
T R K 1 3 6
6 0
1 0 4 8
"
U T C
D I S T
E F 0 B
1 2 2 0
9 4 4
8 . 4
6R
PEM/136
69 NM
10:32
312 TAS 296

318/16
GS
FL290
20
105
280
260
20
20
10
10
GEN
20
PEMAR
100 00
80
240
10
10
220
25
STD
12
13
14
15
VOR1
TOP
78 NM
N_MM_227300_0_AMP6_02_00
AES
FIGURE 22-73-00-14700-A SHEET 2

22-73-00 PB001
Page 39
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FPLN
F R OM
S P D / A L T
T O P 9 C
B R G 1 3 6
RO CC A
1 0 1 3
(T /C)
3 0 0 /
1 0 1 6
. 7 8 /
P EMA R
"
1 0 2 2
2L
210 /
7000
S P D
C S T R
L I M
2R
A L T
C S T R
FL220
3R
3L
"
4R
4L
4R
"
5R
5L
5R
6R
6L
F L 2 9 0
3R
6 0
GEN
"
1 0 3 0
D E S T
6L
2R
S P D
4 4
U B 2 5
5L
1R
C L B
F L 2 2 0
E X T R A = 0 . 8
1L
2 5
T O P 9 C
4L
1R
9 N M
T R K 1 3 6
3L
E F O B = 1 4 . 5
FL200
1L
2L
A F 5 6 1 2
U T C
L GA T 3 3 R
U T C
D I S T
E F 0 B
1 2 2 0
9 4 4
8 . 4
RE TURN
6R
FCU
HDG
SPD
LAT
ALT
LVL/CH
V/S
HDG V/S
RDC/136
9 NM
10:13
419 TAS 409

318/16
GS
TRK FPA
THESE SYMBOLS ARE MAGENTA TO INDICATE

THE ALTITUDE TO BE CAPTURED IS AN ALTITUDE
CONSTRAINT.
GEN
PEMAR
CLB
AP1
FD1
A/THR
FL220
CLB
ALT
340
210
20
20
10
10
320
300
10
10
200
260
.660
STD
12
13
14
15
20
78 NM
205
280
ROCCA
VOR1
TOP
20
00
80
THIS LEVEL SYMBOL INDICATES

WHERE THE AIRCRAFT IS GOING
TO LEVEL OFF; IT IS MAGENTA
AS IT IS DUE TO AN ALTITUDE
CONSTRAINT.
THIS SYMBOL INDICATES THERE IS AN ALTITUDE
CONSTRAINT AT THE WAYPOINT ; IT IS MAGENTA
AS IT IS PREDICTED SASTISFIED.
THIS START OF CLIMB SYMBOL INDICATES
WHERE CLIMB IS GOING TO BE REENGAGED
AFTER THE CONSTRAINT POINT; IT IS CYAN
AS IT WILL BE AUTOMATIC (IT IS ARMED)
ROCCA
N_MM_227300_0_ANP6_01_00
AES
FIGURE 22-73-00-14800-A SHEET 1

22-73-00 PB001
Page 40
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FCU
F R OM
T.P
1019
FRZ
3L
P EMA R
FL290
[S /C]
V/S
1R
. 7 8 /
T R K 1 5 3
2R
F L 2 9 0
1 4 6
"
1 0 5 3
"
3R
"
4R
4L
LVL/CH
1 0 3 N M
1 0 3 3
U A 1 4
ALT
HDG V/S
TRK FPA
S P D / A L T
D I R E C T
2L
LAT
5 6 1 2
U T C
1L
HDG
SPD
FPLN
"
1 0 5 3
ACCESS TO VERT REV PAGE

AND PRESS STEP PRED PROMPT
1 5
5L
6L
[ T /C ]
1 0 5 5
.11/
D E S T
U T C
D I S T
E F 0 B
1 2 1 5
8 3 2
8 . 4
L GA T 3 3 R
5R
FL310
STEP
S T E P
6R
1L
A T
3L
PE M A R
FL 3 1 0
2L
T/C
A T
T O
1R
2R
W I N D
S T E P
F L
3R
0 6 5 / 0 4 5
4L
4R
5L
5R
6L
R E T U R N
D E L E T E
S T E P
6R
S/C
PEMAR
DASHES ARE DISPLAYED IN LEVEL FLIGHT

AT THE CRUISE FLIGHT LEVEL
MACH
FD1
A/THR
340
GS 491 TAS 475

318/16
FRZ/136
103NM
10: 33
295
20
10
20
10
PEMAR
320
300
280
20
29000
80 0
10
20
10
20
FRZ
285
.780
STD
12 13 14 15
VOR1
TOP
78 NM
THIS START OF CLIMB SYMBOL IS

LOCATED HERE TO INDICATE THE
STEP CLIMB POINT.IT IS WHITE
AS CLIMB IS NOT ARMED AND A
PILOT ACTION ON FCU ALTITUDE
IS NECESSARY TO EXECUTE THE STEP.
N_MM_227300_0_APP6_01_00
AES
FIGURE 22-73-00-14900-A SHEET 1

Step Climb
22-73-00 PB001
Page 41
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
>
<
N_MM_227300_0_AQM6_01_00
AES
FIGURE 22-73-00-15000-A SHEET 1

22-73-00 PB001
Page 42
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ALT
T/D
HIGHEST CONSTRAINING
ALTITUDE CONSTAINT
REPRESSURIZATION
SEGMENT
IDLE PATH
GEOMETRIC PATH
DECEL
DISTANCE
N_MM_227300_0_ARM6_01_00
AES
FIGURE 22-73-00-15100-A SHEET 1

22-73-00 PB001
Page 43
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
DES FORECAST
WIND
1L
/ALT
075/043/FL290
CAB RATE
1R
[FT/MN]
2L
078/032/FL210
3L
130/019/5000
3R
4L
[ ]/[ ]/[
4R
350
2R
PILOT ENTRY OF 200 Ft/mn

]
5L
6L
5R
RETURN
200
6R
IF THE PILOT SPECIFIED CABIN RATE

CANNOT BE MET, THE COMPUTED VALUE
IS DISPLAYED INSTEAD:
DES FORECAST
DES FORECAST
WIND
1L
/ALT
/ALT
WIND
075/043/FL290
CAB RATE
1R
1L
075/043/FL290
[FT/MN]
2L
078/032/FL210
3L
4L
200
1R
[FT/MN]
2R
2L
078/032/FL210
130/019/5000
3R
3L
130/019/5000
3R
[ ]/[ ]/[
4R
4L
[ ]/[ ]/[
4R
5R
5L
6R
6L
5L
6L
CAB RATE
RETURN
280
2R
5R
RETURN
6R
AND THE "CABIN RATE EXCEEDED" MESSAGE

IS DISPLAYED WHEN THE AIRCRAFT IS
WITHIN 200NM OF THE DESTINATION
CONSTRUCTION OF A REPRESSURIZATION SEGMENT
NEW T/D
OLD T/D
REPRESSURIZATION SEGMENT
CRUISE
DESCENT
N_MM_227300_0_ASM6_01_00
AES
FIGURE 22-73-00-15200-A SHEET 1

22-73-00 PB001
Page 44
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
IDLE THRUST
ECON SPEED + MARGIN
HALF SPEEDBRAKES EXTENDED
PREDICTED ALTITUDES
1000 FT/MIN
ECON SPEED
IDLE PATH
ALTITUDE CONSTRAINT
ECON SPEED
GEOMETRIC PATH
1/2 PATH SLOPE

ECON SPEED
WPT
N_MM_227300_0_ATM6_01_00
AES
FIGURE 22-73-00-15300-A SHEET 1

22-73-00 PB001
Page 45
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FPLN
251 TAS 251
185/ 0
PAS/228
12 NM
10:25
GS
F R OM
A F 5 6 1 2
U T C
1L
ANC
S P D / A L T
1020
9000
B R G 2 2 8
2L
PAS
2 3 0 /
1 0 2 5
1R
1 2 N M
2R
6 0 0 0
PAS
H O L D
3L
HO L D
3R
S P D 2 1 0
4L
PAS
5L
ROC C A
1 0 2 7
2 3 0 /
3 5 0 0
D E S T
U T C
D I S T
E F 0 B
1 0 4 5
9 4 4
8 . 4
4R
T R K 1 3 8
6L
L GA T 3 3 R
1 5
5R
6R
BEFORE HM ENTRY FIX THE

HOLDING IS NOT SUPPOSED TO BE FLOW
A SPEED CHANGE SYMBOL IS
DISPLAYED FOR THE DECELERATION
TO HOLDING SPEED
FPLN
F R OM
A F 5 6 1 2
U T C
1L
ANC
1020
2L
PAS
1 0 2 5
9000
2 1 0 /
H O L D
HO L D
PAS/228
4 NM
10:25
1R
4 N M
B R G 2 2 8
3L
251 TAS 251

185/ 0
GS
S P D / A L T
6 0 0 0
2R
I MM
EX I T
S P D 2 1 0
3R
4L
PAS
5L
ROC C A
1 0 2 7
2 3 0 /
3 5 0 0
D E S T
U T C
D I S T
E F 0 B
4R
1 5
6L
L GA T 3 3 R
1 0 4 5
9 3 2
8 . 4
5R
PAS
6R
ONCE THE SPEED CHANGE IS PASSED

THE DECELERATION TO HOLDING SPEED
IS PREDICTED AND THE IMM EXIT
PROMPT IS DISPLAYED
FPLN
F R OM
1L
2L
PAS
HO L D
GS 227 TAS
A F 5 6 1 2
U T C
185/ 0
S P D / A L T
1025
6000
H O L D
I MM
S P D
2 1 0
EX I T
1R
227
PAS/228
10 NM
10:33
2R
1 0 N M
3L
PAS
1 0 3 3
5 0 0 0
3R
3 5 0 0
4R
5R
1 5
4L
R OCC A
1 0 3 6
2 3 0 /
5L
P EM M AR
1 0 4 5
2 3 0 /
2 0 0 0
U T C
D I S T
E F 0 B
1 2
D E S T
6L
L G AT 3 3 R
1 0 5 1
9 3 8
8 . 4
6R
AIRCRAFT IN HM
THE HOLDING IS SUPPOSED TO BE LEFT AT
NEXT PASSAGE OVER THE FIX
N_MM_227300_0_AUM6_01_00
AES
FIGURE 22-73-00-15400-A SHEET 1

22-73-00 PB001
Page 46
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ON THE IDLE PATH
ON THE GEOMETRIC PATH OR REPPRESSURIZATION SEGMENT
HOLD OF
PRECOMPUTED
DESCENT PATH
IDLE THRUST
HOLD OF
PRECOMPUTED
DESCENT PATH
SPEED
PROG
E CON
1L
DES AF 5 6 1 2
C R Z
O P T
FL350
R E C
V D E V =
2L
M A X
FL390
+
1R
O F T
2R
3L
3R
4L
B R G
/ D I S T
U P D A T E
[
5L
A T
5R
H I GH
A T H / 1 1 4 . 4 0
IDLE
THIS SYMBOL INDICATES THE SPEED MARGIN
THIS SYMBOL INDICATES THE "REFERENCE ALTITUDE".

IT CORRESPONDS TO AIRCRAFT ALTITUDE,WHICH MEANS
HERE THAT THE AIRCRAFT IS ON THE PROFILE,IT IS
CONFIRMED BY THE VDEV VALUE (=0) DISPLAYED ON
THE PROGRESS PAGE,IN LATERAL AUTO CONTROL.
4R
V O R 1 / F R E Q
6L
T O
F R E Q / V O R 2
1 1 7 . 2 0 /
DES
ALT
DDM
6R
SPEED
FD1
A/THR
DES
ALT
20
20
360
20
10
10
220
10
20
340
20
360
220
10
FD1
A/THR
20
340
217 00
217 00
80
12
13
14
10
10
300
20
.748
215
320
10
10
300
80
215
320
20
FL100
FL100
STD
STD
.748
15
12
13
14
15
2
N_MM_227300_0_AVM6_01_00
AES
FIGURE 22-73-00-15500-A SHEET 1

DES Mode: Aircraft on Profile, in SPEED AUTO
CONTROL
22-73-00 PB001
Page 47
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
IDLE PATH
HOLD OF
PRECOMPUTED
DESCENT PATH
LOWER SPEED MARGIN
SPEED
DES
ALT
FD1
A/THR
360
20
10
20
10
220
340
20
21700
80
320
10
20
10
20
300
215
20
FL100
.728
STD
35
0.
PROG
E CON
1L
DES AF 5 6 1 2
C R Z
O P T
FL350
R E C
M A X
FL390
1R
2L
2R
V D E V =
O F T
3L
3R
B R G

4L
U P D A T E
5L
/ D I S T
V O R 1 / F R E Q
6L
T O
4R
A T
5R
H I GH
A T H / 1 1 4 . 4 0
F R E Q / V O R 2
1 1 7 . 2 0 /
DDM
6R
N_MM_227300_0_AWM6_01_00
AES
FIGURE 22-73-00-15600-A SHEET 1

DES Mode: Aircraft on Idle Path, Underspeeding in SPEED
AUTO CONTROL
22-73-00 PB001
Page 48
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
HOLD OF
UPPER SPEED
MARGIN
IDLE
LIMIT COMPUTED
UPPER SPEED MARGIN
IDLE
1/2 A/B
MESSAGES
"AIRBRAKES"
PREDICTED
POINT OF
PROFILE
INTERCEPTION
PROG
E CON
1L
DE S AF 5 6 1 2
C R Z
OP T
FL350
2L
R E C
MA X
FL390
V D E V =
1R
5 0 0 F T
3L
3R
/ D I S T
B R G
4L

U P D A T E
5L
T O
4R
A T
5R
V OR 1 / F R E Q
6L
2R
H I GH
A T H / 1 1 4 . 4 0
F R E Q / V OR 2
1 1 7 . 2 0 / D D M
6R
GS 470 TAS 454
318/16
IDLE
DES
ALT
14
RDC/136
9 NM
18:35
FD1
A/THR
TOP
360
20
10
20
10
340
320
10
20
10
20
220
20
217 00
80
215
VOR1
TOP
18 NM
20
300
.748
ROCCA
FL100
STD
THIS "INTERCEPT" SYMBOL INDICATES WHERE THE

DESCENT PROFILE SHOULD BE INTERCEPTED.IT
IS CYAN AS THE PROFILE WILL BE AUTOMATICALLY
RECAPTURED.
N_MM_227300_0_AXM6_01_00
AES
FIGURE 22-73-00-15700-A SHEET 1

DES Mode: Aircraft above Profile - Hold of Upper Speed
Margin in SPEED AUTO CONTROL
22-73-00 PB001
Page 49
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
BELOW REPRESSURIZATION SEGMENT
OR IDLE PATH
HOLD OF
V/S = 1000ft/mn
SPEED
BELOW GEOMETRIC PATH

HOLD OF
FPA = 1/2 SLOPE OF PATH SEGMENT
SPEED
PROG
ECO N
1L
DE S AF 5 6 1 2
C R Z
OP T
FL3 50
2L
R E C
MA X
FL390
V D E V =
1R
7 5 0 F T
3L
3R
/ D I S T
B R G
4L

U P D A T E
5L
T O
H I GH
A T H / 1 1 4 . 4 0
360
F R E Q / V OR 2
1 1 7 . 2 0 / D D M
ROC/136
9 NM
18:35
318/16
F.D1
A/THR
20
20
10
10
220
20
217 00
20
215
10
TOP
10
ROCCA
300
.748
6R
GS 470 TAS 454
DES
ALT
340
320
THE REFERENCE ALTITUDE SYMBOL DISPLAY

IS LIMITED ON THE PFD TO THE ALTITUDE
SCALE RANGE BUT THE EXACT VALUE OF
VERTICAL DEVIATION IS DISPLAYED
ON THE PROGRESS PAGE IN LATERAL
AUTO CONTROL.
5R
SPEED
4R
A T
V OR 1 / F R E Q
6L
2R
FL100
20
STD
VOR1
TOP
18 NM
N_MM_227300_0_AYM6_01_00
AES
FIGURE 22-73-00-15800-A SHEET 1

DES Mode: Aircraft below Profile in SPEED AUTO
CONTROL
22-73-00 PB001
Page 50
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
APPR
DEST
QNH
1L
FLP
1015
F=163
TEMP
2L
SLT
5L
CLEAN
[ ] / [ ]
2R
367
3R
DH
0=236
ALT
LDG CONF
4000
VAPP
135
CONF3
4R
FULL
5R
VLS
127
PREV
6L
1R
MDA
S=196
TRANS
4L
FINAL
ILS33R
RETR
[ ]
MAG WIND
3L
RETR
NEXT
PHASE
PHASE
6R
ILS APPROACH SELECTED
PERF
APPR
DEST
QNH
1L
FLP
1015
F=163
TEMP
2L
SLT
645
0=236
ALT
2R
135
3R
LDG CONF
4000
CONF3
4R
FULL
5R
VLS
127
PREV
6L
1R
MDA
S=196
VAPP
5L
FINAL
VOR33R
CLEAN
[ ] / [ ]
TRANS
4L
RETR
[ ]
MAG WIND
3L
RETR
NEXT
PHASE
PHASE
6R
VOR APPROACH SELECTED
N_MM_227300_0_AZM6_01_00
AES
FIGURE 22-73-00-15900-A SHEET 1

22-73-00 PB001
Page 51
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ALTITUDE
DECEL
PSEUDOWAYPOINT
ALTITUDE CONSTRAINT
LEVEL DECELERATION
1000ft AGL
FLIGHT PATH
ANGLE
CONSTRAINT
IDLE THRUST
SPEED
SLATS OUT
DESCENT SPEED
FLAPS OUT
+GEAR DOWN
0
S
LANDING
CONFIGURATION
VAPP
STABILIZED
F
VAPP
DESCENT PATH
APPROACH PATH
N_MM_227300_0_BAM6_01_00
AES
FIGURE 22-73-00-16000-A SHEET 1

22-73-00 PB001
Page 52
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
DECEL
PSEUDOWAYPOINT
LEVEL
DECELERATION
ALTITUDE
ALTITUDE CONSTRAINT
CONSTANT SPEED DESCENT
LEVEL DECELERATION
ALTITUDE CONSTRAINT
1000ft AGL
FLIGHT
PATH ANGLE
CONSTRAINT
IDLE THRUST
SPEED
SLATS
OUT
DESCENT
SPEED
FLAPS OUT
+GEAR DOWN
O
LANDING
CONFIGURATION
VAPP
STABILIZED
F
VAPP
DESCENT PATH
APPROACH PATH
N_MM_227300_0_BBM6_01_00
AES
FIGURE 22-73-00-16100-A SHEET 1

Theoretical Approach Profile with an Intermediate Altitude
Constraint
22-73-00 PB001
Page 53
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
APPR
DEST
QNH
1L
FLP
1015
TEMP
2L
3L
SLT
[ ]
MAG
FINAL
RETR
VOR33R
F=163
WIND
645
S=196
[ ]/[ ]
0=236
3R
LDG
CONF
4000
127
135
FULL
PREV
6L
4R
CONF3
VLS
VAPP
5L
2R
CLEAN
TRANS ALT
4L
1R
MDA
RETR
5R
NEXT
PHASE
PHASE
MDA
6R
FINAL MODE CANNOT REMAIN ENGAGED

BELOW MDA 50ft : THE PILOT MUST TAKE
CONTROL OF THE AIRCRAFT
BEFORE REACHING MDA.
SPEED
FINAL
APP NAV
FD1
MDA 645 A/THR
V/DEV
200
180
50
160
140
50
30
30
20
20
3000
20
25 00
80
WHEN FINAL MODE IS ARMED OR ENGAGED

THE VERTICAL FLIGHT PATH ALTITUDE IS
DISPLAYED ON A SPECIFIC PRECISION
+200ft SCALE (1dot = 100ft)
RELATIVE TO AICRAFT ALTITUDE
20
28
29
30
31 3
1020
QNH
N_MM_227300_0_BCP6_01_00
AES
FIGURE 22-73-00-16200-A SHEET 1

FINAL Mode (A2/C on Approach Profile)
22-73-00 PB001
Page 54
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
CLB
CLB
ALT
AT ACCELERATION ALTITUDE
CLB
CLB
ALT
AT MANUAL
CROSSOVER
ALTITUDE
PERF
>
TOGA
SRS
CLB280
N_MM_227300_0_BDT6_01_00
AES
FIGURE 22-73-00-16400-A SHEET 1

22-73-00 PB001
Page 55
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FCU
FPLN
PERF
>
>
SELECTION OF
310KTS ON FCU
SPEED AUTO
FCU
FPLN
PERF
>
>
FCU SELECTED SPEED IS ASSUMED TO

BE THE TARGET SPEED UNTIL THE END
OF THE PHASE. BUT DESCENT PHASE
IS ASSUMED TO BE PERFORMED AT ECON
OR AUTO SPEED
N_MM_227300_0_BEP6_01_00
AES
FIGURE 22-73-00-16500-A SHEET 1

22-73-00 PB001
Page 56
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FCU
SPD
HDG
ALT
LAT
HDG V/S
LVL/CH
V/S
TRK FPA
HOLD OF
PRECOMPUTED
DESCENT PATH
FCU SEL SPEED
SPD
1L
SPEED
DES AF5612
CRZ
OPT
FL350
2L
VDEV=
REC MAX
FL390
1R
OFT
2R
360
3R
340
3L
DES
ALT
20
20
10
10
F.D1
A/THR
220
217
BRG /DIST
4L
5L
TO
ATH/114.40
4R
320
UPDATE AT
[
]
VOR1/FREQ
6L
215
10
5R
HIGH
117.20/
DDM
10
300
FREQ/VOR2
20
6R
FL100
.748
12
13
14
15
IN MANUEL SPEED, THE SPEED TARGET

SYMBOL IS CYAN. (NO SPEED
MARGIN IS DISPLAYED)
N_MM_227300_0_BFP6_01_00
AES
FIGURE 22-73-00-16600-A SHEET 1

DES Mode in SPEED MANUAL CONTROL : Aircraft on
Profile
22-73-00 PB001
Page 57
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FCU
SPD
HDG
ALT
LAT
HDG V/S
LVL/CH
V/S
TRK FPA
HOLD OF
FCU SEL SPEED
IDLE
SPD
1L
DES AF5612
CRZ
OPT
REC MAX
FL350
FL390
1R
2R
2L
VDEV=
500FT
3L
3R
BRG /DIST
4L
TO
UPDATE AT
[
]
5L
5R
HIGH
VOR1/FREQ
6L
ATH/114.40
IDLE
360
FREQ/VOR2
117.20/
DES
ALT
F.D1
A/THR
20
DDM
6R
470
318/16
454
12
ROC/136
9
18: 35
20
10
10
10
20
10
20
220
340
320
4R
217
215
300
FL100
.748
12
13
14
15
VOR1
TOP
18
N_MM_227300_0_BGP6_01_00
AES
FIGURE 22-73-00-16700-A SHEET 1

DES Mode in SPEED MANUAL CONTROL : Aircraft above
Profile
22-73-00 PB001
Page 58
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
FCU
SPD
HDG
LAT
ALT
HDG V/S
LVL/CH
CLB
V/S
ACT
TRK FPA
1L
SPD
MODE
300
UTC
DEST
EFOB
1220
8.4
1R
FL290
2R
CI
2L
3L
540
PRED
ECON
320/ .80
TO
UTC
DIST
3R
SPD
4L
5L
300/ .80
1014
4R
10
5R
1012
EXPEDITE
ACTIVATE
6L
18
NEXT
APPR PHASE
PHASE
6R
PERF
SPEED
ALT *
AP1
FD1
A/THR
SET SPD AUTO

340
290
10
10
286
10
ACT
1L
300
280
CRZ
320
40
20
00
300
CI
2L
3L
10
SPD
MODE
540
UTC
DEST
EFOB
1220
8.4
FORECAST
ECON
. 80
STD
. 770
35
4R
5L
5R
ACTIVATE
2
6L
2R
3R
4L
260
1R
DES
APPR PHASE
SET SPD AUTO
NEXT
PHASE
6R
N_MM_227300_0_BHP6_01_00
AES
FIGURE 22-73-00-16800-A SHEET 1

Display of SET SPD AUTO Message in Case of no Manual
Speed Preselection for Next Phase
22-73-00 PB001
Page 59
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
HDG
SPD
ALT
LAT
HDGV/S
LVL/CH
V/S
TRKFPA
HDG
TRK
100
V/S
FPA
AP1
FPLN
UP
1000
PUSH
TO
LEVEL
OFF
METRIC
ALT
SPD
MACH
AP2
DN
F R OM
A/THR
LOC
EXPED
APPR
A F 5 6 1 2
U T C
PAS 3 0
1L
S P D / A L T
1011
T O P 9 C
FL190
B R G 1 3 6
2L
RO CC A
1 0 1 3
3L
(T /C)
1 0 1 6
T R K 1 3 6
1 0 2 2
"
U B 2 5
1L
MO D E
U T C
EXPED I T E
1220
1 0 3 0
D E S T
CLB
A C T
D E S T
L GA T 3 3 R
6L
E F 0 B
8 . 4
1R
FL250
2R
F L 2 9 0
3R
"
4R
"
5R
6 0
GEN
5L
2R
4 4
P EMA R
4L
F L 2 2 0
2 5
. 7 8 /
T O P 9 C
PERF
1R
9 N M
3 0 0 /
"
U T C
D I S T
E F 0 B
1 2 2 0
9 4 4
8 . 4
6R
C I
540
2L
P R E D
E C O N
300 / . 80
3L
T O
U T C
D I S T
1014
20
ALMOST ALL PREDICTIONS DISPLAYED

ON MCDU ARE BASED ON VERTICAL AUTO
CONTROL(HERE,ECON SPEED IS USED).
3R
4L
4R
5L
1012
E X P E D I T E
N E X T
AP PR PHASE
6L
ONLY ALTITUDE PLANNING GIVES SHORT TERM

PREDICTIONS IN EXPEDITE.
5R
1 0
A C T I V A T E
CLB
PHASE
EXP.CLB
ALT
6R
AP1
FD1
A/THR
ROC/136
9 NM
10: 12
276 TAS 260

318/16
GS
FL290
20
200
220
200
20
20
10
10
GEN
20
195 00
80
180
TOP
10
10
160
ROCCA
190
STD
12
13
14
15
VOR1
TOP
38 NM
THE LEVEL SYMBOL IS COMPUTED VERSUS MODE ENGAGED

(HERE EXPEDITE)PERFORMANCE.IT ALWAYS CORRESPONDS TO
FCU ALTITUDE CAPTURE POINT SINCE ALTITUDE CONSTRAINTS ARE
NOT CONSIDERED.IT IS CYAN AS CAPTURE IS ARMED.
THIS SYMBOL INDICATES AN ALTITUDE CONSTRAINT

AT THE WAYPOINT.AS THE CONSTRAINT IS NOT
TAKEN INTO ACCOUNT BY GUIDANCE,IT IS WHITE.
N_MM_227300_0_BJP6_01_00
AES
FIGURE 22-73-00-17000-A SHEET 1

Expedite in Climb
22-73-00 PB001
Page 60
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PROG
FCU
SPD
HDG
LAT
LVL/CH
ALT
HDG V/S
TRK FPA
DES
ECON
V/S
1L
CRZ
OPT
FL350
2L
AF 5612
REC
VDEV
MAX
FL390
=
1R
+500FT
2R
3L
3R
BRG
4L
5L
TO [
V/S
ALT
FD1
A/THR
4R
5R
HIGH
ATH/114.40
FREQ/VOR2
117.20/
GS 454 TAS 454
MACH
UPDATE AT
[
]
VOR1/FREQ
6L
/DIST
/
DDM
6R
ABC/103
280 NM
18:35
185/0
ABC
360
220
10
10
340
217
BRACO
20
00
80
215
320
10
10
300
20
2R
FL100
STD
.748
8
10
11
THIS INTERCEPT SYMBOL INDICATES WHERE

THE AIRCRAFT SHOULD CROSS THE THEORICAL PROFILE,
BASED ON V/S SELECTED.IT IS WHITE AS THE PROFILE
WILL NOT BE CAPTURED.
THE SPEED CHANGE SYMBOL IS LOCATED TO INDICATE

THE NEXT DECELERATION POINT;HERE IT IS DUE TO A
SPEED CONSTRAINT AT BRACO
N_MM_227300_0_BKP6_01_00
AES
FIGURE 22-73-00-17100-A SHEET 1

V2/S in Descent (Aircraft above Profile)
22-73-00 PB001
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May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
V , ALT
A
A
SPD LIM
DECEL.
FINAL DECEL
V1,ALT1
(a)
(b)
DESTINATION
REQUIRED DISTANCE TO DESCENT = (a) + (b)

(a) = DISTANCE TO DECREASE A/C ENERGY FROM CURRENT LEVEL (VA
,
ALTA) TO FINAL APPROACH INTERCEPT LEVEL (V1, ALT 1).
(b) = LENGTH OF FINAL APPROACH.
LCP
(b)
DESTINATION
(a)
A/C
DIST TO DEST = (a) + (b)

(a) = DIRECT DISTANCE FROM A/C TO LCP.
(b) = DISTANCE FROM LCP TO RUNWAY THRESHOLD.
N_MM_227300_0_BLM6_01_00
AES
FIGURE 22-73-00-17300-A SHEET 1

22-73-00 PB001
Page 62
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Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FCU
SPD
HDG
LAT
LVL/CH
ALT
HDG V/S
V/S
PROG
TRK FPA
DES
ECON
CRZ
OPT
1L
FL290
FL350
2L
REQD
DIR
AF 5612
REC
DIST
DIST
TO
LAND
DEST
BRG
/DIST
/
TO
MAX
FL390
1R
70NM
=
=
2R
89NM
3L
3R
4L
TO [
UPDATE AT
[
]
5L
5R
HIGH
VOR1/FREQ
6L
4R
ATH/114.40
FREQ/VOR2
117.20/
DDM
6R
THE VDEV IS REPLACED BY REQD DIST TO

LAND AND DIR DIST TO DEST IN LATERAL
MANUAL CONTROL
GS 454 TAS 454
IDLE
OP.DES
ALT
HDG
185/0
FD1
A/THR
2
ABC
360
220
10
10
BRACO
340
217
320
10
20
00
80
215
10
300
20
. 2R
FL100
.748
8
10
11
3
1
: THE "SPEED CHANGE" SYMBOL IS LOCATED ON THE

CURRENT SELECTED TRACK. IT CORRESPONDS TO THE START
OF DECELERATION TO SPEED LIMIT.
: THE FLIGHT PATH ALTITUDE REMAINS DISPLAYED

ON THE PFD. IT IS NOT ACCURATE IF THE
AIRCRAFT IS FAR AWAY FROM THE LATERAL
FLIGHT PLAN. IT IS BASED ON A 45 INTERCEPT
OF THE FROMTO LEG.
THE "LEVEL" SYMBOL IS LOCATED ON THE CURRENT

SELECTED TRACK. IT CORRESPONDS TO FCU ALTITUDE
CAPTURE. IT IS CYAN AS CAPTURE IS ARMED.
N_MM_227300_0_BMP6_01_00
AES
FIGURE 22-73-00-17400-A SHEET 1

22-73-00 PB001
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Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FUEL
PRED
FUEL PRED
1L
AT
UTC
EFOB
LGAT
1235
5.2
LGHT
1315
2.4
2L
3L
2R
GW
62.4/
4L
1R
3R
FOB
12.25
25.0
TEMP/TROP0
RTE RSV/%
0.4/ 5.0
5L
FINAL/TIME
1.7/
0030
6L
EXTRA TIME
0.3/0010
/FF+FQ
4R
34 /35600
CRZ WIND
000/000
5R
ALTN WIND
000/000
6R
INIT
NEXT
PAGE
INIT
1L
TAXI
0.4
2L
TRIP/TIME
4.5/0107
3L
RTE RSV/%
0.2/ 5.0
4L
5L
CG/
25.0/
ZFW
53.2
1R
BLOCK
7.4
2R
3R
ALTN/TIME
TOW
1.2/0020
60.2
LW
4R
55.7
5R
FINAL/TIME
1.1/
0030
EXTRA/TIME
6L
0.0/0000
6R
N_MM_227300_0_BNM6_01_00
AES
FIGURE 22-73-00-17800-A SHEET 1

22-73-00 PB001
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Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
TEMPORY FPLN A PAGE WITH EOSID TO BE INSERTED

(AVAILABLE ONLY BEFORE DIVERSION PROMPT)
>
PERF PAGE (AVAILABLE AS SOON AS

ENGINE OUT CONDITIONS ARE DETECTED)
N_MM_227300_0_BPM6_01_00
AES
FIGURE 22-73-00-18000-A SHEET 1

22-73-00 PB001
Page 65
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FPLN
NEXT
PAGE
FROM
AF5612
WIND
EFOB
1L
LSGG23
TOP9C
2L
PAS
HOLD L
3L
7000
15.0
060/005
BRG228
6NM
1R
/020
2R
"
/022
3R
"
"
4R
14.7
"
TRK230
12
14.6
"
(SPD)
4L
(LIM)
TOP9C
5L
D136E
14.5
6L
066/026
TIME
DEST
LGAT33R
VERT
0220
REV
EFOB=14.5
DIST
EFOB
992
8.4
EXTRA=0.8
1R
CLB
SPD
210/
[
LIM
2R
7000
SPD
3L
6R
D136E
AT
1L
2L
5R
CSTR
]
ALT
CSTR
5000
3R
4L
4R
5L
5R
6L
RETURN
6R
N_MM_227300_0_BQM6_01_00
AES
FIGURE 22-73-00-18200-A SHEET 1

22-73-00 PB001
Page 66
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
<
<
<
<
POWER UP
N_MM_227300_0_BRM6_01_00
AES
FIGURE 22-73-00-18500-A SHEET 1

Performance Factor
22-73-00 PB001
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May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
FPLN
6R
FROM
3753.8N / 02343.7E
LAT REV
1L
LGAT
1R
ARRIVAL
2L
2R
NEXT WPT
3L
3R
ENABLE
4L
ALTN
4R
5L
ALTN
5R
6L
RETURN
6R
ALTERNATES
1907
1L
FOR
EXTRA
LGTS
LGAT
TRK
DIST
0.9
325
161
1R
2AB3
2L
LGRP
0.7
113
230
2R
3L
LGKR
0.8
298
197
3R
OTHER ALTN
4L
5L
NO ALTN
6L
ERASE
4R
5R
2.5
INSERT
6R
N_MM_227300_0_BSP6_01_00
AES
FIGURE 22-73-00-18700-A SHEET 1

22-73-00 PB001
Page 68
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PROG
ECON
DES
AF5612
CRZ
OPT
1L
FL290
FL350
REC MAX
2L
REQD
DIST
TO
LAND=
70NM
DIR
DIST
TO
DEST=
89NM
FL390
1R
2R
3L
3R
BRG
4L
UPDATE
5L
[
VOR1
6L
/ DIST
ATH
TO
4R
AT
5R
]
/ FREQ
/ 114.40
HIGH
FREQ
117.20
VOR2
DDM
6R
N_MM_227300_0_BTM6_01_00
AES
FIGURE 22-73-00-18900-A SHEET 1

PROG Page
22-73-00 PB001
Page 69
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Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
N_MM_227300_0_BUM6_01_00
AES
FIGURE 22-73-00-19100-A SHEET 1

22-73-00 PB001
Page 70
May 01/12
Revision n: 40
@A318/A319/A320/A321

** On A/C 003-007
1.
General
The Multipurpose Control and Display Unit (MCDU) is the primary entry/ display interface between the pilot and
the FM part of the FMGC providing the means for inserting system control parameters and flight plans and for
subsequent modification and revision.
It displays information regarding flight progress and aircraft performance for monitor and review by the flight crew. It
performs access and retrieval of navigation and route planning data from the data base.
It has also a multipurpose usage for interfacing with other A/C systems:
. basic: CFDS.
. optional: ACARS or ATSU, AIDS.
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@A318/A319/A320/A321
** On A/C 003-007
2.
System Description
A.
Keyboard
** On A/C 003-004
(Ref. Fig. 22-74-00-11200-A - MCDU Front Panel)
** On A/C 005-007
(Ref. Fig. 22-74-00-11200-B - MCDU Front Panel)
The MCDU is linked to both FMGCs, CFDS, optional and spare systems (e.g. ACARS, AIDS).
When the MCDU MENU multi-purpose key is pushed, the menu page is displayed.
The operator pushes the line select key to select a system : communication is broken with the active system and
established with the associated one.
** On A/C 003-007
B.
General Display Rules

(1) Non-valid and missing data
For all display fields only valid data will be displayed. If the data are not valid for display or not available
for display, the display field will contain dashes.
When a new page is called up or a data is entered, it may require that the computer performs calculations
before all the data to be displayed are available. In these cases, the screen is firstly blanked and then the
portion of the display that is available and can be displayed is presented to the pilot immediately. However,
the data fields that are not available would be left as dashes and filled in as the data become available.
(2) Small and large fonts
On the MCDU there are two sizes of fonts. Generally, all data on the data line (line adjacent to line select
key) are displayed in large font and data on the label line are displayed in small font. However, the
following are exceptions :
. Data with default values or computer calculated values which could be changed by the pilot are
displayed in small font when the computer supplied data are being used and in large font when the data
are pilot entered.
. If two data entries are dependent upon each other, the independent data (those defaulted or latest
input by the pilot) are displayed in large font and the dependent data are in small font.
(3) Special symbols

There are special symbols on MCDU displays that indicate certain functions to the pilot. Certain symbols
may give a clue to the pilot as to what is available or if there is more information than is already displayed.
The following symbols are used in the displays:
< or > If this symbol appears next to a line select key (LSK) it indicates
that pushing this line select key will only cause the MCDU to
display a different page (it is the call-up of a page), the name
of which is displayed besides the symbol.
*
This symbol appears next to a line select key it indicates that
pushing this LSK will change the parameters which affect the
active situation of the aircraft, or causes the activation of a
function (it is the call-up of a function). The page displayed
may also change as a result.
<-- --> One of these symbols appearing beside a line select key
indicates that the pilot can push the key to select a data,
without activating a function.
.-.
- This indicates that the user may enter a data here (can be
optional). Occasionally this data may be computed and entered
AES
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@A318/A319/A320/A321
by the computer as a result of another pilot action.
.---.
---
------
This indicates that the data are necessary for the user to be input
in order for the computer to perform the specific function.
This indicates that the data will be displayed by the computer
when it has enough information to do so. The user does not
normally enter this information. However, under certain
circumstances he may be able to alter the data.
ARROWS
UP and
DOWN
These arrows (up or down) indicate that vertical slewing is

available. They will appear in columns 23 and 24 in the
scratchpad.
----> This arrow, in column 23 of the title line indicates that
horizontal slewing is available from this page. Pushing the
NEXT PAGE key will horizontally slew the page.
TRIANGULAR
SYMBOL This symbol beside a fixed waypoint on the flight plan page,
indicates that the A/C must overfly the fixed waypoint.
This symbol is mostly used by the FMGC.
(4) Color code
------------------------------------------------------------------------------!
DATA
!
MCDU COLOR
!
!----------------------------------------------------!------------------------!
! Titles, comments, symbols of slewing, dashes, minor!
White
!
! messages, call-up of page, scratchpad data entry, !
!
! F-PLN legs, secondary waypoints, active waypoint, !
!
! destination
!
!
!----------------------------------------------------!------------------------!
! Pilot modifiable data, selectable data, brackets
!
Cyan
!
! call-up of function, missed approach and alternate !
!
! waypoints
!
!
!----------------------------------------------------!------------------------!
! Pilot non modifiable data, active data, primary
!
Green
!
! waypoints
!
!
!----------------------------------------------------!------------------------!
! Mandatory data (boxes), mandatory pilot action
!
Amber
!
! required important messages
!
!
!----------------------------------------------------!------------------------!
! Constraints, max altitude
!
Magenta
!
!----------------------------------------------------!------------------------!
! Temporary situation, temporary waypoints
!
Yellow
!
------------------------------------------------------------------------------NOTE :
The symbols have the color of the prompt to which they are associated.
(5) Slewing functions

(Ref. Fig. 22-74-00-13200-A - Horizontal and Vertical Slewing)
(a) Horizontal slewing
Certain functions need multiple pages for the display. These pages are arranged in a book form
(page A, B, C...).
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The A page is displayed upon pushing the mode key. The other pages (B, C, etc.) are called up by
using the horizontal slewing function (NEXT PAGE function key)
When page B is displayed there is no special key to display page A (a prompt PREV PAGE > can be
used).
The displays that use horizontal slewing are closed loop displays.
This means that when the last page is displayed and the NEXT PAGE function key is pushed, the
display changes to the A page.
When horizontal slewing is available, an arrow will be displayed in column 23 of the title line.
When the book contains more than 2 pages instead of the NEXT PAGE function key, it is possible to
use the line select key adjacent to NEXT PAGE > or PREV PAGE > indications to select the other
pages of the book.
(b) Vertical slewing
Certain pages in the computer contain more data than will fit on a single page (a page longer than the
six pairs of lines available on the display).
In this case data are arranged on a drum.
In these instances vertical slewing can be used to scroll the display up or down. Each time a vertical
slew key is pushed, this scrolls the MCDU display by one line pair, or by one page. A line pair is a line
adjacent to a line select key and its label line. Holding the vertical slew key pushed scrolls the MCDU
display at a rate of 2 line pairs per second. The arrows will be displayed in column 23 and/or 24 of the
scratchpad when vertical slewing is available.
Vertical and horizontal slewings may be available together for certain functions. In this case, if a
display has been slewed up or down, then the horizontal slewing is performed for the two pages of the
book and calling next page of the book will enable access to the next page at the same slew position
as previous page.
(c) Value adjustment
Another use for vertical slew keys is incrementing data by a set amount in a particular data field.
When this is available, arrows will be displayed adjacent to the data label that would be affected if the
vertical slew keys were pushed. When a vertical slew key is held pushed, the slewing will take place at
a rate of 2 increments or decrements per second.
(6) General display of a page
. Only the selectable functions or page call-ups are displayed.
This is to avoid cluttering of the screen with not usable prompts.
. On a page, some prompts may be displayed following a logic dependent on external parameters (flight
phase, ground/airborne, ...). In such cases, the architecture of the page is not modified by the deletion
or addition of a prompt (prompts present at the same place) e.g. lateral revision pages at origin and
(Ref. Fig. 22-74-00-13500-A - Example of Display)
. Prompts that are used on several pages have to be displayed at the same place on the different pages.
ex : . < RETURN
in 6L
.
PRINT * in 5R
.
INSERT * in 6R.
(7) Acknowledgement of user action
Each time the MCDU user pushes a line select key or a mode key, he must receive an acknowledgement of
his action. The screen has to be blanked as soon as the subsystem has received this action, before it
displays a new page or a new message.
The new page also displays an acknowledgement of the pilot action (insertion of a value in a line, message,
etc.).
Examples :
. The user wants to enter a value into a field, he may have the following indications:
OUT OF RANGE: if the value is not within the range as expected by the system.
FORMAT ERROR: if the value has not the correct format.
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. The NOT ALLOWED indications may be displayed if an incorrect line select key is pushed.
In case of the call-up of a function, the acknowledgement is made by deletion of the star * next to the
function name when the call-up is taken into account by the system. If the system is not available a
message is displayed (PRINTER NOT READY).
C.
Page Hierarchy
(Ref. Fig. 22-74-00-14000-A - Page Hierarchy (Sheet 1/6))
Each FM function of the FMGC may be called by pushing a mode key. A page is then displayed where the
function may be performed. From this main page, it is possible to call other pages where the sub-functions may
be performed.
These sub-pages are either displayed by pushing the applicable line select key or automatically following a data
entry. Sometimes the only way to exit a page is to push another mode key.
On page hierarchy figure, N/P means NEXT PAGE and arrows mean that page slewing is possible
D. Data Entry
(1) Scratchpad and data field entry
Data are entered into the computer through the MCDU keyboard. First the data are entered from left to
right into the scratchpad by pushing the alphanumeric keys on the keyboard (similarly to a typewriter).
Only 22 characters may be entered into the scratchpad. If more than 22 are entered, they will be ignored
and only the first 22 will be used.
The 23rd character will not be accepted by the computer and the computer will give no response.
After the data are entered into the scratchpad, the data are moved from the scratchpad into the correct
data field by pushing the adjacent line select key, and the scratchpad is blanked.
The computer checks the data for format and acceptability (out of range, entry not allowed into the field,
etc.). If the data are incorrect, the system will leave the previous data in the data field and display the
associated message indicating the error in the scratchpad. To enter the correct data, the pilot must do
either of the following:
. Clear the message from the scratchpad by pushing the CLR function key.
The data that was incorrect will appear in the scratchpad. The pilot can then correct the data or clear
it out.
. Enter new data into the scratchpad. This automatically clears the message being displayed and replaces
the previous (incorrect) scratchpad data with the new data.
If the entry was rejected because an incorrect line select key was pushed, then the entry will be accepted if
the correct line select key is pushed.
To clear the scratchpad of entered data or incorrect data, the CLR function key can be used. When the
CLR function key is pushed, this erases the last character entered in the scratchpad.If the CLR key is held
pushed for two seconds, the entire scratchpad data are cleared.
Certain data entries into a field also cause the displayed page to be changed automatically. In this case, any
scratchpad data is deleted.
Otherwise, scratchpad data are retained when the displayed page is changed. During a page change,
scratchpad entries are ignored.
(2) Clearing data field
Data fields on the MCDU can be cleared using the CLR function key. Pushing the CLR function key when
the scratchpad is empty results in CLR being displayed in columns 6 through 8 of the scratchpad. Then,
pushing the line select key adjacent to the data field results in clearing that data and the scratchpad line is
cleared.
If the data is a value not all data fields may be cleared.
AES
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If the data have a default or computer calculated value, the data revert to this value. If the default value is
cleared the clearing has no effect and there is no message displayed.
To remove a CLR prompt from the scratchpad the CLR key can be pushed again once or any alphanumeric
key can be pushed erasing the CLR in the scratchpad and entering the alphanumeric. The computer must
distinguish between the CLR function key and C-L-R being entered into the scratchpad via alphanumeric
keys. C-L-R does not enable the clearing function.
(3) Data field display
Generally a data is displayed on two lines:
. the label line above the data line
. the data line next to the line select key.
On the data line there are five kinds of display:
(a) Cyan data if the data is already in the computer and the pilot can modify it.
(b) Green data if the data is already in the computer but it cannot be modified by a pilot entry.
(c) Cyan brackets if no value is defined and the pilot can enter a data.
(d) Amber boxes if no value is defined and the data entry is mandatory for the correct functioning of the
system or for the achievement of the function described on the page or on the label line.
(e) White dashes if the field is filled by the computer but not yet available due to lack of information or a
computation has not yet been achieved.
The entry format of a data is described by the number of boxes or the place occupied by the brackets
and the spaces between brackets.
On one data line, several data may be displayed and entered: the different fields are separated by a
slash. Each field may be entered separately; it is identified by the number of slashes in front of the
entered data.
Ex : wind direction/wind magnitude/altitude.
To modify the altitude, the pilot has to enter into
scratchpad: //altitude.
To modify wind magnitude, he enters: /wind magnitude
NOTE :
It may happen that a data which has a default value in the system can be corrected by the
user.
After reinitialization of the system, the data reverts to its default value.
(4) Data list

The following table lists all MCDU entries allowed by the pilot. Also listed are the acceptable format,
acceptable range, units of entry, and the MCDU pages on which the data can be entered.
DATA NAME:
The name of every entry allowed by the pilot is listed.
FORMAT:
The field width and format is given for each data entry. The symbols generally used are as follows: (if
others are used they are defined for each parameter).
A - Alphabetic entry
N - Numeric entry
X - Alphanumeric entry
If any entry into the data field either exceeds the fields width or has an incorrect format or type, then a
message is displayed (FORMAT ERROR).
For fields that have more than one acceptable entry format but only one display format, the display format
is also specified.
RANGE:
AES
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The range is given for each data entry. If the entry has a correct field width, format and type but is not
within this range, then a message is displayed (ENTRY OUT OF RANGE), unless another message is
displayed as defined in the table.
UNITS:
The units of each entry are given in the table.
When two units are available (selected by pin programming), only one unit and range are given. These are:
kg for weight, meter for length and deg. C for temperature. For the other units, the range must be
converted.
DISPLAY PAGE:
The MCDU page or pages on which the data may be entered are listed.
------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
! UNITS ! DISPLAY PAGE !
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! ACCEL ALT ! See ALT
!
! ft
! TAKEOFF
!
!
!
!
! (MSL) ! GO AROUND
!
!-----------!----------------------!----------------!---------!---------------!
! ALT
! NNNN or
! Max alt =
! ft
! F-PLN A
!
!
! NNNNN
!
39000
! (MSL) ! VERT REV
!
!
! (leading zeros must ! Entry is
!
! STEP PRED
!
!
! be included)
! rounded to
!
! PERF CLB
!
!
!
! the nearest
!
! PERF DES
!
!
!
! 10 feet.
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! ALTN RTE ! Same as CO RTE
! Same as CO RTE! N/A
! INIT A
!
!-----------!----------------------!----------------!---------!---------------!
! ALT/WIND ! ALT or FLight
! See ALT
! ft
! DES FORECAST !
! DIR/WIND ! Level/NNN/NNN
! WIND DIR-0-360! (MS)/ ! WIND
!
! MAG
!
!
! degrees !
!
!
! NNN- Leading zero
! WIND MAG-0-200! /kt
!
!
!
! not necessary. An
!
!
!
!
!
! entry of WIND DIR = !
!
!
!
!
! 360 is displayed as 0!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! ARPT
! AAAA
! If AAAA is
! N/A
! INIT A
!
!
! There must be at
! not in the
!
! LAT REV
!
!
! least 1 characters, ! data base
!
! ALTN
!
!
! up to 4
! airport file, !
! F-PLN A and B !
!
!
! New Runway
!
! WAYPOINT
!
!
!
! page is
!
! DIR TO
!
!
!
! displayed
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! AIRWAYS
! XXXX
! If not in
! N/A
! LATREV
!
! (VIA)
!
! data base
!
!
!
!
!
! "NOT IN DATA !
!
!
!
!
! BASE" is
!
!
!
!
!
! displayed
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! BLOCK
! NN.N
!
! Thou- ! INIT B
!
! Fuel
! leading zeros may
!
! sands- !
!
!
! be omitted.
!
! of Kg
!
!
-------------------------------------------------------------------------------------------------------------------------------------------------------------
AES
22-74-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! COST INDEX! NNN
! 0-999
! KG/mn ! INIT A
!
!
! may be entered as
!
!(100Lbs/ ! PERF CLB
!
!
! 1-3 digits; leading !
!
hour)! PERF CRZ
!
!
! zeros may be omitted !
!
! PERF DES
!
!-----------!----------------------!----------------!---------!---------------!
! CRZ FL
! Must be entered
! 1-Maximum
! ft
! INIT A
!
!
! as FLIGHT LEVEL
! Altitude
! (MSL) ! PROG
!
!-----------!----------------------!----------------!---------!---------------!
! CRZ TEMP ! See TEMP
!
! See
! INIT A
!
!
!
!
! TEMP
! FUEL PRED
!
!-----------!----------------------!----------------!---------!---------------!
! CRZ WIND ! See WIND DIR/MAG
! See WIND
! See
! INIT A
!
!
!
! DIR/MAG
! WIND
! FUEL PRED
!
!
!
!
! DIR/MAG !
!
!-----------!----------------------!----------------!---------!---------------!
! CG
! NN.N
! 8.0 - 45.0
! % MAC ! FUEL PRED
!
!-----------!----------------------!----------------!---------!---------------!
! CLASS
! AAAAAA
! VOR
! N/A
! NEW NAVAID
!
! (navaid) ! (refer to range for ! DME
!
!
!
!
! exact inputs
! VORDME
!
!
!
!
! allowed)
! VORTAC
!
!
!
!
!
! LOC, ILS
!
!
!
!
!
! NDB
!
!
!
!
!
! ILS DME
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! CO RTE
! XXXXXXX or
! If not in the ! N/A
! ROUTE
!
!
! XXXXXXXXXX (Option) ! NAV data base !
! NEW ROUTE
!
!
!
! a message
!
! INIT A
!
!
!
! will be
!
!
!
!
!
! displayed
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! CRS
! Same as INB CRS
! Same as
! degrees! RADIO NAV
!
!
!
! INB CRS
!
! NEW NAVAID
!
!-----------!----------------------!----------------!---------!---------------!
! CABIN RATE! - NNN
! 100 - 999
! ft/mn ! DES FORECAST !
!
!
! in 1 ft/mn
!
!
!
!
!
! increments
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! DH
! NNN
! 0-700
! ft
! APPROACH
!
!-----------!----------------------!----------------!---------!---------------!
! DIST
! NN.N
! 0-99.9
! NM
! HOLD
!
!-----------!----------------------!----------------!---------!---------------!
! DIST
! NNN
! 0-999
! NM
! ALTN
!
!-----------!----------------------!----------------!---------!---------------!
! ELV
! +/-NNNN
! -2000 +20470 ! ft(MSL)! NEW NAVAID
!
!-----------!----------------------!----------------!---------!---------------!
AES
22-74-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
! ELV
! +/-NNNN
! -400 +20470 ! ft(MSL)! NEW RUNWAY
!
!-----------!----------------------!----------------!---------!---------------!
! ED ACCEL ! Same as ALT
!
! ft(MSL)! TAKEOFF
!
! ALT
!
!
!
! GO AROUND
!
!-----------!----------------------!----------------!---------!---------------!
! EXTRA TIME! +/-NN.N/NNNN
! +/-MAX BLOCK ! Thou- ! INIT B
!
!
!
! and UTC
! sands ! FUEL PRED
!
!
!
!
! of kg, !
!
!
!
!
! hours, !
!
!
!
!
! minutes!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! FF/FQ
! One or both may be
!
! N/A
! FUEL PRED
!
! Sensors
! entered.
!
!
!
!
!
! Both - /FF+FQ or
!
!
!
!
!
! /FQ+FF
!
!
!
!
!
! Fuel Flow - /FF
!
!
!
!
!
! Fuel Quantity !
!
!
!
!
! /FQ
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! FIG OF
! N
! 0-3
! N/A
! NEW NAVAID
!
! MERIT
!
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! FLAPS
! N
! 0, 1 ,2 or 3 ! N/A
! TAKEOFF
!
!-----------!----------------------!----------------!---------!---------------!
! FLT NBR
! XXXXXXXX
!
! N/A
! INIT A
!
!
! The 8 characters are !
!
!
!
!
! not mandatory
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! FLIGHT
! FLNNN or NNN
! Max FL = 390 ! Hundreds! F-PLN A and !
! LEVEL
! Leading zeros on
!
! - of ft ! B
!
!
! NNN may be omitted
!
! (MSL)
! PROG
!
!
!
!
!
! VERT REV
!
!
!
!
!
! INIT A
!
!
!
!
!
! PERF CLB/DES !
!-----------!----------------------!----------------!---------!---------------!
! FLEX TO
! Same as TEMP
!
! Same
! TAKEOFF
!
! TEMP
!
!
! as TEMP !
!
!-----------!----------------------!----------------!---------!---------------!
! FOB
! NN.NN (leading zeros ! Same as BLOCK !Thousands! FUEL PRED
!
!
! may be omitted)
!
! of kg
!
!
!-----------!----------------------!----------------!---------!---------------!
! FREQ
! NNN.NN
! 108.00 ! Mhz
! PROGRESS
!
!
!
! 117.95
!
! RADIO NAV
!
!
!
!
!
! NEW NAVAID
!
!-----------!----------------------!----------------!---------!---------------!
! FREQ (ADF)! NNNN.N
! 190.0-1750.0 ! Khz
! RADIO NAV
!
!
!
!
!
! NEW NAVAID
!
-------------------------------------------------------------------------------------------------------------------------------------------------------------
AES
22-74-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! FROM/TO
! AAAA/AAAA
! AAAA must be ! N/A
! INIT A
!
!
! Ref. ARPT
! in data base !
! ROUTE
!
!
!
! or message
!
!
!
!
!
! will be
!
!
!
!
!
! displayed
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! FINAL/TIME! See BLOCK and GMT.
! Final: 0-100 ! Thou! INIT B
!
!
! Only one may be
! Time : 0-90
! sands
! FUEL PRED
!
!
! entered at a time.
!
! of kg/ !
!
!
! To input FINAL,
!
! hours, !
!
!
! enter NN.N ; to
!
! minutes !
!
!
! input TIME, enter
!
!
!
!
!
! /NNNN
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! GW
! NN.N Leading and
! 35.0-99.9
! Thou! FUEL PRED
!
!
! trailing zeros may
!
! sangs
!
!
!
! be omitted
!
! of kg
!
!
!-----------!----------------------!----------------!---------!---------------!
! INB CRS
! NNN
! 0-360
! Degrees ! HOLD
!
!
! Leading zeros may
!
!
!
!
!
! be omitted. An entry !
!
!
!
!
! of 360 is
!
!
!
!
!
! displayed as 0.
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! LAT
! DDMM.MB or BDDMM.M
! B : N or S
! Degree ! INIT A
!
!
! DD - degrees, MM.M- ! DD more than ! minutes !
!
!
! minutes, B-direction.! or equal to 0 ! tenths !
!
!
!
! and less than ! of
!
!
!
!
! or equal to 90! minutes !
!
!
!
!
!
!
!
!
! Leading zeros may
! MM.M more than!
!
!
!
! be omitted but the
! or equal to 0 !
!
!
!
! direction (B) is
! and less than !
!
!
!
! necessary.
! or equal to
!
!
!
!
! Latitude is displayed! 59.9
!
!
!
!
! as DDMM.MB
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! LAT/LONG ! LAT/LONG
! Same as LAT
! Same as ! PROG
!
!
! Same as LAT and
! and LONG
! LAT and ! F-PLN A and B!
!
! LONG except both
!
! LONG
! NEW WAYPOINT !
!
! must be entered
!
!
! NEW NAVAID
!
!
! with/in between
!
!
! DIR TO
!
!
!
!
!
! LAT REV
!
!
!
!
!
! NEW RUNWAY
!
!-----------!----------------------!----------------!---------!---------------!
! LONG
! DDDMM.MB or
! B : E or W
! Degree ! INIT A
!
AES
22-74-00 PB001
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
! BDDDMM.M
! DDD more than ! minutes !
!
!
! DDD - degrees
! or equal to 0 ! tenths !
!
!
! MM.M - minutes
!
!
!
! B - direction.
! or equal to
! minutes !
!
!
! Leading zeros may
! 180.
!
!
!
!
! MM.M more than!
!
!
!
! direction (B) is ne- ! or equal to 0 !
!
!
!
! cessary.
! and less than !
!
!
!
! Longitude is dis! or equal to
!
!
!
!
! played as DDDMM.MB. ! 59.
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! LENGTH
! NNNN
! 1000-8000
! Meters ! NEW RUNWAY
!
!
! Leading zeros
!
! (ft if !
!
!
! may be omitted
!
! option) !
!
!-----------!----------------------!----------------!---------!---------------!
! MACH
! .NN
! MAX = .82
! Mach
! F-PLN A
!
!
! The decimal point
!
! Number ! VERT REV
!
!
! is necessary.
!
!
! PERF CLB
!
!
! Trailing zeros
!
!
! PERF CRZ
!
!
! are not necessary
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! MACH
! Same as above
! MAX = .80
! Mach
! PERF DES
!
!
!
!
! Number !
!
!-----------!----------------------!----------------!---------!---------------!
! MACH/SPD ! MACH and SPD must
! Same as MACH ! Same
! PERF DES
!
!
! be entered with/
! and SPD
! as MACH ! PERF CLB
!
!
! between (see MACH
!
! and SPD !
!
!
! and SPD formats)
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! MDA
! Same as ALT
! Landing
! ft
! PERF APPROACH!
!
!
! elevation
! (MSL)
! ARRIVAL
!
!
!
! - Landing
!
!
!
!
!
!
elevation
!
!
!
!
!
!
+ 5000ft
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! MDH
! Same as MDA
! 0-5000
! ft(AGL) ! PERF APPROACH!
!-----------!----------------------!----------------!---------!---------------!
! NAVAID
! XXXX
! Any alphanu- ! N/A
! PROG
!
!
!
! meric
!
! NEW NAVAID
!
!
!
!
!
! NAVAID
!
!
!
!
!
! F-FLN A and B!
!
!
!
!
! LAT REV
!
!
!
!
!
! DIR TO
!
!
!
!
!
! RADIO NAV
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
AES
22-74-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
! OFST
! NNB or BNN
! B : L or R
! NM
! LAT REV
!
!
! NN - offset distance ! NN more than !
!
!
!
! B - direction
! or equal to 1 !
!
!
!
! Leading zero on
! and less than !
!
!
!
! distance may be
! to 50
!
!
!
!
! omitted.
!
!
!
!
!
! OFST will always be !
!
!
!
!
! displayed as BNN.
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! PLACE/BRG/! PLACE can be any
! PLACE - If not! BRG - ! F-PLN A and B!
! DIST
! data base ARPT,
! in data base, ! degrees ! LAT REV
!
!
! NAVAID or WAYPOINT- ! a message "NOT!
! NEW WAYPOINT !
!
! BRG must be a 3
! IN DATA BASE" !
! PROG
!
!
! digit entry, without ! is displayed- ! DIST-NM ! DIR TO
!
!
! decimal digit.
! BRG 000-360
!
!
!
!
! An entry of BRG=360 !
!
!
!
!
! is displayed as 0.
!
!
!
!
!
! DIST is NNN.N where ! DIST - 0-999.9!
!
!
!
! leading zeros may
!
!
!
!
!
! be omitted ; all 3
!
!
!
!
!
! parameters must be
!
!
!
!
!
! entered with/between.!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! PLACE-BRG/! Same as above
! Same as above ! Same
! Same as above!
! PLACE-BRG ! A couple PLACE-BRG
!
!
as
!
!
!
! is entered with a
!
! above !
!
!
! dash in the middle. !
!
!
!
!
! 2 couples have to be !
!
!
!
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! PERF
! NN.N (leading or
! -10.0 to +10.0! %
! A/C STATUS
!
! FACTOR
! trailing zero may
!
!
!
!
!
! be omitted).
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! QNH
! NNNN (leading zeros ! 950-1050
! Hecto- ! APPROACH
!
!
! may be omitted)
!
! Pascals ! VERT REV
!
!
! NN.NN (leading and
! 28.06-31.01
! In.Hg
!
!
!
!
!
!
!
!
! be omitted).
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! RTE RSV
! May be entered as
! FUEL : 0-9.9 ! Thou! INIT B
!
!
! fuel or percentage
!
! sands
!
!
!
! of trip fuel but
! % : 0-15.0
! of kg
! FUEL PRED
!
!
! not both.
!
! and %
!
!
!-----------!----------------------!----------------!---------!---------------!
! RWY
! AAAANND
!
!
!
!
!
! Where AAAA is same
!
!
! RUNWAY
!
!
! as ARPT.
!
!
! NEW RUNWAY
!
!
!
!
!
! F-PLN A and B!
AES
22-74-00 PB001
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
! NN is runway number !
!
!
!
!
! (2 digits must be
!
!
!
!
!
! entered).
!
!
!
!
!
!
!
!
!
!
!
! D is L, R or C if
!
!
!
!
!
! there is more than
!
!
!
!
!
! one runway with the !
!
!
!
!
! same number at the
!
!
!
!
!
! airport. D is not
!
!
!
!
!
! included unless there!
!
!
!
!
! is more than one
!
!
!
!
!
! runway with the same !
!
!
!
!
! number at AAAA.
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! STATION
! NND
! NN : 01-99
! Degrees ! NEW NAVAID
!
! DEC
! Where NN is the
! D : E or W
!
!
!
!
! declination and D
!
!
!
!
!
! is the direction.
!
!
!
!
!
! Leading zeros may be !
!
!
!
!
! omitted.
!
!
!
!
!
! D is not required
!
!
!
!
!
! for an entry of zero !
!
!
!
!
! declination.
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! SPD
! NNN
! MAX = 350 kt ! kt(CAS) ! F-PLN A
!
!
! (must be 3 numerics) ! MIN = 100 kt !
! VERT REV
!
!
!
!
!
! PERF CLB
!
!
!
!
!
! PERF CRZ
!
!-----------!----------------------!----------------!---------!---------------!
! SPD
! Same as above
! MAX = 340 kt ! kt(CAS) ! PERF DES
!
!
!
! MIN = 100 kt !
!
!
!-----------!----------------------!----------------!---------!---------------!
! SPD LIM
! SSS/NNNNN
! SSS same as
! kt/ft
! F-PLN A
!
!
!
! SPD
! (MSL)
! VERT REV
!
!
! SSS is a speed
!
!
!
!
!
! NNNNN is an ALT or
!
!
!
!
!
! FLIGHT LEVEL (see
!
!
!
!
!
! ALT and FLIGHT LEVEL)!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! SPD/MACH ! See MACH/SPD
! PERF CLB
!
!
!
! and SPD
! as MACH ! PERF DES
!
!
!
!
! and SPD !
!
!-----------!----------------------!----------------!---------!---------------!
! TAXI
! N.N
! 0-9.9
! Thou! INIT B
!
!
! Leading or trailing !
! sands of!
!
!
! kg
!
!
!-----------!----------------------!----------------!---------!---------------!
! TEMP
! +/- NN
!
! Degrees ! PERF TAKEOFF !
!
! If no sign, assumed+ !
! celsius ! INIT A
!
AES
22-74-00 PB001
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
! PERF APROACH !
!-----------!----------------------!----------------!---------!---------------!
! THR RED
! See ALT
!
! ft
! PERF TAKEOFF !
! ALT
!
!
! (MSL) ! PERF GO
!
!
!
!
!
! AROUND
!
!-----------!----------------------!----------------!---------!---------------!
! THS
! AAN.N OR N.NAA
! MAX UP = 7.0 ! Degrees ! PERF TAKEOFF !
!
! where AA is UP or
! MIN DN = 5.0 !
!
!
!
! DN (DOWN)
! MIN UP or DN !
!
!
!
!
! is 0.0
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! TIME
! N.N
! 0-9.9
! Minutes ! HOLD
!
!-----------!----------------------!----------------!---------!---------------!
! T.O SHIFT ! NNNN
! 1-Length of
! m
! PERF TAKEOFF !
!
!
! origin runway !
!
!
!-----------!----------------------!----------------!---------!---------------!
! TROPO
! Same as ALT
! Same as ALT
! ft
! INIT A
!
!
!
!
!
! FUEL PRED
!
!-----------!----------------------!----------------!---------!---------------!
! UTC
! HHMM
! HH : 0-23
! Hours ! VERT REV
!
!
! Where HH are hours
!
! minutes !
!
!
! and MM are minutes. ! MM : 0-59
!
!
!
!
! Leading zeros may
!
!
!
!
!
! be omitted. 1 or 2
!
!
!
!
!
! digit entry is
!
!
!
!
!
! interpreted as
!
!
!
!
!
! minutes.
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! V1
! Same as SPD
!
! kt(CAS) ! TAKEOFF
!
!-----------!----------------------!----------------!---------!---------------!
! V2
! Same as SPD
!
! kt(CAS) ! TAKEOFF
!
!-----------!----------------------!----------------!---------!---------------!
! VR
! Same as SPD
!
! kt(CAS) ! TAKEOFF
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! WAYPOINT ! XXXXX - may be from !
! N/A
! WAYPOINT
!
!
! 1-5 characters for
!
!
! NEW WAYPOINT !
!
! waypoint.
!
!
! F-PLN A and B!
!
! Acceptable as
!
!
! LAT REV
!
!
! waypoint IDENT :
!
!
! PROG
!
!
! ARPT
!
!
! DIR TO
!
!
! NAVAID
!
!
!
!
!
! WAYPOINT
!
!
!
!
!
! LAT/LONG,
!
!
!
!
!
! PLACE.BRG/PLACE.BRG !
!
!
!
!
! and PLACE/BRG/DIST
!
!
!
!
AES
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Revision n: 40
@A318/A319/A320/A321
!-----------!----------------------!----------------!---------!---------------!
! WIND DIR ! NNN/NNN
! WIND DIR :
! Degrees ! F-PLN B
!
! /WIND MAG ! Both must be ente! 0-360
!
! SEC INIT A
!
!
! red ; leading zeros ! wind mag :
! kt
! VERT REV
!
!
! may be omitted.
! 0-200
!
! WIND
!
!
! An entry of WIND
!
!
! STEP PRED
!
!
! DIR = 360 is dis!
!
! FUEL PRED
!
!
! played as 0.
!
!
! DESFORECAST !
!
!
!
!
! PERF APP
!
!-----------!----------------------!----------------!---------!---------------!
! ZFW
! NN.N
!
! Thou! INIT B
!
!
! Leading and trai!
! sands
!
!
!
! ling zeros may be
!
! of kg
!
!
!
! omitted
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! ZFWCG
! NN.N
! 8.0-45.0
! % MAC
! INIT B
!
------------------------------------------------------------------------------E.
Messages
(Ref. Fig. 22-74-00-15300-A - Examples of Messages (MCDU & EIS))
(1) Color of message displays
The color of message display may be white or amber.
As a general rule, messages which concern navigation, request for data entry or which are also displayed on
EIS are displayed in amber as they are considered as important.
On the other hand, messages which are only displayed as a result of a a pilot action on MCDU are white.
The following table gives the display color for each message
(W = white, A = amber).
In a few words an important message is amber ; a non important message is white.
(2) Minimization of message display during takeoff, go around and approach below 800 ft.AGL (AGL : Above
Ground Level)
Considering COND A = ! A/C in Takeoff, Go Around or Approach
! and
! A/C height below 800 ft.
The general idea is that, so as to minimize message display on the MCDU when COND A is true, only two
kinds of messages may be displayed.
These are:
. important messages (mainly concerning navigation) which may appear by themselves (group I).
. message which are only displayed as an immediate result of a pilot action on the MCDU (group II).
Banned messages will be displayed - if still applicable - when COND A becomes false.
The following table specifies which category each message belongs to.
. N : means banned
. / : means not applicable by definition (the normal conditions of display of the message being not
compatible with COND A)
. Y : means allowed.
(3) Message display rules
There are various messages displayed on the MCDU for pilot information.
All messages are displayed in the scratchpad line of the MCDU.
There are two types of messages.
(a) Type I messages
Type I messages are those displayed as the direct result of pilot action. There is no message queue for
Type I messages.
AES
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Revision n: 40
@A318/A319/A320/A321
Consequently, a Type I message exists only if it is presently displayed in the scratchpad.
(b) Type II messages
Type II messages are those that are displayed automatically to inform the pilot of a given situation or
to request a pilot action.
Type II messages are stored in a last-in/first-out message queue.
A maximum of five messages may be stored, and if a sixth message is received, the one at the bottom
of the queue is lost.
(Ref. Fig. 22-74-00-16000-A - Message Queue Operation)
Only one occurence of a given message can exist in the queue.
Therefore, when a message is generated, it is placed on the top of the queue and any previous
occurrence is deleted.
The message at the top of the queue is displayed in the scratchpad only if there are no Type I
messages or data to be displayed. This results in the following operation:
. A Type II message displayed in the scratchpad is deleted if data is entered. The message is
displayed again when the scratchpad becomes empty.
. A Type II message generated while data or a Type I message is occupying the scratchpad is
displayed only when the scratchpad becomes empty.
If a Type II message is cleared while it is in the scratchpad, then the next one in the queue is
displayed.
(4) Clearing messages
. Any message that is displayed can be cleared by pushing the CLR function key.
. Type I messages are automatically cleared under the following conditions: when data is entered into the
scratchpad, or when line select or mode key is pushed.
. Certain Type II messages are automatically cleared from the queue when they no longer apply.
(5) Table of message list
------------------------------------------------------------------------------!
TEXT
! COLOR ! TO-GA ! TYPE !
DISPLAY CONDITION
!
!
!
! APPR !
!
!
!------------------------!-------!-------!------!-----------------------------!
! A/C POSITION INVALID
! A
! Y
! II ! A/C position invalid or
!
!
!
!
!
! becoming invalid on HOLD or !
!
!
!
!
! DIR TO page
!
!------------------------!-------!-------!------!-----------------------------!
! ALIGN IRS
! A
! /
! II ! On INIT A page after display!
!
!
!
!
! of origin airport reference !
!------------------------!-------!-------!------!-----------------------------!
! ALTN F-PLN DELETED
! W
! N
! II ! F-PLN storage overflow
!
!------------------------!-------!-------!------!-----------------------------!
! AWY/WPT MISMATCH
! W
! N
! I
! Appears with VIA/GO TO on
!
!
!
!
!
! LAT REV page. The revised
!
!
!
!
!
! - or GO TO - point is not on!
!
!
!
!
! the entered airway
!
!------------------------!-------!-------!------!-----------------------------!
! CABIN RATE EXCEEDED
! W
! /
! II ! Computed descent cabin rate !
!
!
!
!
! greater than 300 ft/mn
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK A/C POSITION
! A
! Y
! II ! !Radio Pos-Inertial Pos!
!
!
!
!
!
! greater than 12 NM while
!
!
!
!
!
! DME/DME/Inertial or VOR/DME/!
!
!
!
!
! Inertial position remains
!
AES
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Revision n: 40
@A318/A319/A320/A321
!
!
!
!
! valid
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK APPR GUIDANCE
!
!
!
! At 100 NM from T/D or from !
! (EIS PFD)
! A
! N
! II ! DES phase active, and when !
!
!
!
!
! APPR phase is active
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK DATA BASE CYCLE ! W
! N
! II ! After a CO RTE entry on
!
!
!
!
!
! INIT A page, clock date and !
!
!
!
!
! data base effectivity do not!
!
!
!
!
! match
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK GW
! A
! N
! II ! FM and FAC computed gross
!
!
!
!
!
! weight disagree by more than!
!
!
!
!
! 5 tons
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK QFE
! A
! Y
! II ! At transition from QNH to
!
!
!
!
!
! QFE or QFE to QNH, if
!
!
!
!
!
! !ADC baro alt - ADC Std alt!!
!
!
!
!
! > or equal 100 ft.
!
!------------------------!-------!-------!------!-----------------------------!
! CLK IS TAKEOFF TIME
! W
! /
! II ! During preflight if a time !
!
!
!
!
! constraint has been entered !
!
!
!
!
! by the pilot
!
!------------------------!-------!-------!------!-----------------------------!
! CROSSLOAD ABORTED
! W
! N
! II ! In scratchpad of transmit- !
!
!
!
!
! ting FM and receiving FM if !
!
!
!
!
! complete data base loaded
!
!------------------------!-------!-------!------!-----------------------------!
! CROSSLOAD COMPLETE
! W
! N
! II ! Upon successful completion !
!
!
!
!
! of crossload, both FMs
!
!
!
!
!
! revert to A/C STATUS page
!
!
!
!
!
! (resynchronization)
!
!------------------------!-------!-------!------!-----------------------------!
! CRZ FL ABOVE MAX FL
! W
! N
! II ! Entered CRZ FL higher than !
!
!
!
!
! max allowed CRZ FL
!
!------------------------!-------!-------!------!-----------------------------!
! CSTR DEL ABOVE CRZ FL ! W
! N
! II ! Selected CRZ FL higher than !
!
!
!
!
! previous constraint
!
!------------------------!-------!-------!------!-----------------------------!
! CSTR DEL UP TO WPT 01 ! W
! N
! II ! GO AROUND initiated with
!
!
!
!
!
! constraints in F-PLN appr
!
!------------------------!-------!-------!------!-----------------------------!
! DECELERATE (EIS PFD)
! A
! /
! II ! A/C in CRZ beyond T/D in
!
!
!
!
!
! managed guidance
!
!------------------------!-------!-------!------!-----------------------------!
! DEFAULT STATE ASSUMED ! W
! N
! II ! Self explanatory
!
!------------------------!-------!-------!------!-----------------------------!
! DELETING OFFSET
! W
! N
! II ! Before cancelling active
!
!
!
!
!
! offset
!
!------------------------!-------!-------!------!-----------------------------!
! DEST/ALTN MISMATCH
! W
! N
! I
! ALTN CO RTE does not match !
!
!
!
!
! primary destination
!
!------------------------!-------!-------!------!-----------------------------!
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22-74-00 PB001
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Revision n: 40
@A318/A319/A320/A321
! DIR TO IN PROCESS
! W
! Y
! I
! Accessing VERT REV or LAT
!
!
!
!
!
! REV on one MCDU with DIR TO !
!
!
!
!
! page displayed on the other !
!
!
!
!
! MCDU
!
!------------------------!-------!-------!------!-----------------------------!
! ENTER DEST DATA
! A
! /
! II ! Appears at 180 NM from
!
!
!
!
!
! destination if destination !
!
!
!
!
! data are not entered
!
!------------------------!-------!-------!------!-----------------------------!
! ENTRY OUT OF RANGE
! W
! Y
! I
! Attempted data entry out of !
!
!
!
!
! range specified for selected!
!
!
!
!
! field
!
!------------------------!-------!-------!------!-----------------------------!
! FMS 1/FMS 2 A/C STS
! W
! N
! II ! INIT DATA different between !
! DIFF
!
!
!
! side 1 and side 2
!
!------------------------!-------!-------!------!-----------------------------!
! FMS 1/FMS 2 GW DIFF
! W
! N
! II ! !GW1 - GW2! > 2000 Kg
!
!------------------------!-------!-------!------!-----------------------------!
! FMS 1/FMS 2 POS DIF
! A
! Y
! II ! !POS1 - POS2! > 5 NM
!
!------------------------!-------!-------!------!-----------------------------!
! FMS 1/FMS 2 SPD TGT
! W
! N
! II ! !CAS1 - CAS2! > 2 kts
!
! DIFF
!
!
!
!
!
!------------------------!-------!-------!------!-----------------------------!
! FORMAT ERROR
! W
! Y
! I
! Data entry does not meet
!
!
!
!
!
! format for selected field
!
!------------------------!-------!-------!------!-----------------------------!
! F-PLN ELEMENT RETAINED ! W
! Y
! I
! On stored data pages: this !
!
!
!
!
! element is used and may not !
!
!
!
!
! be deleted
!
!------------------------!-------!-------!------!-----------------------------!
! F-PLN FULL
! W
! N
! II ! A F-PLN change cannot be
!
!
!
!
!
! implemented because the me- !
!
!
!
!
! mory of F-PLN store is full !
!------------------------!-------!-------!------!-----------------------------!
! INDEPENDENT OPERATION ! A
! N
! II ! Both systems work indepen- !
!
!
!
!
! dently
!
!------------------------!-------!-------!------!-----------------------------!
! GPS PRIMARY (EIS ND)
! W
! Y
! II ! When FMS position becomes
!
!
!
!
!
! GP(IR)s position
!
!------------------------!-------!-------!------!-----------------------------!
! GPS PRIMARY LOST
! A
! Y
! II ! When FMS position is no more!
! (EIS ND)
!
!
!
! updated by GP(IR)S
!
!------------------------!-------!-------!------!-----------------------------!
! GPS IS DESELECTED
! A
! Y
! II ! When GPS has been manually !
! (EIS ND)
!
!
!
! deselected
!
!------------------------!-------!-------!------!-----------------------------!
! INITIALIZE WEIGHTS
! A
! /
! II ! A/C airborne and ZFW or FOB !
!
!
!
!
! invalid
!
!------------------------!-------!-------!------!-----------------------------!
! IRS ONLY NAVIGATION
! A
! Y
! II ! Radio position invalid
!
!------------------------!-------!-------!------!-----------------------------!
! LAT DISCONT AHEAD
! A
! N
! II ! The A/C is 30 s before late-!
!
!
!
!
! ral discontinuity or modifi-!
AES
22-74-00 PB001
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Revision n: 40
@A318/A319/A320/A321
!
!
!
!
! cation is made less than
!
!
!
!
!
! 30 s before lateral discon- !
!
!
!
!
! tinuity
!------------------------!-------!-------!------!-----------------------------!
! LIST OF 10 IN USE
! W
! Y
! I
! 10 stored runways already
!
!
!
!
!
! exist
!
!------------------------!-------!-------!------!-----------------------------!
! LIST OF 20 IN USE
! W
! Y
! I
! When all of the 20 WPTs are !
!
!
!
!
! already in the F-PLN,
!
!
!
!
!
! insertion of a new one is
!
!
!
!
!
! not allowed
!
!------------------------!-------!-------!------!-----------------------------!
! NAV ACCUR DOWNGRAD
! A
! Y
! II ! NAV accuracy downgraded from!
! (EIS ND)
!
!
!
! HIGH to LOW
!
!------------------------!-------!-------!------!-----------------------------!
! NAV ACCUR UPGRAD
! A
! Y
! II ! NAV accuracy upgraded from !
! (EIS ND)
!
!
!
! LOW to HIGH
!
!------------------------!-------!-------!------!-----------------------------!
! NEW ACC ALT-HHHH
! W
! Y
! II ! If a CLB type altitude cons-!
!
!
!
!
! traint requires a LVL flight!
!
!
!
!
! below TO acceleration alti- !
!
!
!
!
! tude (ACCEL ALT = altitude !
!
!
!
!
! constraint)
!
!------------------------!-------!-------!------!-----------------------------!
! NEW THR RED ALT-HHHH
! W
! Y
!
!
!
!
! traint is below THR RED ALT !
!
!
!
!
! (THR RED ALT = altitude
!
!
!
!
!
! constraint)
!
!------------------------!-------!-------!------!-----------------------------!
! NEW CRZ ALT-HHHH
! W
! N
! II ! CRZ ALT redefined during
!
! HHHH: newly assigned
!
!
!
! DESCENT or APPROACH phase
!
!
value for CRZ
!
!
!
!
!
!
alt
!
!
!
!
!
!------------------------!-------!-------!------!-----------------------------!
! NON UNIQUE ROUTE IDENT ! W
! Y
! I
! On NEW ROUTE page, if a CO !
!
!
!
!
! RTE already existing is
!
!
!
!
!
! entered
!
!------------------------!-------!-------!------!-----------------------------!
! NOT ALLOWED
! W
! Y
! I
! Data entry in selected field!
!
!
!
!
! or action on LS or mode key !
!
!
!
!
! not allowed
!
!------------------------!-------!-------!------!-----------------------------!
! NOT ALLOWED IN NAV
! W
! Y
! I
! Attempt to clear TO waypoint!
!
!
!
!
! while in NAV mode
!
!------------------------!-------!-------!------!-----------------------------!
! NOT IN DATA BASE
! W
! Y
! I
! Self explanatory
!
!------------------------!-------!-------!------!-----------------------------!
! ONLY SPD ENTRY ALLOWED ! W
! Y
! I
! CLB page: if the pilot
!
!
!
!
!
! enters a Mach instead of a !
!
!
!
!
! CAS
!
!------------------------!-------!-------!------!-----------------------------!
! OPP FMGC IN PROCESS
! W
! Y
! II ! Onside FMGC unhealthy and
!
!
!
!
!
! FM system in single opera- !
AES
22-74-00 PB001
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May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
! ting mode
!
!------------------------!-------!-------!------!-----------------------------!
! PAGE UPDATE IN PROCESS ! W
! Y
! I
! LS key is pushed while pro- !
!
!
!
!
! cessing of LS key is disa- !
!
!
!
!
! bled
!
!------------------------!-------!-------!------!-----------------------------!
! PLEASE WAIT
! W
! Y
! I
! Resynchronization in
!
!
!
!
!
! progress
!
!------------------------!-------!-------!------!-----------------------------!
! PRESS MCDU MENU KEY
! W
! N
! II ! Called sub-system does not !
!
!
!
!
! answer
!
!------------------------!-------!-------!------!-----------------------------!
! RESET IRS TO NAV
! A
! N
! II ! INIT POSITION present but
!
!
!
!
!
! no IR in ALIGN mode
!
!------------------------!-------!-------!------!-----------------------------!
! REVISIONS NOT STORED
! W
! Y
! II ! On STORED ROUTES page, to
!
!
!
!
!
! indicate that revision
!
!
!
!
!
! elements have been deleted !
!------------------------!-------!-------!------!-----------------------------!
! RWY/ILS MISMATCH
! A
! N
! II ! Runway and selected ILS are !
!
!
!
!
! not consistent
!
!------------------------!-------!-------!------!-----------------------------!
! SEC F-PLN DELETED
! W
! N
!
!------------------------!-------!-------!------!-----------------------------!
! SELECT DESIRED SYSTEM ! W
! N
! II ! MCDU MENU page displayed
!
!------------------------!-------!-------!------!-----------------------------!
! SENSOR IS INVALID
! W
! N
! I
! FUEL PRED page: Fuel Flow
!
!
!
!
!
! or FQI invalid
!
!------------------------!-------!-------!------!-----------------------------!
! SET HOLD SPEED
! A
! /
! II ! In selected speed control
!
! (EIS PFD)
!
!
!
! an HM leg is inserted in the!
!
!
!
!
! F-PLN and the A/C is 30 s
!
!
!
!
!
! before the deceleration
!
!
!
!
!
! zone to precomputed HM
!
!
!
!
!
! holding speed
!
!------------------------!-------!-------!------!-----------------------------!
! SET SPEED AUTO
! A
! /
!
! (EIS PFD)
!
!
!
! a PRESELECTED SPEED does not!
!
!
!
!
! exist for the next flight
!
!
!
!
!
! phase
!
!------------------------!-------!-------!------!-----------------------------!
! SET VFTO (EIS PFD)
! A
! /
! II ! Engine Out mode active
!
!------------------------!-------!-------!------!-----------------------------!
! SPD ERROR AT WPT 01
! W
! Y
! II ! Speed constraint predicted !
!
!
!
!
! to be missed
!
!------------------------!-------!-------!------!-----------------------------!
! SPD LIM EXCEEDED
! A
! /
! II ! Speed limit exceeded
!
!------------------------!-------!-------!------!-----------------------------!
! SPECIF NDB UNAVAIL
! A
! Y
! II ! Flying an NDB approach with !
!
!
!
!
! a specified NDB which has
!
!
!
!
!
! been deselected
!
!------------------------!-------!-------!------!-----------------------------!
! SPECIF VOR-D UNAVAIL
! A
! Y
! II ! Desired VOR, VOR-DME or VOR-!
AES
22-74-00 PB001
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Revision n: 40
@A318/A319/A320/A321
! (EIS ND)
!
!
!
! TAC to be autotuned (speci- !
!
!
!
!
! fied for a RNAV or VOR appr)!
!
!
!
!
! has been deselected
!
!------------------------!-------!-------!------!-----------------------------!
! STEP ABOVE MAX FL
! W
! N
! II ! Predictions assume that STP !
!
!
!
!
! ALT cannot be reached
!
!------------------------!-------!-------!------!-----------------------------!
! STEP DEFINED AT WPT 01 ! W
! Y
! I
! STEP page is accessed and a !
!
!
!
!
! step has already been defi- !
!
!
!
!
! ned in F-PLN
!
!------------------------!-------!-------!------!-----------------------------!
! STEP DELETED
! W
! N
! II ! A step is deleted automati- !
!
!
!
!
! cally
!
!------------------------!-------!-------!------!-----------------------------!
! STORED ROUTES FULL
! W
! Y
! I
! Three routes have already
!
!
!
!
!
! been stored
!
!------------------------!-------!-------!------!-----------------------------!
! SYSTEM RNP IS XX.X
! W
! Y
! II ! When system value becomes
!
!
!
!
!
! smaller than the pilot one !
!------------------------!-------!-------!------!-----------------------------!
! TEMPORARY F-PLN EXISTS ! W
! N
! I
! Flight planning operations !
!
!
!
!
! are not allowed on temporary!
!
!
!
!
! F-PLN page
!
!------------------------!-------!-------!------!-----------------------------!
! TIME CSTR DELETED
! W
! N
! II ! Time Constraint storage
!
!
!
!
!
! overflow
!
!------------------------!-------!-------!------!-----------------------------!
! TIME CSTR EXISTS
! W
! N
! I
! Time Constraint yet stored !
!------------------------!-------!-------!------!-----------------------------!
! TIME TO EXIT
! A
! N
! II ! LAT managed guidance active !
!
!
!
!
! in holding
!
!------------------------!-------!-------!------!-----------------------------!
! TOO STEEP PATH AHEAD
! A
! N
! II ! In managed guidance, predic-!
!
!
!
!
! tion assumes a too steep
!
!
!
!
!
! path will be encountered
!
!------------------------!-------!-------!------!-----------------------------!
! TUNE BBB FFF-FF
! A
! Y
! II ! VOR for approach or VOR-DME !
!
!
!
!
! position cannot be autotuned!
!
!
!
!
! because of VOR manual sel
!
!------------------------!-------!-------!------!-----------------------------!
! UNKNOWN PROGRAM PIN
! W
! N
! II ! System initialization fails !
!
!
!
!
! because of incompatible A/C !
!
!
!
!
! program pin
!
!------------------------!-------!-------!------!-----------------------------!
! USING COST INDEX-NNN
! W
! /
! I
! F-PLN entered without cost !
! NNN : value of cost
!
!
!
! index. FMGC defaults to last!
! index
!
!
!
! flight cost index
!
!------------------------!-------!-------!------!-----------------------------!
! VERT DISCONT AHEAD
! A
! Y
! II ! A/C getting on leg preceding!
! (EIS ND)
!
!
!
! too steep path ahead.
!
!
!
!
!
! This message replaces TOO
!
!
!
!
!
! STEEP PATH AHEAD
!
!------------------------!-------!-------!------!-----------------------------!
AES
22-74-00 PB001
Page 21
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Revision n: 40
@A318/A319/A320/A321
! WAIT FOR SYSTEM
! W
! N
! II ! A sub-system (CFDS, etc.)
!
! RESPONSE
!
!
!
! has been called up
!
!------------------------!-------!-------!------!-----------------------------!
! XXXX is DESELECTED
! W
! Y
! I
! On RAD NAV page: a navaid
!
! XXXX = name of navaid !
!
!
! has been deselected through !
!
!
!
!
! selected navaid page
!
-------------------------------------------------------------------------------
AES
22-74-00 PB001
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@A318/A319/A320/A321
** On A/C 003-004
CRT
RIGHT LINE
SELECT
KEYS
LEFT LINE
SELECT
KEYS
BRT
FUNCTION AND
MODE KEYS
(SPECIFIC FM
EXCEPT
MCDU MENU
KEY)
F
A
I
L
ANNUNTIATORS
F
M
G
C
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
DATA
MCDU
MENU
AIR
PORT
NEXT
PAGE
OVFY
CLR
BRIGHT
ADJUST
M
C
D
U
ANNUNCIATORS
M
E
N
U
CLEAR KEY
NUMERIC KEYS
ALPHA KEYS
N_MM_227400_0_AAM0_01_00
AES
FIGURE 22-74-00-11200-A SHEET 1

MCDU Front Panel
22-74-00 PB001
Page 23
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Revision n: 40
@A318/A319/A320/A321
** On A/C 005-007
CRT
RIGHT LINE
SELECT
KEYS
LEFT LINE
SELECT
KEYS
BRT
DIR
PROG
PERF
INIT
DATA
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
ATC
COMM
BRIGHT
ADJUST
OFF
FUNCTION AND
MODE KEYS
ANNUNCIATORS
F
A
I
L
F
M
G
C
MCDU
MENU
AIR
PORT
NEXT
PAGE
OVFY
M
C
D
U
M
E
N
U
ANNUNCIATORS
CLR
CLEAR KEY
NUMERIC KEYS
ALPHA KEYS
N_MM_227400_0_AAN0_01_00
AES
FIGURE 22-74-00-11200-B SHEET 1

MCDU Front Panel
22-74-00 PB001
Page 24
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Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
C
B
A
HORIZONTAL SLEWING
VERTICAL SLEWING
Page A
Page B
KEY
KEY
NEXT
PAGE
KEY
HORIZONTAL AND VERTICAL SLEWING
N_MM_227400_0_ABM0_01_00
AES
FIGURE 22-74-00-13200-A SHEET 1

22-74-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
<
<
<
N_MM_227400_0_ACM0_01_00
AES
FIGURE 22-74-00-13500-A SHEET 1

Example of Display
22-74-00 PB001
Page 26
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Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
INIT
N/P
N/P
>
<
N_MM_227400_0_ADM0_01_00
AES
FIGURE 22-74-00-14000-A SHEET 1

22-74-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
RADIO NAV
RADIO NAV
VOR1FREQ/IDENT
VOR2FREQ/IDENT
VOR 1 CRS
VOR 2 CRS
ILS FREQ/IDENT
ILS CRS
ADF1 FREQ/IDENT
ADF2FREQ/IDENT
ADF1 BFO
ADF2 BFO
DIR
DIR TO
SIMILAR TO
TO RETURN
FPLN PAGE A
FPLN PAGE A WITH

"DIR TO" PROMPT IN LINE 1
NO DESTINATION DATA IN LINE 6
N_MM_227400_0_AEM0_01_00
AES
FIGURE 22-74-00-14100-A SHEET 1

22-74-00 PB001
Page 28
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
PERF
*
*
>
<
<
*
*
<
<
N_MM_227400_0_AFP0_01_00
AES
FIGURE 22-74-00-14200-A SHEET 1

22-74-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
WAYPOINT
DATA
IDENT
LAT/LONG
INDEX
WPT
PBD OP PB/PB
NAVAID
STORED WPT
STORED WPT
STORED NAVAIDS
RWY
IDENT
DELETE ALL
A/C STATUS
DEC OR RWY
LAT/LONG
ROUTE
STORED RWY
LAT/LONG OR
PBD OR PB/PB
NAVAID
IDENT
FREQ
STORED ROUTE
POSITION
MONITOR
GPS
MONITOR
ELV
CLASS
COURSE
CATEGORY
RETURN
TO SELECTED NAVAIDS
(IF ACCESSED FROM THERE)
FIG OF MERIT
NEW WPT
STORED NAVAIDS
IDENT
NEW WPT
SAME AS STORED
WPT WITH THE
FIELDS BLANK
RUNWAY
ACTIVE NAV DB
FMGC2 POSITION
ACTIVATE
CROSSLOAD
STORAGE BY CREW
RADIO POSITION
DETAILS
FIG OF MERIT
NAV MODE
SECOND NAV DB
PERF FACTOR
MIX IRS POSITION
SEL NAVAIDS
STORED RWY
FREEZE
IDENT
IDENT
ROUTE
CORTE AIRPORTPAIR
LIST OF ELEMENTS
OF THE ROUTE
GPS MONITOR
LAT/LONG
LENGTH
POSITION, TRUE TRACK,
DELETE ALL
GROUND SPEED, MODE,
NEW RWY
LIST OF 5
SEL NAVAIDS
* DESELECT GPS
AND FIGURE OF MERIT
RETURN DESELECT
STORED RTE
ARPTPAIR
/CORTE
ELEMENTS OF THE RTE
STORE
NAVAID PAGE
LAT/LONG
FREQ
ELV
CLASS
COURSE
CATEGORY
NEW
RWY
RETURN
STORE
DUPLICATE NAME
DELETE
IDENT
NEW RTE
LAT/LONG
FREQ
LAT/LONG
FREQ
NEW RWY
DIR TO
NEW DEST
INIT A
NEW NAVAID
ALTN
NEW NAVAID
DEC OR RWY
FIG OF MERIT
SELECTED NAVAIDS
GPS1 AND GPS2
CRS
DELETE ALL
NAV MODE
IRS STATUS
SAME AS STORED
RWY WITH THE
FIELDS BLANK
CLASS
COURSE
CATEGORY
NEW NAVAID
ELV
FMGC1 POSITION
ENG TYPE
RETURN
FREQ
POSITION MONITOR
A/C STATUS
A/C TYPE
STORE
ELV
DEC OR RWY
LAT/LONG
NEW RTE
CORTE
RETURN
STORE ACTIVE FPLN

STORE SEC FPLN
RETURN TO THE ACCESSING PAGE

N_MM_227400_0_AGM0_01_00
AES
FIGURE 22-74-00-14300-A SHEET 1

22-74-00 PB001
Page 30
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
FPLN
DEPARTURES
LIST OF RWYS
FPLNA
AND FEATURES
RETURN
WPT
INSERT *
VIA
WPT
DEPARTURES
WPT
DIST
TIME
WPT
N/P
SPD/ALT
BRG
VIA
N/P
FPLNA
TIME
SPD/ALT
BRG
FUEL
VIA
SPD/ALT
WIND
DIST
FUEL
WPT
DEST INFORMATION
WIND
DIST
WPT
DIST
TIME
FUEL
VIA
WIND
DEST INFORMATION
LIST OF SIDS AND

ENROUTE TRANS
EOSID
RETURN
INSERT *
VERT REV AT WPT
(EFOB/EXTRA)
LAT REV AT WPT

(LAT/LONG OF WPT)
HOLD AT WPT
DEPART
ARRIVAL
ENABLE ALTN
NEXT WPT
SPD LIM
UTC CSTR
SPD CSTR
ALT CSTR
OFFSET
INB CRS
QNH
HOLD
TURN
WIND
VIA/GO TO
NEW DEST
ALTN
RETURN
INSERT *
TIME DIST
STEP PRED
RETURN
LAST EXIT
TIME/FUEL
RETURN
INSERT *
STEP AT WPT
ALTN FOR DEST

LIST OF
ALTN
RETURN
RETURN
LIST OF STARTS AND

ENROUTE TRANS
APPR VIAS
RETURN
INSERT *
STEP POINT WIND

TRK/DIST
EXTRA
INSERT *
DELETE STEP
ARRIVALS
ARRIVALS
STEP ALT
INSERT *
APPR VIAS
LIST OF APPR
TRANSITIONS
LIST OF FINALS
AND FEATURES
RETURN
RETURN
INSERT *
N/P
RETURN TO THE FPLN

PAGE LAST DISPLAYED
AES
FIGURE 22-74-00-14400-A SHEET 1

22-74-00 PB001
Page 31
May 01/12
Revision n: 40
N_MM_227400_0_AHM0_01_00
@A318/A319/A320/A321
** On A/C 003-007
PROG
FUEL PRED
N_MM_227400_0_AJM0_01_00
AES
FIGURE 22-74-00-14500-A SHEET 1

22-74-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
ON PFD AND MCDU

MESSAGE FROM FMGC(AMBER)
SPEED
ALT
HDG
ON ND AND MCDU
GS 201 TAS 200

330 / 20
AP1
FD1
A/THR
SET SPD AUTO
VOR APP
DLG/065
5.8 NM
18:35
340
320
20
20
10
10
290
ATH
FF33R
LGAT
33R
40
20
00
300
280
10
.5R
10
190
260
VOR 1
DOMM
12 .5NM
STD
780
35
SPECIF
VOR UNAVAIL
MESSAGE(AMBER)
ON MCDU ONLY
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
MESSAGE (WHITE)
N_MM_227400_0_AKM0_01_00
AES
FIGURE 22-74-00-15300-A SHEET 1

22-74-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
TOP
NEW MESSAGE
MESSAGE
QUEUE
BOTTOM
"BOTTOM"
MESSAGE LOST
MSG N
TOP
NEW MESSAGE
MESSAGE
DELETED
MSG N
BOTTOM
N_MM_227400_0_ALM0_01_00
AES
FIGURE 22-74-00-16000-A SHEET 1

22-74-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321

** On A/C 008-099
1.
General
The Multipurpose Control and Display Unit (MCDU) is the primary entry/ display interface between the pilot and
the FM part of the FMGC providing the means for inserting system control parameters and flight plans and for
subsequent modification and revision.
It displays information regarding flight progress and aircraft performance for monitor and review by the flight crew. It
performs access and retrieval of navigation and route planning data from the data base.
It has also a multipurpose usage for interfacing with other A/C systems:
. basic: CFDS.
. optional: ACARS or ATSU, AIDS.
AES
22-74-00 PB001
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Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
2.
System Description
A.
Keyboard
The MCDU is linked to both FMGCs, CFDS, optional and spare systems (e.g. ACARS, AIDS).
When the MCDU MENU multi-purpose key is pushed, the menu page is displayed.
The operator pushes the line select key to select a system : communication is broken with the active system and
established with the associated one.
B.
General Display Rules

(1) Non-valid and missing data
For all display fields only valid data will be displayed. If the data are not valid for display or not available
for display, the display field will contain dashes.
When a new page is called up or a data is entered, it may require that the computer performs calculations
before all the data to be displayed are available. In these cases, the screen is firstly blanked and then the
portion of the display that is available and can be displayed is presented to the pilot immediately. However,
the data fields that are not available would be left as dashes and filled in as the data become available.
(2) Small and large fonts
On the MCDU there are two sizes of fonts. Generally, all data on the data line (line adjacent to line select
key) are displayed in large font and data on the label line are displayed in small font. However, the
following are exceptions :
. Data with default values or computer calculated values which could be changed by the pilot are
displayed in small font when the computer supplied data are being used and in large font when the data
are pilot entered.
. If two data entries are dependent upon each other, the independent data (those defaulted or latest
input by the pilot) are displayed in large font and the dependent data are in small font.
(3) Special symbols

There are special symbols on MCDU displays that indicate certain functions to the pilot. Certain symbols
may give a clue to the pilot as to what is available or if there is more information than is already displayed.
The following symbols are used in the displays:
< or > If this symbol appears next to a line select key (LSK) it indicates
that pushing this line select key will only cause the MCDU to
display a different page (it is the call-up of a page), the name
of which is displayed besides the symbol.
*
This symbol appears next to a line select key it indicates that
pushing this LSK will change the parameters which affect the
active situation of the aircraft, or causes the activation of a
function (it is the call-up of a function). The page displayed
may also change as a result.
<-- --> One of these symbols appearing beside a line select key
indicates that the pilot can push the key to select a data,
without activating a function.
.-.
- This indicates that the user may enter a data here (can be
optional). Occasionally this data may be computed and entered
by the computer as a result of another pilot action.
.---.
---
This indicates that the data are necessary for the user to be input
in order for the computer to perform the specific function.
------ This indicates that the data will be displayed by the computer
when it has enough information to do so. The user does not
AES
22-74-00 PB001
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@A318/A319/A320/A321
normally enter this information. However, under certain
circumstances he may be able to alter the data.
ARROWS
UP and
DOWN
These arrows (up or down) indicate that vertical slewing is

available. They will appear in columns 23 and 24 in the
scratchpad.
----> This arrow, in column 23 of the title line indicates that
horizontal slewing is available from this page. Pushing the
NEXT PAGE key will horizontally slew the page.
TRIANGULAR
SYMBOL This symbol beside a fixed waypoint on the flight plan page,
indicates that the A/C must overfly the fixed waypoint.
This symbol is mostly used by the FMGC.
(4) Color code
------------------------------------------------------------------------------!
DATA
!
MCDU COLOR
!
!----------------------------------------------------!------------------------!
! Titles, comments, symbols of slewing, dashes, minor!
White
!
! messages, call-up of page, scratchpad data entry, !
!
! F-PLN legs, secondary waypoints, active waypoint, !
!
! destination
!
!
!----------------------------------------------------!------------------------!
! Pilot modifiable data, selectable data, brackets
!
Cyan
!
! call-up of function, missed approach and alternate !
!
! waypoints
!
!
!----------------------------------------------------!------------------------!
! Pilot non modifiable data, active data, primary
!
Green
!
! waypoints
!
!
!----------------------------------------------------!------------------------!
! Mandatory data (boxes), mandatory pilot action
!
Amber
!
! required important messages
!
!
!----------------------------------------------------!------------------------!
! Constraints, max altitude
!
Magenta
!
!----------------------------------------------------!------------------------!
! Temporary situation, temporary waypoints
!
Yellow
!
------------------------------------------------------------------------------NOTE :
The symbols have the color of the prompt to which they are associated.
(5) Slewing functions

(Ref. Fig. 22-74-00-13200-A - Horizontal and Vertical Slewing)
(a) Horizontal slewing
Certain functions need multiple pages for the display. These pages are arranged in a book form
(page A, B, C...).
The A page is displayed upon pushing the mode key. The other pages (B, C, etc.) are called up by
using the horizontal slewing function (NEXT PAGE function key)
When page B is displayed there is no special key to display page A (a prompt PREV PAGE > can be
used).
The displays that use horizontal slewing are closed loop displays.
This means that when the last page is displayed and the NEXT PAGE function key is pushed, the
display changes to the A page.
AES
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@A318/A319/A320/A321
When horizontal slewing is available, an arrow will be displayed in column 23 of the title line.
When the book contains more than 2 pages instead of the NEXT PAGE function key, it is possible to
use the line select key adjacent to NEXT PAGE > or PREV PAGE > indications to select the other
pages of the book.
(b) Vertical slewing
Certain pages in the computer contain more data than will fit on a single page (a page longer than the
six pairs of lines available on the display).
In this case data are arranged on a drum.
In these instances vertical slewing can be used to scroll the display up or down. Each time a vertical
slew key is pushed, this scrolls the MCDU display by one line pair, or by one page. A line pair is a line
adjacent to a line select key and its label line. Holding the vertical slew key pushed scrolls the MCDU
display at a rate of 2 line pairs per second. The arrows will be displayed in column 23 and/or 24 of the
scratchpad when vertical slewing is available.
Vertical and horizontal slewings may be available together for certain functions. In this case, if a
display has been slewed up or down, then the horizontal slewing is performed for the two pages of the
book and calling next page of the book will enable access to the next page at the same slew position
as previous page.
(c) Value adjustment
Another use for vertical slew keys is incrementing data by a set amount in a particular data field.
When this is available, arrows will be displayed adjacent to the data label that would be affected if the
vertical slew keys were pushed. When a vertical slew key is held pushed, the slewing will take place at
a rate of 2 increments or decrements per second.
(6) General display of a page
. Only the selectable functions or page call-ups are displayed.
This is to avoid cluttering of the screen with not usable prompts.
. On a page, some prompts may be displayed following a logic dependent on external parameters (flight
phase, ground/airborne, ...). In such cases, the architecture of the page is not modified by the deletion
or addition of a prompt (prompts present at the same place) e.g. lateral revision pages at origin and
(Ref. Fig. 22-74-00-13500-A - Example of Display)
. Prompts that are used on several pages have to be displayed at the same place on the different pages.
ex : . < RETURN
in 6L
.
PRINT * in 5R
.
INSERT * in 6R.
(7) Acknowledgement of user action
Each time the MCDU user pushes a line select key or a mode key, he must receive an acknowledgement of
his action. The screen has to be blanked as soon as the subsystem has received this action, before it
displays a new page or a new message.
The new page also displays an acknowledgement of the pilot action (insertion of a value in a line, message,
etc.).
Examples :
. The user wants to enter a value into a field, he may have the following indications:
OUT OF RANGE: if the value is not within the range as expected by the system.
FORMAT ERROR: if the value has not the correct format.
. The NOT ALLOWED indications may be displayed if an incorrect line select key is pushed.
In case of the call-up of a function, the acknowledgement is made by deletion of the star * next to the
function name when the call-up is taken into account by the system. If the system is not available a
message is displayed (PRINTER NOT READY).
C.
AES
Page Hierarchy
22-74-00 PB001
Page 4
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Revision n: 40
@A318/A319/A320/A321
Each FM function of the FMGC may be called by pushing a mode key. A page is then displayed where the
function may be performed. From this main page, it is possible to call other pages where the sub-functions may
be performed.
These sub-pages are either displayed by pushing the applicable line select key or automatically following a data
entry. Sometimes the only way to exit a page is to push another mode key.
On page hierarchy figure, N/P means NEXT PAGE and arrows mean that page slewing is possible
D. Data Entry
(1) Scratchpad and data field entry
Data are entered into the computer through the MCDU keyboard. First the data are entered from left to
right into the scratchpad by pushing the alphanumeric keys on the keyboard (similarly to a typewriter).
Only 22 characters may be entered into the scratchpad. If more than 22 are entered, they will be ignored
and only the first 22 will be used.
The 23rd character will not be accepted by the computer and the computer will give no response.
After the data are entered into the scratchpad, the data are moved from the scratchpad into the correct
data field by pushing the adjacent line select key, and the scratchpad is blanked.
The computer checks the data for format and acceptability (out of range, entry not allowed into the field,
etc.). If the data are incorrect, the system will leave the previous data in the data field and display the
associated message indicating the error in the scratchpad. To enter the correct data, the pilot must do
either of the following:
. Clear the message from the scratchpad by pushing the CLR function key.
The data that was incorrect will appear in the scratchpad. The pilot can then correct the data or clear
it out.
. Enter new data into the scratchpad. This automatically clears the message being displayed and replaces
the previous (incorrect) scratchpad data with the new data.
If the entry was rejected because an incorrect line select key was pushed, then the entry will be accepted if
the correct line select key is pushed.
To clear the scratchpad of entered data or incorrect data, the CLR function key can be used. When the
CLR function key is pushed, this erases the last character entered in the scratchpad.If the CLR key is held
pushed for two seconds, the entire scratchpad data are cleared.
Certain data entries into a field also cause the displayed page to be changed automatically. In this case, any
scratchpad data is deleted.
Otherwise, scratchpad data are retained when the displayed page is changed. During a page change,
scratchpad entries are ignored.
(2) Clearing data field
Data fields on the MCDU can be cleared using the CLR function key. Pushing the CLR function key when
the scratchpad is empty results in CLR being displayed in columns 6 through 8 of the scratchpad. Then,
pushing the line select key adjacent to the data field results in clearing that data and the scratchpad line is
cleared.
If the data is a value not all data fields may be cleared.
If the data have a default or computer calculated value, the data revert to this value. If the default value is
cleared the clearing has no effect and there is no message displayed.
To remove a CLR prompt from the scratchpad the CLR key can be pushed again once or any alphanumeric
key can be pushed erasing the CLR in the scratchpad and entering the alphanumeric. The computer must
distinguish between the CLR function key and C-L-R being entered into the scratchpad via alphanumeric
keys. C-L-R does not enable the clearing function.
AES
22-74-00 PB001
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@A318/A319/A320/A321
(3) Data field display
Generally a data is displayed on two lines:
. the label line above the data line
. the data line next to the line select key.
On the data line there are five kinds of display:
(a) Cyan data if the data is already in the computer and the pilot can modify it.
(b) Green data if the data is already in the computer but it cannot be modified by a pilot entry.
(c) Cyan brackets if no value is defined and the pilot can enter a data.
(d) Amber boxes if no value is defined and the data entry is mandatory for the correct functioning of the
system or for the achievement of the function described on the page or on the label line.
(e) White dashes if the field is filled by the computer but not yet available due to lack of information or a
computation has not yet been achieved.
The entry format of a data is described by the number of boxes or the place occupied by the brackets
and the spaces between brackets.
On one data line, several data may be displayed and entered: the different fields are separated by a
slash. Each field may be entered separately; it is identified by the number of slashes in front of the
entered data.
Ex : wind direction/wind magnitude/altitude.
To modify the altitude, the pilot has to enter into
scratchpad: //altitude.
To modify wind magnitude, he enters: /wind magnitude
NOTE :
It may happen that a data which has a default value in the system can be corrected by the
user.
After reinitialization of the system, the data reverts to its default value.
(4) Data list

The following table lists all MCDU entries allowed by the pilot. Also listed are the acceptable format,
acceptable range, units of entry, and the MCDU pages on which the data can be entered.
DATA NAME:
The name of every entry allowed by the pilot is listed.
FORMAT:
The field width and format is given for each data entry. The symbols generally used are as follows: (if
others are used they are defined for each parameter).
A - Alphabetic entry
N - Numeric entry
X - Alphanumeric entry
If any entry into the data field either exceeds the fields width or has an incorrect format or type, then a
message is displayed (FORMAT ERROR).
For fields that have more than one acceptable entry format but only one display format, the display format
is also specified.
RANGE:
The range is given for each data entry. If the entry has a correct field width, format and type but is not
within this range, then a message is displayed (ENTRY OUT OF RANGE), unless another message is
displayed as defined in the table.
UNITS:
The units of each entry are given in the table.
When two units are available (selected by pin programming), only one unit and range are given. These are:
kg for weight, meter for length and deg. C for temperature. For the other units, the range must be
converted.
DISPLAY PAGE:
AES
22-74-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
The MCDU page or pages on which the data may be entered are listed.
------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! ACCEL ALT ! See ALT
!
! ft
! TAKEOFF
!
!
!
!
! (MSL) ! GO AROUND
!
!-----------!----------------------!----------------!---------!---------------!
! ALT
! NNNN or
! Max alt =
! ft
! F-PLN A
!
!
! NNNNN
!
39000
! (MSL) ! VERT REV
!
!
! (leading zeros must ! Entry is
!
! STEP PRED
!
!
! be included)
! rounded to
!
! PERF CLB
!
!
!
! the nearest
!
! PERF DES
!
!
!
! 10 feet.
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! ALTN RTE ! Same as CO RTE
! Same as CO RTE! N/A
! INIT A
!
!-----------!----------------------!----------------!---------!---------------!
! ALT/WIND ! ALT or FLight
! See ALT
! ft
! DES FORECAST !
! DIR/WIND ! Level/NNN/NNN
! WIND DIR-0-360! (MS)/ ! WIND
!
! MAG
!
!
! degrees !
!
!
! NNN- Leading zero
! WIND MAG-0-200! /kt
!
!
!
! not necessary. An
!
!
!
!
!
! entry of WIND DIR = !
!
!
!
!
! 360 is displayed as 0!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! ARPT
! AAAA
! If AAAA is
! N/A
! INIT A
!
!
! There must be at
! not in the
!
! LAT REV
!
!
! least 1 characters, ! data base
!
! ALTN
!
!
! up to 4
! airport file, !
! F-PLN A and B !
!
!
! New Runway
!
! WAYPOINT
!
!
!
! page is
!
! DIR TO
!
!
!
! displayed
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! AIRWAYS
! XXXX
! If not in
! N/A
! LATREV
!
! (VIA)
!
! data base
!
!
!
!
!
! "NOT IN DATA !
!
!
!
!
! BASE" is
!
!
!
!
!
! displayed
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! BLOCK
! NN.N
!
! Thou- ! INIT B
!
! Fuel
! leading zeros may
!
! sands- !
!
!
! be omitted.
!
! of Kg
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! COST INDEX! NNN
! 0-999
! KG/mn ! INIT A
!
!
! may be entered as
!
!(100Lbs/ ! PERF CLB
!
!
! 1-3 digits; leading !
!
hour)! PERF CRZ
!
!
!
! PERF DES
!
!-----------!----------------------!----------------!---------!---------------!
! CRZ FL
! Must be entered
! 1-Maximum
! ft
! INIT A
!
AES
22-74-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
! as FLIGHT LEVEL
! Altitude
! (MSL) ! PROG
!
!-----------!----------------------!----------------!---------!---------------!
! CRZ TEMP ! See TEMP
!
! See
! INIT A
!
!
!
!
! TEMP
! FUEL PRED
!
!-----------!----------------------!----------------!---------!---------------!
! CRZ WIND ! See WIND DIR/MAG
! See WIND
! See
! INIT A
!
!
!
! DIR/MAG
! WIND
! FUEL PRED
!
!
!
!
! DIR/MAG !
!
!-----------!----------------------!----------------!---------!---------------!
! CG
! NN.N
! 8.0 - 45.0
! % MAC ! FUEL PRED
!
!-----------!----------------------!----------------!---------!---------------!
! CLASS
! AAAAAA
! VOR
! N/A
! NEW NAVAID
!
! (navaid) ! (refer to range for ! DME
!
!
!
!
! exact inputs
! VORDME
!
!
!
!
! allowed)
! VORTAC
!
!
!
!
!
! LOC, ILS
!
!
!
!
!
! NDB
!
!
!
!
!
! ILS DME
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! CO RTE
! XXXXXXX or
! If not in the ! N/A
! ROUTE
!
!
! XXXXXXXXXX (Option) ! NAV data base !
! NEW ROUTE
!
!
!
! a message
!
! INIT A
!
!
!
! will be
!
!
!
!
!
! displayed
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! CRS
! Same as INB CRS
! Same as
! degrees! RADIO NAV
!
!
!
! INB CRS
!
! NEW NAVAID
!
!-----------!----------------------!----------------!---------!---------------!
! CABIN RATE! - NNN
! 100 - 999
! ft/mn ! DES FORECAST !
!
!
! in 1 ft/mn
!
!
!
!
!
! increments
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! DH
! NNN
! 0-700
! ft
! APPROACH
!
!-----------!----------------------!----------------!---------!---------------!
! DIST
! NN.N
! 0-99.9
! NM
! HOLD
!
!-----------!----------------------!----------------!---------!---------------!
! DIST
! NNN
! 0-999
! NM
! ALTN
!
!-----------!----------------------!----------------!---------!---------------!
! ELV
! +/-NNNN
! -2000 +20470 ! ft(MSL)! NEW NAVAID
!
!-----------!----------------------!----------------!---------!---------------!
! ELV
! +/-NNNN
! -400 +20470 ! ft(MSL)! NEW RUNWAY
!
!-----------!----------------------!----------------!---------!---------------!
! ED ACCEL ! Same as ALT
!
! ft(MSL)! TAKEOFF
!
! ALT
!
!
!
! GO AROUND
!
!-----------!----------------------!----------------!---------!---------------!
! EXTRA TIME! +/-NN.N/NNNN
! +/-MAX BLOCK ! Thou- ! INIT B
!
!
!
! and UTC
! sands ! FUEL PRED
!
!
!
!
! of kg, !
!
!
!
!
! hours, !
!
AES
22-74-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
! minutes!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! FF/FQ
! One or both may be
!
! N/A
! FUEL PRED
!
! Sensors
! entered.
!
!
!
!
!
! Both - /FF+FQ or
!
!
!
!
!
! /FQ+FF
!
!
!
!
!
! Fuel Flow - /FF
!
!
!
!
!
! Fuel Quantity !
!
!
!
!
! /FQ
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! FIG OF
! N
! 0-3
! N/A
! NEW NAVAID
!
! MERIT
!
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! FLAPS
! N
! 0, 1 ,2 or 3 ! N/A
! TAKEOFF
!
!-----------!----------------------!----------------!---------!---------------!
! FLT NBR
! XXXXXXXX
!
! N/A
! INIT A
!
!
! The 8 characters are !
!
!
!
!
! not mandatory
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! FLIGHT
! FLNNN or NNN
! Max FL = 390 ! Hundreds! F-PLN A and !
! LEVEL
! Leading zeros on
!
! - of ft ! B
!
!
! NNN may be omitted
!
! (MSL)
! PROG
!
!
!
!
!
! VERT REV
!
!
!
!
!
! INIT A
!
!
!
!
!
! PERF CLB/DES !
!-----------!----------------------!----------------!---------!---------------!
! FLEX TO
! Same as TEMP
!
! Same
! TAKEOFF
!
! TEMP
!
!
! as TEMP !
!
!-----------!----------------------!----------------!---------!---------------!
! FOB
! NN.NN (leading zeros ! Same as BLOCK !Thousands! FUEL PRED
!
!
! may be omitted)
!
! of kg
!
!
!-----------!----------------------!----------------!---------!---------------!
! FREQ
! NNN.NN
! 108.00 ! Mhz
! PROGRESS
!
!
!
! 117.95
!
! RADIO NAV
!
!
!
!
!
! NEW NAVAID
!
!-----------!----------------------!----------------!---------!---------------!
! FREQ (ADF)! NNNN.N
! 190.0-1750.0 ! Khz
! RADIO NAV
!
!
!
!
!
! NEW NAVAID
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! FROM/TO
! AAAA/AAAA
! AAAA must be ! N/A
! INIT A
!
!
! Ref. ARPT
! in data base !
! ROUTE
!
!
!
! or message
!
!
!
!
!
! will be
!
!
!
!
!
! displayed
!
!
!
!-----------!----------------------!----------------!---------!---------------!
AES
22-74-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
! FINAL/TIME! See BLOCK and GMT.
! Final: 0-100 ! Thou! INIT B
!
!
! Only one may be
! Time : 0-90
! sands
! FUEL PRED
!
!
! entered at a time.
!
! of kg/ !
!
!
! To input FINAL,
!
! hours, !
!
!
! enter NN.N ; to
!
! minutes !
!
!
! input TIME, enter
!
!
!
!
!
! /NNNN
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! GW
! NN.N Leading and
! 35.0-99.9
! Thou! FUEL PRED
!
!
!
! sangs
!
!
!
! be omitted
!
! of kg
!
!
!-----------!----------------------!----------------!---------!---------------!
! INB CRS
! NNN
! 0-360
! Degrees ! HOLD
!
!
! Leading zeros may
!
!
!
!
!
! be omitted. An entry !
!
!
!
!
! of 360 is
!
!
!
!
!
! displayed as 0.
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! LAT
! DDMM.MB or BDDMM.M
! B : N or S
! Degree ! INIT A
!
!
! DD - degrees, MM.M- ! DD more than ! minutes !
!
!
! minutes, B-direction.! or equal to 0 ! tenths !
!
!
!
!
!
!
!
! or equal to 90! minutes !
!
!
!
!
!
!
!
!
! Leading zeros may
! MM.M more than!
!
!
!
! or equal to 0 !
!
!
!
! direction (B) is
! and less than !
!
!
!
! necessary.
! or equal to
!
!
!
!
! Latitude is displayed! 59.9
!
!
!
!
! as DDMM.MB
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! LAT/LONG ! LAT/LONG
! Same as LAT
! Same as ! PROG
!
!
! Same as LAT and
! and LONG
! LAT and ! F-PLN A and B!
!
! LONG except both
!
! LONG
! NEW WAYPOINT !
!
! must be entered
!
!
! NEW NAVAID
!
!
! with/in between
!
!
! DIR TO
!
!
!
!
!
! LAT REV
!
!
!
!
!
! NEW RUNWAY
!
!-----------!----------------------!----------------!---------!---------------!
! LONG
! DDDMM.MB or
! B : E or W
! Degree ! INIT A
!
!
! BDDDMM.M
! DDD more than ! minutes !
!
!
! DDD - degrees
! or equal to 0 ! tenths !
!
!
! MM.M - minutes
!
!
!
! B - direction.
! or equal to
! minutes !
!
!
! Leading zeros may
! 180.
!
!
!
!
! MM.M more than!
!
!
!
! direction (B) is ne- ! or equal to 0 !
!
!
!
! cessary.
! and less than !
!
!
!
! Longitude is dis! or equal to
!
!
!
AES
22-74-00 PB001
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
! played as DDDMM.MB. ! 59.
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! LENGTH
! NNNN
! 1000-8000
! Meters ! NEW RUNWAY
!
!
! Leading zeros
!
! (ft if !
!
!
! may be omitted
!
! option) !
!
!-----------!----------------------!----------------!---------!---------------!
! MACH
! .NN
! MAX = .82
! Mach
! F-PLN A
!
!
! The decimal point
!
! Number ! VERT REV
!
!
! is necessary.
!
!
! PERF CLB
!
!
! Trailing zeros
!
!
! PERF CRZ
!
!
! are not necessary
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! MACH
! Same as above
! MAX = .80
! Mach
! PERF DES
!
!
!
!
! Number !
!
!-----------!----------------------!----------------!---------!---------------!
! MACH/SPD ! MACH and SPD must
! PERF DES
!
!
! be entered with/
! and SPD
! as MACH ! PERF CLB
!
!
! between (see MACH
!
! and SPD !
!
!
! and SPD formats)
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! MDA
! Same as ALT
! Landing
! ft
! PERF APPROACH!
!
!
! elevation
! (MSL)
! ARRIVAL
!
!
!
! - Landing
!
!
!
!
!
!
elevation
!
!
!
!
!
!
+ 5000ft
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! MDH
! Same as MDA
! 0-5000
! ft(AGL) ! PERF APPROACH!
!-----------!----------------------!----------------!---------!---------------!
! NAVAID
! XXXX
! Any alphanu- ! N/A
! PROG
!
!
!
! meric
!
! NEW NAVAID
!
!
!
!
!
! NAVAID
!
!
!
!
!
! F-FLN A and B!
!
!
!
!
! LAT REV
!
!
!
!
!
! DIR TO
!
!
!
!
!
! RADIO NAV
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! OFST
! NNB or BNN
! B : L or R
! NM
! LAT REV
!
!
! NN - offset distance ! NN more than !
!
!
!
! B - direction
! or equal to 1 !
!
!
!
! Leading zero on
! and less than !
!
!
!
! distance may be
! to 50
!
!
!
!
! omitted.
!
!
!
!
!
! OFST will always be !
!
!
!
!
! displayed as BNN.
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
AES
22-74-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
! PLACE/BRG/! PLACE can be any
! PLACE - If not! BRG - ! F-PLN A and B!
! DIST
! data base ARPT,
! in data base, ! degrees ! LAT REV
!
!
! NAVAID or WAYPOINT- ! a message "NOT!
! NEW WAYPOINT !
!
! BRG must be a 3
! IN DATA BASE" !
! PROG
!
!
! digit entry, without ! is displayed- ! DIST-NM ! DIR TO
!
!
! decimal digit.
! BRG 000-360
!
!
!
!
! An entry of BRG=360 !
!
!
!
!
! is displayed as 0.
!
!
!
!
!
! DIST is NNN.N where ! DIST - 0-999.9!
!
!
!
! leading zeros may
!
!
!
!
!
! be omitted ; all 3
!
!
!
!
!
! parameters must be
!
!
!
!
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! PLACE-BRG/! Same as above
! Same as above ! Same
! Same as above!
! PLACE-BRG ! A couple PLACE-BRG
!
!
as
!
!
!
! is entered with a
!
! above !
!
!
! dash in the middle. !
!
!
!
!
! 2 couples have to be !
!
!
!
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! PERF
! NN.N (leading or
! -10.0 to +10.0! %
! A/C STATUS
!
! FACTOR
! trailing zero may
!
!
!
!
!
! be omitted).
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! QNH
! NNNN (leading zeros ! 950-1050
! Hecto- ! APPROACH
!
!
! may be omitted)
!
! Pascals ! VERT REV
!
!
! NN.NN (leading and
! 28.06-31.01
! In.Hg
!
!
!
!
!
!
!
!
! be omitted).
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! RTE RSV
! May be entered as
! FUEL : 0-9.9 ! Thou! INIT B
!
!
! fuel or percentage
!
! sands
!
!
!
! of trip fuel but
! % : 0-15.0
! of kg
! FUEL PRED
!
!
! not both.
!
! and %
!
!
!-----------!----------------------!----------------!---------!---------------!
! RWY
! AAAANND
!
!
!
!
!
! Where AAAA is same
!
!
! RUNWAY
!
!
! as ARPT.
!
!
! NEW RUNWAY
!
!
!
!
!
! F-PLN A and B!
!
! NN is runway number !
!
!
!
!
! (2 digits must be
!
!
!
!
!
! entered).
!
!
!
!
!
!
!
!
!
!
!
! D is L, R or C if
!
!
!
!
!
! there is more than
!
!
!
!
!
! one runway with the !
!
!
!
!
! same number at the
!
!
!
!
!
! airport. D is not
!
!
!
!
AES
22-74-00 PB001
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
! included unless there!
!
!
!
!
! is more than one
!
!
!
!
!
! runway with the same !
!
!
!
!
! number at AAAA.
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! STATION
! NND
! NN : 01-99
! Degrees ! NEW NAVAID
!
! DEC
! Where NN is the
! D : E or W
!
!
!
!
! declination and D
!
!
!
!
!
! is the direction.
!
!
!
!
!
! Leading zeros may be !
!
!
!
!
! omitted.
!
!
!
!
!
! D is not required
!
!
!
!
!
! for an entry of zero !
!
!
!
!
! declination.
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! SPD
! NNN
! MAX = 350 kt ! kt(CAS) ! F-PLN A
!
!
! (must be 3 numerics) ! MIN = 100 kt !
! VERT REV
!
!
!
!
!
! PERF CLB
!
!
!
!
!
! PERF CRZ
!
!-----------!----------------------!----------------!---------!---------------!
! SPD
! Same as above
! MAX = 340 kt ! kt(CAS) ! PERF DES
!
!
!
! MIN = 100 kt !
!
!
!-----------!----------------------!----------------!---------!---------------!
! SPD LIM
! SSS/NNNNN
! SSS same as
! kt/ft
! F-PLN A
!
!
!
! SPD
! (MSL)
! VERT REV
!
!
! SSS is a speed
!
!
!
!
!
! NNNNN is an ALT or
!
!
!
!
!
! FLIGHT LEVEL (see
!
!
!
!
!
! ALT and FLIGHT LEVEL)!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! SPD/MACH ! See MACH/SPD
! PERF CLB
!
!
!
! and SPD
! as MACH ! PERF DES
!
!
!
!
! and SPD !
!
!-----------!----------------------!----------------!---------!---------------!
! TAXI
! N.N
! 0-9.9
! Thou! INIT B
!
!
! Leading or trailing !
! sands of!
!
!
! kg
!
!
!-----------!----------------------!----------------!---------!---------------!
! TEMP
! +/- NN
!
! Degrees ! PERF TAKEOFF !
!
! If no sign, assumed+ !
! celsius ! INIT A
!
!
!
!
!
! PERF APROACH !
!-----------!----------------------!----------------!---------!---------------!
! THR RED
! See ALT
!
! ft
! PERF TAKEOFF !
! ALT
!
!
! (MSL) ! PERF GO
!
!
!
!
!
! AROUND
!
!-----------!----------------------!----------------!---------!---------------!
! THS
! AAN.N OR N.NAA
! MAX UP = 7.0 ! Degrees ! PERF TAKEOFF !
!
! where AA is UP or
! MIN DN = 5.0 !
!
!
!
! DN (DOWN)
! MIN UP or DN !
!
!
AES
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Revision n: 40
@A318/A319/A320/A321
!
!
! is 0.0
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! TIME
! N.N
! 0-9.9
! Minutes ! HOLD
!
!-----------!----------------------!----------------!---------!---------------!
! T.O SHIFT ! NNNN
! 1-Length of
! m
! PERF TAKEOFF !
!
!
! origin runway !
!
!
!-----------!----------------------!----------------!---------!---------------!
! TROPO
! Same as ALT
! Same as ALT
! ft
! INIT A
!
!
!
!
!
! FUEL PRED
!
!-----------!----------------------!----------------!---------!---------------!
! UTC
! HHMM
! HH : 0-23
! Hours ! VERT REV
!
!
! Where HH are hours
!
! minutes !
!
!
! and MM are minutes. ! MM : 0-59
!
!
!
!
! Leading zeros may
!
!
!
!
!
! be omitted. 1 or 2
!
!
!
!
!
! digit entry is
!
!
!
!
!
! interpreted as
!
!
!
!
!
! minutes.
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! V1
! Same as SPD
!
! kt(CAS) ! TAKEOFF
!
!-----------!----------------------!----------------!---------!---------------!
! V2
! Same as SPD
!
! kt(CAS) ! TAKEOFF
!
!-----------!----------------------!----------------!---------!---------------!
! VR
! Same as SPD
!
! kt(CAS) ! TAKEOFF
!
------------------------------------------------------------------------------------------------------------------------------------------------------------! DATA NAME !
FORMAT
!
RANGE
!
!
! (X is input) !
!
!
!-----------!----------------------!----------------!---------!---------------!
! WAYPOINT ! XXXXX - may be from !
! N/A
! WAYPOINT
!
!
! 1-5 characters for
!
!
! NEW WAYPOINT !
!
! waypoint.
!
!
! F-PLN A and B!
!
! Acceptable as
!
!
! LAT REV
!
!
! waypoint IDENT :
!
!
! PROG
!
!
! ARPT
!
!
! DIR TO
!
!
! NAVAID
!
!
!
!
!
! WAYPOINT
!
!
!
!
!
! LAT/LONG,
!
!
!
!
!
! PLACE.BRG/PLACE.BRG !
!
!
!
!
! and PLACE/BRG/DIST
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! WIND DIR ! NNN/NNN
! WIND DIR :
! Degrees ! F-PLN B
!
! /WIND MAG ! Both must be ente! 0-360
!
! SEC INIT A
!
!
! red ; leading zeros ! wind mag :
! kt
! VERT REV
!
!
! may be omitted.
! 0-200
!
! WIND
!
!
! An entry of WIND
!
!
! STEP PRED
!
!
! DIR = 360 is dis!
!
! FUEL PRED
!
!
! played as 0.
!
!
! DESFORECAST !
!
!
!
!
! PERF APP
!
AES
22-74-00 PB001
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Revision n: 40
@A318/A319/A320/A321
!-----------!----------------------!----------------!---------!---------------!
! ZFW
! NN.N
!
! Thou! INIT B
!
!
! Leading and trai!
! sands
!
!
!
! ling zeros may be
!
! of kg
!
!
!
! omitted
!
!
!
!
!-----------!----------------------!----------------!---------!---------------!
! ZFWCG
! NN.N
! 8.0-45.0
! % MAC
! INIT B
!
------------------------------------------------------------------------------E.
Messages
(Ref. Fig. 22-74-00-15300-A - Examples of Messages (MCDU & EIS))
(1) Color of message displays
The color of message display may be white or amber.
As a general rule, messages which concern navigation, request for data entry or which are also displayed on
EIS are displayed in amber as they are considered as important.
On the other hand, messages which are only displayed as a result of a a pilot action on MCDU are white.
The following table gives the display color for each message
(W = white, A = amber).
In a few words an important message is amber ; a non important message is white.
(2) Minimization of message display during takeoff, go around and approach below 800 ft.AGL (AGL : Above
Ground Level)
Considering COND A = ! A/C in Takeoff, Go Around or Approach
! and
! A/C height below 800 ft.
The general idea is that, so as to minimize message display on the MCDU when COND A is true, only two
kinds of messages may be displayed.
These are:
. important messages (mainly concerning navigation) which may appear by themselves (group I).
. message which are only displayed as an immediate result of a pilot action on the MCDU (group II).
Banned messages will be displayed - if still applicable - when COND A becomes false.
The following table specifies which category each message belongs to.
. N : means banned
. / : means not applicable by definition (the normal conditions of display of the message being not
compatible with COND A)
. Y : means allowed.
(3) Message display rules
There are various messages displayed on the MCDU for pilot information.
All messages are displayed in the scratchpad line of the MCDU.
There are two types of messages.
(a) Type I messages
Type I messages are those displayed as the direct result of pilot action. There is no message queue for
Type I messages.
Consequently, a Type I message exists only if it is presently displayed in the scratchpad.
(b) Type II messages
Type II messages are those that are displayed automatically to inform the pilot of a given situation or
to request a pilot action.
Type II messages are stored in a last-in/first-out message queue.
A maximum of five messages may be stored, and if a sixth message is received, the one at the bottom
of the queue is lost.
Only one occurence of a given message can exist in the queue.
AES
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@A318/A319/A320/A321
Therefore, when a message is generated, it is placed on the top of the queue and any previous
occurrence is deleted.
The message at the top of the queue is displayed in the scratchpad only if there are no Type I
messages or data to be displayed. This results in the following operation:
. A Type II message displayed in the scratchpad is deleted if data is entered. The message is
displayed again when the scratchpad becomes empty.
. A Type II message generated while data or a Type I message is occupying the scratchpad is
displayed only when the scratchpad becomes empty.
If a Type II message is cleared while it is in the scratchpad, then the next one in the queue is
displayed.
(4) Clearing messages
. Any message that is displayed can be cleared by pushing the CLR function key.
. Type I messages are automatically cleared under the following conditions: when data is entered into the
scratchpad, or when line select or mode key is pushed.
. Certain Type II messages are automatically cleared from the queue when they no longer apply.
(5) Table of message list
------------------------------------------------------------------------------!
TEXT
! COLOR ! TO-GA ! TYPE !
DISPLAY CONDITION
!
!
!
! APPR !
!
!
!------------------------!-------!-------!------!-----------------------------!
! A/C POSITION INVALID
! A
! Y
! II ! A/C position invalid or
!
!
!
!
!
! becoming invalid on HOLD or !
!
!
!
!
! DIR TO page
!
!------------------------!-------!-------!------!-----------------------------!
! ALIGN IRS
! A
! /
! II ! On INIT A page after display!
!
!
!
!
! of origin airport reference !
!------------------------!-------!-------!------!-----------------------------!
! ALTN F-PLN DELETED
! W
! N
!
!------------------------!-------!-------!------!-----------------------------!
! AWY/WPT MISMATCH
! W
! N
! I
! Appears with VIA/GO TO on
!
!
!
!
!
! LAT REV page. The revised
!
!
!
!
!
! - or GO TO - point is not on!
!
!
!
!
! the entered airway
!
!------------------------!-------!-------!------!-----------------------------!
! CABIN RATE EXCEEDED
! W
! /
! II ! Computed descent cabin rate !
!
!
!
!
! greater than 300 ft/mn
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK A/C POSITION
! A
! Y
! II ! !Radio Pos-Inertial Pos!
!
!
!
!
!
! greater than 12 NM while
!
!
!
!
!
! DME/DME/Inertial or VOR/DME/!
!
!
!
!
! Inertial position remains
!
!
!
!
!
! valid
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK APPR GUIDANCE
!
!
!
! At 100 NM from T/D or from !
! (EIS PFD)
! A
! N
! II ! DES phase active, and when !
!
!
!
!
! APPR phase is active
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK DATA BASE CYCLE ! W
! N
! II ! After a CO RTE entry on
!
!
!
!
!
! INIT A page, clock date and !
!
!
!
!
! data base effectivity do not!
!
!
!
!
! match
!
AES
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@A318/A319/A320/A321
!------------------------!-------!-------!------!-----------------------------!
! CHECK GW
! A
! N
! II ! FM and FAC computed gross
!
!
!
!
!
! weight disagree by more than!
!
!
!
!
! 5 tons
!
!------------------------!-------!-------!------!-----------------------------!
! CHECK QFE
! A
! Y
! II ! At transition from QNH to
!
!
!
!
!
! QFE or QFE to QNH, if
!
!
!
!
!
! !ADC baro alt - ADC Std alt!!
!
!
!
!
! > or equal 100 ft.
!
!------------------------!-------!-------!------!-----------------------------!
! CLK IS TAKEOFF TIME
! W
! /
! II ! During preflight if a time !
!
!
!
!
! constraint has been entered !
!
!
!
!
! by the pilot
!
!------------------------!-------!-------!------!-----------------------------!
! CROSSLOAD ABORTED
! W
! N
! II ! In scratchpad of transmit- !
!
!
!
!
! ting FM and receiving FM if !
!
!
!
!
! complete data base loaded
!
!------------------------!-------!-------!------!-----------------------------!
! CROSSLOAD COMPLETE
! W
! N
! II ! Upon successful completion !
!
!
!
!
! of crossload, both FMs
!
!
!
!
!
! revert to A/C STATUS page
!
!
!
!
!
! (resynchronization)
!
!------------------------!-------!-------!------!-----------------------------!
! CRZ FL ABOVE MAX FL
! W
! N
! II ! Entered CRZ FL higher than !
!
!
!
!
! max allowed CRZ FL
!
!------------------------!-------!-------!------!-----------------------------!
! CSTR DEL ABOVE CRZ FL ! W
! N
! II ! Selected CRZ FL higher than !
!
!
!
!
! previous constraint
!
!------------------------!-------!-------!------!-----------------------------!
! CSTR DEL UP TO WPT 01 ! W
! N
! II ! GO AROUND initiated with
!
!
!
!
!
! constraints in F-PLN appr
!
!------------------------!-------!-------!------!-----------------------------!
! DECELERATE (EIS PFD)
! A
! /
! II ! A/C in CRZ beyond T/D in
!
!
!
!
!
! managed guidance
!
!------------------------!-------!-------!------!-----------------------------!
! DEFAULT STATE ASSUMED ! W
! N
! II ! Self explanatory
!
!------------------------!-------!-------!------!-----------------------------!
! DELETING OFFSET
! W
! N
! II ! Before cancelling active
!
!
!
!
!
! offset
!
!------------------------!-------!-------!------!-----------------------------!
! DEST/ALTN MISMATCH
! W
! N
! I
! ALTN CO RTE does not match !
!
!
!
!
! primary destination
!
!------------------------!-------!-------!------!-----------------------------!
! DIR TO IN PROCESS
! W
! Y
! I
! Accessing VERT REV or LAT
!
!
!
!
!
! REV on one MCDU with DIR TO !
!
!
!
!
! page displayed on the other !
!
!
!
!
! MCDU
!
!------------------------!-------!-------!------!-----------------------------!
! ENTER DEST DATA
! A
! /
! II ! Appears at 180 NM from
!
!
!
!
!
! destination if destination !
!
!
!
!
! data are not entered
!
!------------------------!-------!-------!------!-----------------------------!
! ENTRY OUT OF RANGE
! W
! Y
! I
! Attempted data entry out of !
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22-74-00 PB001
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Revision n: 40
@A318/A319/A320/A321
!
!
!
!
! range specified for selected!
!
!
!
!
! field
!
!------------------------!-------!-------!------!-----------------------------!
! FMS 1/FMS 2 A/C STS
! W
! N
! II ! INIT DATA different between !
! DIFF
!
!
!
! side 1 and side 2
!
!------------------------!-------!-------!------!-----------------------------!
! FMS 1/FMS 2 GW DIFF
! W
! N
! II ! !GW1 - GW2! > 2000 Kg
!
!------------------------!-------!-------!------!-----------------------------!
! FMS 1/FMS 2 POS DIF
! A
! Y
! II ! !POS1 - POS2! > 5 NM
!
!------------------------!-------!-------!------!-----------------------------!
! FMS 1/FMS 2 SPD TGT
! W
! N
! II ! !CAS1 - CAS2! > 2 kts
!
! DIFF
!
!
!
!
!
!------------------------!-------!-------!------!-----------------------------!
! FORMAT ERROR
! W
! Y
! I
! Data entry does not meet
!
!
!
!
!
! format for selected field
!
!------------------------!-------!-------!------!-----------------------------!
! F-PLN ELEMENT RETAINED ! W
! Y
! I
! On stored data pages: this !
!
!
!
!
! element is used and may not !
!
!
!
!
! be deleted
!
!------------------------!-------!-------!------!-----------------------------!
! F-PLN FULL
! W
! N
! II ! A F-PLN change cannot be
!
!
!
!
!
! implemented because the me- !
!
!
!
!
! mory of F-PLN store is full !
!------------------------!-------!-------!------!-----------------------------!
! INDEPENDENT OPERATION ! A
! N
! II ! Both systems work indepen- !
!
!
!
!
! dently
!
!------------------------!-------!-------!------!-----------------------------!
! GPS PRIMARY (EIS ND)
! W
! Y
! II ! When FMS position becomes
!
!
!
!
!
! GP(IR)s position
!
!------------------------!-------!-------!------!-----------------------------!
! GPS PRIMARY LOST
! A
! Y
! II ! When FMS position is no more!
! (EIS ND)
!
!
!
! updated by GP(IR)S
!
!------------------------!-------!-------!------!-----------------------------!
! GPS IS DESELECTED
! A
! Y
! II ! When GPS has been manually !
! (EIS ND)
!
!
!
! deselected
!
!------------------------!-------!-------!------!-----------------------------!
! INITIALIZE WEIGHTS
! A
! /
! II ! A/C airborne and ZFW or FOB !
!
!
!
!
! invalid
!
!------------------------!-------!-------!------!-----------------------------!
! IRS ONLY NAVIGATION
! A
! Y
! II ! Radio position invalid
!
!------------------------!-------!-------!------!-----------------------------!
! LAT DISCONT AHEAD
! A
! N
! II ! The A/C is 30 s before late-!
!
!
!
!
! ral discontinuity or modifi-!
!
!
!
!
! cation is made less than
!
!
!
!
!
! 30 s before lateral discon- !
!
!
!
!
! tinuity
!------------------------!-------!-------!------!-----------------------------!
! LIST OF 10 IN USE
! W
! Y
! I
! 10 stored runways already
!
!
!
!
!
! exist
!
!------------------------!-------!-------!------!-----------------------------!
! LIST OF 20 IN USE
! W
! Y
! I
! When all of the 20 WPTs are !
!
!
!
!
! already in the F-PLN,
!
!
!
!
!
! insertion of a new one is
!
AES
22-74-00 PB001
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Revision n: 40
@A318/A319/A320/A321
!
!
!
!
! not allowed
!
!------------------------!-------!-------!------!-----------------------------!
! NAV ACCUR DOWNGRAD
! A
! Y
! II ! NAV accuracy downgraded from!
! (EIS ND)
!
!
!
! HIGH to LOW
!
!------------------------!-------!-------!------!-----------------------------!
! NAV ACCUR UPGRAD
! A
! Y
! II ! NAV accuracy upgraded from !
! (EIS ND)
!
!
!
! LOW to HIGH
!
!------------------------!-------!-------!------!-----------------------------!
! NEW ACC ALT-HHHH
! W
! Y
!
!
!
!
! traint requires a LVL flight!
!
!
!
!
! below TO acceleration alti- !
!
!
!
!
! tude (ACCEL ALT = altitude !
!
!
!
!
! constraint)
!
!------------------------!-------!-------!------!-----------------------------!
! NEW THR RED ALT-HHHH
! W
! Y
!
!
!
!
! traint is below THR RED ALT !
!
!
!
!
! (THR RED ALT = altitude
!
!
!
!
!
! constraint)
!
!------------------------!-------!-------!------!-----------------------------!
! NEW CRZ ALT-HHHH
! W
! N
! II ! CRZ ALT redefined during
!
! HHHH: newly assigned
!
!
!
! DESCENT or APPROACH phase
!
!
value for CRZ
!
!
!
!
!
!
alt
!
!
!
!
!
!------------------------!-------!-------!------!-----------------------------!
! NON UNIQUE ROUTE IDENT ! W
! Y
! I
! On NEW ROUTE page, if a CO !
!
!
!
!
! RTE already existing is
!
!
!
!
!
! entered
!
!------------------------!-------!-------!------!-----------------------------!
! NOT ALLOWED
! W
! Y
! I
! Data entry in selected field!
!
!
!
!
! or action on LS or mode key !
!
!
!
!
! not allowed
!
!------------------------!-------!-------!------!-----------------------------!
! NOT ALLOWED IN NAV
! W
! Y
! I
! Attempt to clear TO waypoint!
!
!
!
!
! while in NAV mode
!
!------------------------!-------!-------!------!-----------------------------!
! NOT IN DATA BASE
! W
! Y
! I
! Self explanatory
!
!------------------------!-------!-------!------!-----------------------------!
! ONLY SPD ENTRY ALLOWED ! W
! Y
! I
! CLB page: if the pilot
!
!
!
!
!
! enters a Mach instead of a !
!
!
!
!
! CAS
!
!------------------------!-------!-------!------!-----------------------------!
! OPP FMGC IN PROCESS
! W
! Y
! II ! Onside FMGC unhealthy and
!
!
!
!
!
! FM system in single opera- !
!
!
!
!
! ting mode
!
!------------------------!-------!-------!------!-----------------------------!
! PAGE UPDATE IN PROCESS ! W
! Y
! I
! LS key is pushed while pro- !
!
!
!
!
! cessing of LS key is disa- !
!
!
!
!
! bled
!
!------------------------!-------!-------!------!-----------------------------!
! PLEASE WAIT
! W
! Y
! I
! Resynchronization in
!
!
!
!
!
! progress
!
!------------------------!-------!-------!------!-----------------------------!
! PRESS MCDU MENU KEY
! W
! N
! II ! Called sub-system does not !
AES
22-74-00 PB001
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Revision n: 40
@A318/A319/A320/A321
!
!
!
!
! answer
!
!------------------------!-------!-------!------!-----------------------------!
! RESET IRS TO NAV
! A
! N
! II ! INIT POSITION present but
!
!
!
!
!
! no IR in ALIGN mode
!
!------------------------!-------!-------!------!-----------------------------!
! REVISIONS NOT STORED
! W
! Y
! II ! On STORED ROUTES page, to
!
!
!
!
!
! indicate that revision
!
!
!
!
!
! elements have been deleted !
!------------------------!-------!-------!------!-----------------------------!
! RWY/ILS MISMATCH
! A
! N
! II ! Runway and selected ILS are !
!
!
!
!
! not consistent
!
!------------------------!-------!-------!------!-----------------------------!
! SEC F-PLN DELETED
! W
! N
!
!------------------------!-------!-------!------!-----------------------------!
! SELECT DESIRED SYSTEM ! W
! N
! II ! MCDU MENU page displayed
!
!------------------------!-------!-------!------!-----------------------------!
! SENSOR IS INVALID
! W
! N
! I
! FUEL PRED page: Fuel Flow
!
!
!
!
!
! or FQI invalid
!
!------------------------!-------!-------!------!-----------------------------!
! SET HOLD SPEED
! A
! /
!
! (EIS PFD)
!
!
!
! an HM leg is inserted in the!
!
!
!
!
! F-PLN and the A/C is 30 s
!
!
!
!
!
! before the deceleration
!
!
!
!
!
! zone to precomputed HM
!
!
!
!
!
! holding speed
!
!------------------------!-------!-------!------!-----------------------------!
! SET SPEED AUTO
! A
! /
!
! (EIS PFD)
!
!
!
! a PRESELECTED SPEED does not!
!
!
!
!
! exist for the next flight
!
!
!
!
!
! phase
!
!------------------------!-------!-------!------!-----------------------------!
! SET VFTO (EIS PFD)
! A
! /
! II ! Engine Out mode active
!
!------------------------!-------!-------!------!-----------------------------!
! SPD ERROR AT WPT 01
! W
! Y
! II ! Speed constraint predicted !
!
!
!
!
! to be missed
!
!------------------------!-------!-------!------!-----------------------------!
! SPD LIM EXCEEDED
! A
! /
! II ! Speed limit exceeded
!
!------------------------!-------!-------!------!-----------------------------!
! SPECIF NDB UNAVAIL
! A
! Y
! II ! Flying an NDB approach with !
!
!
!
!
! a specified NDB which has
!
!
!
!
!
! been deselected
!
!------------------------!-------!-------!------!-----------------------------!
! SPECIF VOR-D UNAVAIL
! A
! Y
! II ! Desired VOR, VOR-DME or VOR-!
! (EIS ND)
!
!
!
! TAC to be autotuned (speci- !
!
!
!
!
! fied for a RNAV or VOR appr)!
!
!
!
!
! has been deselected
!
!------------------------!-------!-------!------!-----------------------------!
! STEP ABOVE MAX FL
! W
! N
! II ! Predictions assume that STP !
!
!
!
!
! ALT cannot be reached
!
!------------------------!-------!-------!------!-----------------------------!
! STEP DEFINED AT WPT 01 ! W
! Y
! I
! STEP page is accessed and a !
!
!
!
!
! step has already been defi- !
!
!
!
!
! ned in F-PLN
!
AES
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Revision n: 40
@A318/A319/A320/A321
!------------------------!-------!-------!------!-----------------------------!
! STEP DELETED
! W
! N
! II ! A step is deleted automati- !
!
!
!
!
! cally
!
!------------------------!-------!-------!------!-----------------------------!
! STORED ROUTES FULL
! W
! Y
! I
! Three routes have already
!
!
!
!
!
! been stored
!
!------------------------!-------!-------!------!-----------------------------!
! SYSTEM RNP IS XX.X
! W
! Y
! II ! When system value becomes
!
!
!
!
!
! smaller than the pilot one !
!------------------------!-------!-------!------!-----------------------------!
! TEMPORARY F-PLN EXISTS ! W
! N
! I
! Flight planning operations !
!
!
!
!
! are not allowed on temporary!
!
!
!
!
! F-PLN page
!
!------------------------!-------!-------!------!-----------------------------!
! TIME CSTR DELETED
! W
! N
! II ! Time Constraint storage
!
!
!
!
!
! overflow
!
!------------------------!-------!-------!------!-----------------------------!
! TIME CSTR EXISTS
! W
! N
! I
! Time Constraint yet stored !
!------------------------!-------!-------!------!-----------------------------!
! TIME TO EXIT
! A
! N
! II ! LAT managed guidance active !
!
!
!
!
! in holding
!
!------------------------!-------!-------!------!-----------------------------!
! TOO STEEP PATH AHEAD
! A
! N
! II ! In managed guidance, predic-!
!
!
!
!
! tion assumes a too steep
!
!
!
!
!
! path will be encountered
!
!------------------------!-------!-------!------!-----------------------------!
! TUNE BBB FFF-FF
! A
! Y
! II ! VOR for approach or VOR-DME !
!
!
!
!
! position cannot be autotuned!
!
!
!
!
! because of VOR manual sel
!
!------------------------!-------!-------!------!-----------------------------!
! UNKNOWN PROGRAM PIN
! W
! N
! II ! System initialization fails !
!
!
!
!
! because of incompatible A/C !
!
!
!
!
! program pin
!
!------------------------!-------!-------!------!-----------------------------!
! USING COST INDEX-NNN
! W
! /
! I
! F-PLN entered without cost !
! NNN : value of cost
!
!
!
! index. FMGC defaults to last!
! index
!
!
!
! flight cost index
!
!------------------------!-------!-------!------!-----------------------------!
! VERT DISCONT AHEAD
! A
! Y
! II ! A/C getting on leg preceding!
! (EIS ND)
!
!
!
! too steep path ahead.
!
!
!
!
!
! This message replaces TOO
!
!
!
!
!
! STEEP PATH AHEAD
!
!------------------------!-------!-------!------!-----------------------------!
! WAIT FOR SYSTEM
! W
! N
! II ! A sub-system (CFDS, etc.)
!
! RESPONSE
!
!
!
! has been called up
!
!------------------------!-------!-------!------!-----------------------------!
! XXXX is DESELECTED
! W
! Y
! I
! On RAD NAV page: a navaid
!
! XXXX = name of navaid !
!
!
! has been deselected through !
!
!
!
!
! selected navaid page
!
-------------------------------------------------------------------------------
AES
22-74-00 PB001
Page 21
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
CRT
RIGHT LINE
SELECT
KEYS
LEFT LINE
SELECT
KEYS
BRT
DIR
PROG
PERF
INIT
DATA
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
ATC
COMM
BRIGHT
ADJUST
OFF
FUNCTION AND
MODE KEYS
ANNUNCIATORS
F
A
I
L
F
M
G
C
MCDU
MENU
AIR
PORT
NEXT
PAGE
OVFY
M
C
D
U
M
E
N
U
ANNUNCIATORS
CLR
CLEAR KEY
NUMERIC KEYS
ALPHA KEYS
N_MM_227400_0_AAN6_01_00
AES
FIGURE 22-74-00-11200-A SHEET 1

MCDU Front Panel
22-74-00 PB001
Page 22
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
C
B
A
HORIZONTAL SLEWING
VERTICAL SLEWING
Page A
Page B
KEY
KEY
NEXT
PAGE
KEY
HORIZONTAL AND VERTICAL SLEWING
N_MM_227400_0_ABM6_01_00
AES
FIGURE 22-74-00-13200-A SHEET 1

22-74-00 PB001
Page 23
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
<
<
N_MM_227400_0_ACM6_01_00
AES
FIGURE 22-74-00-13500-A SHEET 1

Example of Display
22-74-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
INIT
N/P
N/P
>
<
N_MM_227400_0_ADM6_01_00
AES
FIGURE 22-74-00-14000-A SHEET 1

22-74-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
RADIO NAV
RADIO NAV
VOR1FREQ/IDENT
VOR2FREQ/IDENT
VOR 1 CRS
VOR 2 CRS
ILS FREQ/IDENT
ILS CRS
ADF1 FREQ/IDENT
ADF2FREQ/IDENT
ADF1 BFO
ADF2 BFO
DIR
DIR TO
SIMILAR TO
TO RETURN
FPLN PAGE A
FPLN PAGE A WITH

"DIR TO" PROMPT IN LINE 1
NO DESTINATION DATA IN LINE 6
N_MM_227400_0_AEM6_01_00
AES
FIGURE 22-74-00-14100-A SHEET 1

22-74-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PERF
*
*
>
<
<
*
*
<
<
N_MM_227400_0_AFP6_01_00
AES
FIGURE 22-74-00-14200-A SHEET 1

22-74-00 PB001
Page 27
May 01/12
Revision n: 40
AES
FIGURE 22-74-00-14300-A SHEET 1

NAVAID PAGE
SEE SHEET 2
NAVAID
STORED ROUTE
POSITION
MONITOR
GPS
MONITOR
SEL NAVAIDS
IRS STATUS
MIX IRS POSITION
RADIO POSITION
NAV MODE
FMGC2 POSITION
NAV MODE
FMGC1 POSITION
RETURN DESELECT
* DESELECT GPS
LIST OF 5
SEL NAVAIDS
SELECTED NAVAIDS
FREEZE
ROUTE
STORED NAVAIDS
INDEX
POSITION MONITOR
A/C STATUS
STORED RWY
RWY
STORED WPT
WPT
DATA
ROUTE
22-74-00 PB001
STORE SEC FPLN
STORE ACTIVE FPLN
CORTE
NEW RTE
NEW RTE
DELETE
STORED RTE
ARPTPAIR
/CORTE
ELEMENTS OF THE RTE
CORTE AIRPORTPAIR
LIST OF ELEMENTS
OF THE ROUTE
FIG OF MERIT
ELV
FREQ
COURSE
CATEGORY
NEW NAVAID
CLASS
DEC OR RWY
FREQ
FREQ
NEW
RWY
LAT/LONG
LAT/LONG
IDENT
DUPLICATE NAME
FIG OF MERIT
STORE
RETURN
ELV
FREQ
CLASS
COURSE
CATEGORY
NEW NAVAID
DEC OR RWY
LAT/LONG
IDENT
FIG OF MERIT DELETE ALL
ELV
FREQ
LAT/LONG
IDENT
TO SELECTED NAVAIDS
(IF ACCESSED FROM THERE)
STORED NAVAIDS
COURSE
CATEGORY
RETURN
CLASS
DEC OR RWY
NAVAID
LAT/LONG
IDENT
@A318/A319/A320/A321
** On A/C 008-099
N_MM_227400_0_AGM6_01_00
Page 28
May 01/12
Revision n: 40
AES
WAYPOINT
FIGURE 22-74-00-14300-A SHEET 2

LENGTH
22-74-00 PB001
STORE
RETURN
SAME AS STORED
RWY WITH THE
FIELDS BLANK
NEW RWY
NEW RWY
DELETE ALL
CRS
ELV
LAT/LONG
IDENT
STORED RWY
DETAILS
RUNWAY
RETURN
STORE
SAME AS STORED
WPT WITH THE
FIELDS BLANK
NEW WPT
NEW WPT
ENG TYPE
A/C STATUS
A/C TYPE
ACTIVATE
CROSSLOAD
STORAGE BY CREW
ACTIVE NAV DB
DIR TO
NEW DEST
INIT A
NEW NAVAID
ALTN
AND FIGURE OF MERIT
GROUND SPEED, MODE,
POSITION, TRUE TRACK,
GPS1 AND GPS2
GPS MONITOR
PERF FACTOR
SECOND NAV DB
A/C STATUS
STORED RWY
DELETE ALL
RWY
LAT/LONG OR
PBD OR PB/PB
STORED WPT
WPT
DATA
NAVAID
STORED ROUTE
POSITION
MONITOR
GPS
MONITOR
ROUTE
STORED NAVAIDS
INDEX
IDENT
STORED WPT
PBD OP PB/PB
LAT/LONG
IDENT
@A318/A319/A320/A321
** On A/C 008-099
N_MM_227400_0_AGM6_02_00
Page 29
May 01/12
Revision n: 40
AES
VIA
VIA
FPLNA
TIME
BRG
TIME
BRG
TIME
SPD/ALT
DIST
SPD/ALT
DIST
SPD/ALT
FIGURE 22-74-00-14400-A SHEET 1

VIA/GO TO
ALTN
INSERT *
NEW DEST
RETURN
HOLD
NEXT WPT
OFFSET
ARRIVAL
ENABLE ALTN
DEPART
(LAT/LONG OF WPT)
LAT REV AT WPT
DEST INFORMATION
WPT
WPT
WPT
FPLN
INSERT *
TIME/FUEL
RETURN
LIST OF
ALTN
TRK/DIST
EXTRA
INSERT *
ALTN FOR DEST
RETURN
LAST EXIT
TIME DIST
TURN
INB CRS
HOLD AT WPT
N/P
VIA
VIA
FUEL
FUEL
FUEL
FPLNA
DIST
DIST
ALT CSTR
STEP PRED
22-74-00 PB001
INSERT *
RETURN TO THE FPLN

PAGE LAST DISPLAYED
RETURN
DELETE STEP
STEP POINT WIND
STEP ALT
WIND
WIND
WIND
UTC CSTR
STEP AT WPT
RETURN
WIND
QNH
SPD CSTR
SPD LIM
VERT REV AT WPT

(EFOB/EXTRA)
DEST INFORMATION
WPT
WPT
WPT
@A318/A319/A320/A321
** On A/C 008-099
N_MM_227400_0_AHM6_01_00
Page 30
May 01/12
Revision n: 40
AES
N/P
INSERT *
FIGURE 22-74-00-14400-A SHEET 2

INSERT *
22-74-00 PB001
RETURN
INSERT *
LIST OF FINALS
AND FEATURES
ARRIVALS
RETURN
LIST OF SIDS AND

ENROUTE TRANS
EOSID
DEPARTURES
RETURN
AND FEATURES
LIST OF RWYS
DEPARTURES
N/P
ARRIVALS
RETURN
INSERT *
LIST OF STARTS AND

ENROUTE TRANS
APPR VIAS
VIA
VIA
TIME
BRG
TIME
BRG
TIME
SPD/ALT
SPD/ALT
DIST
SPD/ALT
DIST
RETURN
RETURN TO THE FPLN

PAGE LAST DISPLAYED
RETURN
TRANSITIONS
LIST OF APPR
APPR VIAS
ALTN
INSERT *
NEW DEST
HOLD
VIA/GO TO
ENABLE ALTN
NEXT WPT
OFFSET
ARRIVAL
DEPART
(LAT/LONG OF WPT)
LAT REV AT WPT
DEST INFORMATION
WPT
WPT
WPT
FPLNA
FPLN
SEE
SHEET 1
@A318/A319/A320/A321
** On A/C 008-099
N_MM_227400_0_AHM6_02_00
Page 31
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
PROG
FUEL PRED
N_MM_227400_0_AJM6_01_00
AES
FIGURE 22-74-00-14500-A SHEET 1

22-74-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
ON PFD AND MCDU

MESSAGE FROM FMGC(AMBER)
SPEED
ALT
HDG
ON ND AND MCDU
GS 201 TAS 200

330 / 20
AP1
FD1
A/THR
SET SPD AUTO
VOR APP
DLG/065
5.8 NM
18:35
340
320
20
20
10
10
290
ATH
FF33R
LGAT
33R
40
20
00
300
280
10
.5R
10
190
260
VOR 1
DOMM
12 .5NM
STD
780
35
SPECIF
VOR UNAVAIL
MESSAGE(AMBER)
ON MCDU ONLY
MCDU
MENU
1L
FMGC
1R
2L
ACARS
2R
3L
AIDS
3R
4L
CFDS
(REQ)
4R
5L
5R
6L
RETURN
6R
SELECT DESIRED SYSTEM
MESSAGE (WHITE)
N_MM_227400_0_AKM6_01_00
AES
FIGURE 22-74-00-15300-A SHEET 1

22-74-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
TOP
NEW MESSAGE
MESSAGE
QUEUE
BOTTOM
"BOTTOM"
MESSAGE LOST
MSG N
TOP
NEW MESSAGE
MESSAGE
DELETED
MSG N
BOTTOM
N_MM_227400_0_ALM6_01_00
AES
FIGURE 22-74-00-16000-A SHEET 1

22-74-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321

** On A/C 003-007
1.
General
(Ref. Fig. 22-75-00-11200-A - FMGC - EIS Interface)
The EIS Navigation Display (ND) is derived from the flight plan data, data selected via the FCU and dynamically
changing data such as aircraft present position, wind speed and direction, ground speed, track, etc. FM (Flight
Management) data transmitted to the ND is divided into two groups: dynamic and
Each FMGC sends one EIS output bus (high speed) to the 3 DMCs. The DMC which operates on side 1 uses
FMGC1 data, and the DMC which operates on side 2 uses FMGC2 data. If one FMGC EIS bus is no longer valid, the
DMC(s) which normally use its data will automatically switch over to the EIS bus of the other FMGC. If the EIS bus
of the first FMGC is valid, the DMC(s) will revert to it. If the two FMGC EIS buses are not valid, the DMC(s) will
permanently switch from one to the other until finding a valid one.
Meanwhile, the amber message MAP NOT AVAIL will be displayed on the ND (if they are in ROSE-NAV or ARC or
PLAN modes).
It is possible to select the display mode, the display range, and various display options on the FCU. The selectable
modes are ARC, ROSE-VOR, ROSE-ILS, ROSE-NAV, and PLAN. The range selections available are 10, 20, 40, 80,
160 and 320 NM. Terminal area ranges are defined as 10, 20, 40 or 80 NM. En route ranges included 160 and 320
NM. The various pushbutton switch display options available are waypoints, navaids, nondirectional beacons,
airports, and waypoint constraints. The next paragraphs detail the edit areas associated with the selectable modes,
the available display symbols, the pushbutton switch options and their display rules and the flight plan displays. If
data coming from the FCU is invalid, default mode and range selections of ROSE-NAV and 80 NM are used.
(Ref. Fig. 22-75-00-11300-A - Different Modes on ND)
AES
22-75-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-007
2.
System Description
A.
EDIT Area Definition
(1) ARC (MAP) Mode

(Ref. Fig. 22-75-00-12700-A - ARC Mode EDIT Area)
The edit area in ARC mode is rectangular and varies in size according to the range selection on the FCU.
The ND is oriented heading up with the aircraft position at the bottom of the CRT at the intersection of
the horizontal and vertical axes. The horizontal axis is the lateral axis of the aircraft and the vertical axis is
the current heading of the aircraft. The heading is magnetic referenced.
The table below defines the distances used for determining the dimensions of the edit area with respect to
the range selected on the FCU. The range is from the aircraft present position to the scale line near the top
of the screen. Data is displayed from the bottom of the screen area to the scale line.
ARC Edit Area Variation:
------------------------------------------------------------------------------!
!
RANGE (NM) SELECTED
!
!
PARAMETER
!-------------------------------------------------------!
!
!
10
!
20
!
40
!
80
!
160
!
320
!
!---------------------!--------!--------!--------!--------!---------!---------!
! AHEAD OF AIRCRAFT ! 10.5 ! 20.5 ! 40.5 ! 80.5 ! 160.5 ! 320.5 !
!
!
!
!
!
!
!
!
! BEHIND AIRCRAFT
!
3.5 !
7
! 14
! 28
!
56
! 112
!
!
!
!
!
!
!
!
!
! BESIDE AIRCRAFT
!
8.3 ! 16.6 ! 33.2 ! 66.4 ! 132.8 ! 265.6 !
------------------------------------------------------------------------------(2) ROSE Mode
(Ref. Fig. 22-75-00-12900-A - ROSE-NAV Mode EDIT Area)
There are three ROSE modes for which data must be provided: ROSE-VOR, ROSE-ILS and ROSE-NAV.
ROSE-VOR and ROSE-ILS do not have defined edit areas, therefore only the data specified below are
provided when these modes are selected:
. ROSE-VOR : Dynamic data only are provided
. ROSE-ILS : Dynamic data only are provided.
The edit area in ROSE-NAV mode is rectangular and varies in size according to the range selection on the
FCU.
The ND is oriented heading up with the aircraft in the center of the CRT. The heading is magnetic
referenced. The following table defines the distance used for determining the dimensions of the edit area
with respect to the range selected on the FCU. The range is the diameter of the external scale circle. Data
is displayed on the whole screen surface defined by the circle. Additionally the VOR course is provided if
any has been selected.
ROSE-NAV Edit Area Variation:
------------------------------------------------------------------------------!
!
RANGE (NM) SELECTED
!
!
PARAMETER
!-------------------------------------------------------!
!
!
10
!
20
!
40
!
80
!
160
!
320
!
!---------------------!--------!--------!--------!--------!---------!---------!
! AHEAD OF AIRCRAFT !
7.6 ! 14.7 ! 28.9 ! 57.3 ! 114.1 ! 227.7 !
!
!
!
!
!
!
!
!
! BEHIND AIRCRAFT
!
7.1 ! 14.2 ! 28.4 ! 56.8 ! 113.6 ! 227.2 !
!
!
!
!
!
!
!
!
! BESIDE AIRCRAFT
!
7.1 ! 14.2 ! 28.4 ! 56.8 ! 113.6 ! 227.2 !
-------------------------------------------------------------------------------
AES
22-75-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
(3) PLAN Mode
(Ref. Fig. 22-75-00-13100-A - PLAN Mode EDIT Area)
The EDIT area in PLAN mode is square and varies in size according to the range selection on the FCU.
The area of the square is based on a two-dimensional axis with the Map Reference Point (MRP) at the
intersection of two axes in the center of the square. The vertical axis is referenced to true North and the
horizontal axis is perpendicular to it. The following table defines the distances used for determining the
dimensions of the edit area with respect to the range selected on the FCU.
The range is the diameter of the external scale circle. Data is displayed on the screen surface defined by the
circle.
The MRP is a lateral flight plan waypoint that is defined as a function of the current MCDU page
displayed. If a flight plan page (ACTIVE or SECONDARY) is displayed, the lateral waypoint in 2L of the
page is the MRP. If 2L does not contain a waypoint, the first flight plan waypoint beyond 2L is selected as
the MRP. If any page other than a flight plan page is displayed, the MRP is the TO (active) waypoint.
PLAN Edit Area Variation:
------------------------------------------------------------------------------!
!
RANGE (NM) SELECTED
!
!
PARAMETER
!-------------------------------------------------------!
!
!
10
!
20
!
40
!
80
!
160
!
320
!
!---------------------!--------!--------!--------!--------!---------!---------!
! SQUARE SIDE
!
14
!
28
!
56
!
112 !
224
!
448
!
------------------------------------------------------------------------------B.
Dynamic Data
The dynamic data signals may be grouped into several categories. The categories and the signals they contain
are defined below.
(1) Parameters reflecting current aircraft state
Present position - LAT
Present position - LONG
Track Angle True
Track Angle Mag
Ground Speed
Wind Speed
Wind Direction
A/C gross weight.
(2) Parameters reflecting current position relative to the active leg of the ACTIVE PRIMARY flight plan.
Distance to Active WPT
Time To Go
Bearing To Go
Desired Track
Crosstrack Error
Flight Path Altitude
Linear Vertical Deviation
Active Waypoint Ident.
(3) Radio Tuning Parameters
ADF 1 Frequency
ADF 1 Ident
ADF 2 Frequency
ADF 2 Ident
VOR Display 1 Frequency
VOR Display 1 Ident
VOR Display 1 DME Distance
VOR Display 1 VOR Course
AES
22-75-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
VOR Display 2 Ident
ILS Frequency
ILS Ident
ILS-DME Distance
ILS Course (LOC) (RWY heading).
(4) MCDU Parameters
V1
MDA/MDH
DH
Transition Altitude
Transition level.
(5) Performance Pseudo-waypoints
Level 3 Distance
Speed limit Distance.
(6) Miscellaneous
Landing elevation
There are three digital discrete words transmitted to the EIS. The labels, formats, bit assignments, and
transmission rates of these words are contained in section 22-80.
C.
Flight Plan Display

There are four configurations for which data will be transmitted : ACTIVE, SECONDARY, TEMPORARY and
the dashed F-PLN. These configurations are transmitted only for ARC, ROSE-NAV, or PLAN mode. The display
rules for each configuration according to the mode selection are presented in the subsections that follow.
However, the following general rules apply to all configurations:
. All idents and symbols associated with a terminal area procedure except for the last waypoint in a departure
or the first waypoint in an arrival are not transmitted if an enroute range is selected unless the waypoint is
the active waypoint or the MRP (the origin and destination waypoints are displayed).
. If there are no flight plan legs, the corresponding flight plan vectors will not be transmitted. For example if
the flight plan is the default flight plan (PPOS, F-PLN Discontinuity, End of F-PLN), no vectors are
transmitted.
. A flight plan leg is considered to lie within the edit area for transmission if the origin and/or termination of
the leg lies within the edit area.
(1) ACTIVE flight plan
The ACTIVE flight plan display may consist of the primary and alternate flight plans, missed approach,
offset path, and engine-out SID.
(a) Primary (green continuous line when active)
The active primary flight plan vectors are transmitted for those legs which lie within the defined edit
area under the conditions noted below.
AES
If ARC or ROSE-NAV mode is selected, these vectors are always transmitted.
If PLAN mode is selected these vectors are always transmitted except in the following case:
If a secondary page is displayed on the MCDU of the same side and the conditions necessary for
SECONDARY flight plan sequencing are not satisfied, the active primary flight plan vectors are
not transmitted. In this case the secondary flight plan vectors are displayed (Ref. para. C. (2)).
If LATERAL AUTOCONTROL is armed and the current A/C track is such that it will intercept
the active leg, these vectors are transmitted and a curved path capture is drawn to the active leg
(dynamically updated).
22-75-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
4
If LATERAL AUTOCONTROL is not armed or it is armed without interception, these vectors are
not transmitted in any mode.
In these cases the dashed flight plan vectors are transmitted (green dashed line on the ND).
(Ref. Fig. 22-75-00-14500-A - Flight Plan Examples)
When an overshoot is forecast between two fixed path legs, the display will be contiguous.
(b) Alternate (cyan dashed line on ND when not active)

The active alternate flight plan vectors are transmitted for those legs which lie within the defined edit
area under the conditions noted below:
1
If ARC or ROSE-NAV mode is selected these vectors are transmitted if the alternate flight plan is
displayed on the MCDU of the same side.
If PLAN mode is selected these vectors are transmitted if an alternate flight plan waypoint is the
MRP (Ref. para. A.(3)).
(c) Missed approach (cyan continuous line on ND when not active)

The missed approach vectors are transmitted for those legs which lie within the defined edit area under
the conditions noted below.
1
If ARC or ROSE-NAV mode is selected, these vectors are transmitted if the missed approach is
displayed on the onside MCDU.
If PLAN mode is selected these vectors are transmitted if a missed approach waypoint is the MRP
(Ref. para. A.(3)).
(d) Offset path (yellow dashed line on ND when not active)

The offset path vectors are transmitted for those active primary flight plan legs that lie within the
defined edit area under the conditions noted below.
1
If ARC or ROSE-NAV mode is selected and a parallel offset exists in the flight plan, these vectors
are always transmitted.
If PLAN mode is selected and a parallel offset exists in the flight plan, these vectors are
transmitted if the active primary flight plan vectors are being transmitted.
The offset flight plan is transmitted with the active primary flight plan vectors. The original flight
plan is transmitted in the offset path vectors.
(Ref. Fig. 22-75-00-14600-A - Offset Path)
When an offset exists and a modification is made to the offset (creating a temporary F-PLN), all
3 labels OFST, ACTIVE and TMPY are transmitted to the ND following the defined rules except
in the case of a temporary clear offset flight plan. In this case only the ACTIVE and TMPY
labels would be transmitted.
(e) Engine-out SID (yellow continuous line on ND when not active)

The engine-out SID vectors are transmitted for those legs which lie within the defined edit area under
AES
If PLAN mode is selected, these vectors are transmitted if the engine out mode is not active.
In all modes, these vectors are transmitted:

. if the aircraft is after the diversion point and the engine out mode is active, or
. if the aircraft is before the diversion point, the engine out mode is active but the EOSID has
been erased.
In
.
.
.
all modes, the EOSID is transmitted as a temporary flight plan (Ref. para. C. (3)) if:
the aircraft is before the diversion point,
and the engine-out mode is active,
and the EOSID has neither been inserted nor erased.
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4
Rules 1, 2, 3 apply when the aircraft is between preflight and the sequencing of the last departure
leg.
If the engine out mode is active and the EOSID has been inserted before the diversion point, the
EOSID is transmitted in all modes under the active F-PLN Label.
(2) SECONDARY flight plan (white continuous line on ND when not active)
The SECONDARY flight plan may consist of the Primary and Alternate flight plans, and the Missed
Approach Segment. Transmission of the SECONDARY flight plan vectors includes both the Primary and
Alternate flight plans and the Missed Approach legs. The flight plans are not transmitted separately as they
are for the ACTIVE.
Operation is the same for all modes under the conditions noted below.
(a) The SECONDARY flight plan vectors are transmitted for those legs which lie within the defined edit
area.
(b) The page displayed on the MCDU of the same side is a SECONDARY page.
(c) The secondary flight plan is not identical to the ACTIVE flight plan within the defined edit area.
If secondary flight plan legs are identical to the ACTIVE flight plan legs, those which are identical will
not be transmitted with the SECONDARY flight plan vectors.
(3) TEMPORARY flight plan (yellow dashed line)
The temporary flight plan vectors are transmitted, if a TEMPORARY flight plan exists, for those legs which
lie within the defined edit area.
They are transmitted either as TEMPORARY Primary, TEMPORARY missed approach or TEMPORARY
alternate according to the part of the active F-PLN to which they apply.
Transmission follows the rules for the ACTIVE flight plan except rules 3 and 4 (Ref. Para. C.(1)(a)) which
do not apply for TEMPORARY Primary F-PLN.
If an engine-out condition has been detected, the EOSID will be transmitted as the TEMPORARY flight
plan vectors until it is confirmed or cleared and the aircraft is before the diversion point.
(4) Dashed flight plan (green dashed line)
The dashed flight plan vectors are transmitted for the path which lies within the defined edit area under the
conditions noted below.
(a) If LATERAL AUTOCONTROL (NAV) is neither armed nor engaged and ARC or ROSE-NAV mode is
selected, the active flight plan vectors are transmitted under the DASHED F-PLN label.
The ACTIVE F-PLN label is not transmitted.
(b) If LATERAL AUTOCONTROL is not armed, and PLAN mode is selected, DASHED F-PLN vectors are
only sent if the secondary flight plan vectors are not being transmitted.
(c) If LATERAL AUTOCONTROL is armed but the current A/C track will not intercept the active leg,
operation is per rules above.
D. Symbols
(1) Waypoints
If the flight plan contains the same waypoint in more than one position in the flight plan (primary, alternate
or temporary), transmission of the symbol ident, and any associated constraint data, if appropriate (i.e. the
waypoint constraint option has been selected) will occur only once.
(a) Active waypoint (white)
If an active leg exists in the ACTIVE flight plan, the termination of the leg is called the active
waypoint symbol except in the cases noted below.
1
AES
The waypoint is an NDB and the NDB pushbutton option has been selected. In this case, the
waypoint is transmitted as an NDB.
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2
The waypoint is a navaid and the navaid pushbutton switch option has been selected, or it is a
tuned navaid. In either case the waypoint is transmitted as a navaid or tuned navaid.
The waypoint is an airport (or an associated RWY) and the airport pushbutton switch option has
been selected or it is the destination waypoint. In either case, the appropriate airport symbol is
transmitted.
The waypoint is the termination of a FM or VM leg. In this case, no waypoint symbol will be
transmitted.
(b) Flight plan waypoints (green)

For the ND, flight plan waypoints are defined as the termination waypoints of all legs including the
FROM waypoint (except for PPOS), but excluding the active waypoint and origin and destination
waypoints. The waypoint must be within the edit area. The flight plan waypoint symbol will not be
transmitted if any of the conditions described in para. (a) are true. In those cases, the display follows
the rules in para. (a).
(c) Pseudo waypoints
(Ref. Fig. 22-75-00-15300-A - Pseudo Waypoints on the ND)
The pseudo waypoints transmitted for display on the ND are subset of the performance predicted
pseudo waypoints.
The pseudo waypoint symbols are transmitted for the active primary flight plan and for the following
mode selections:
1 - ARC
2 - PLAN
3 - ROSE-NAV.
The logic of display is given in the following pages:
AES
LEVEL 1 (magenta)
This is a pseudo waypoint located on the F-PLN when the following conditions are true:
. LAT AUTO CONTROL engaged and
. a level segment is predicted below the FCU alt and a CLB segment is armed or active
or
. a level segment is predicted and FINAL DES mode is engaged
or
. a level segment is predicted above the FCU alt and a DES segment is armed or active.
This pseudo waypoint is located at the level capture point.
LEVEL 2 (cyan)
This pseudo waypoint is located at the FCU capture altitude on the F-PLN if LAT AUTO
CONTROL is active.
It is displayed if a climb or a descent segment is active or armed.
LEVEL 3 distance (cyan)

This pseudo-waypoint is defined as a distance corresponding to the point where the A/C will
capture the FCU altitude when not in LAT AUTO CONTROL assuming the A/C will maintain the
selected track until FCU altitude.
It is replaced by LEVEL 2 when a PRE-NAV engage path exists.
. Intercept point 1 (white)
When LAT AUTO CONTROL and either V/S, FPA, OPEN DES or EXPEDITE mode are
active, it is located where the A/C intercepts the preplanned descent path.
Note that this point is only displayed if the A/C intercepts the descent path before the FCU
altitude.
. Intercept point 2 (cyan)
This point is defined as intercept point 1 above, except that it is displayed when DES mode is
engaged until the aircraft captures the path.
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.
AES
T/D 1 (white)
This pseudo-waypoint is the next predicted start of descent point from FCU altitude located
on the F-PLN. It is displayed when the A/C is flying level in descent or approach phases and
no descent segment is armed nor engaged. It is also displayed during a descent segment after
a LEVEL 2 pseudo-waypoint.
It is also displayed when the flight phase is neither descent nor approach:
. at the step start point (if a preplanned step descent exists) otherwise at the top of descent
or
. at the descent or approach path point which is predicted to be reached while climbing if the
CRZ FL cannot be reached due to a too short F-PLN.
This pseudo-waypoint is displayed only if LAT AUTO control is engaged, or flight phase is
preflight.
T/D 2 (cyan)
This pseudo-waypoint is the next predicted start of descent point located on the F-PLN.
It is displayed if the following conditions are satisfied:
. A/C in LEVEL segment and a DES segment armed (it is then the start of descent from
present altitude)
or
. A/C in DESCENT segment, and LEVEL 1 displayed (it is then the start of descent from the
constraint altitude)
or
. FINAL DESCENT is armed and the aircraft is on or below path in level flight below DECEL
ALT (it is then the start of descent from current altitude)
or
. FINAL DESCENT is armed with aircraft not in level flight, with CLR ALT below DECEL
ALT, with LEVEL 2 on or below path (it is then the start of descent from clearance altitude)
S/C 1 (start of climb) (white)
This pseudo waypoint is the next predicted start of climb point from FCU altitude located on
the F-PLN.
It is displayed only if LAT AUTO CONTROL is engaged.
One of the following conditions must be satisfied:
. LEVEL segment and a climb is predicted down path and is not armed
. CLIMB segment: then it is the start of climb from FCU altitude (if any a level off is
predicted at that altitude prior to that point).
This includes the step climb point.
S/C 2 (cyan)
This pseudo waypoint is the next predicted start of climb located on the F-PLN.
It is displayed if the following conditions are true:
. LEVEL segment and CLB segment is armed (it is then the start of climb from present
altitude)
or
. CLB segment and LEVEL 1 is displayed (it is then the start of climb from the constraint
altitude).
Constrained waypoint 1 (magenta)
If COND A* is false and A/C in LAT AUTO CONTROL, it is displayed at F-PLN waypoints
where altitude constraints are defined and predicted satisfied. This applies only for the CLB
constraints in CLB or TAKE OFF phases and for the DES constraints in CRZ, DES and
APPROACH.
Constrained waypoint 2 (amber)
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where altitude constraints are defined and predicted not satisfied. This applies only for the
CLB constraints in CLB or TAKE OFF phases and for the DES constraints in CRZ, DES and
APPROACH phases.
Constrained waypoint 3 (white)
If COND A* is true and A/C in LAT AUTO CONTROL, it is displayed at the TO waypoint if
an altitude constraint is defined at that waypoint.
* COND A = A/C in V/S, FPA, EXPEDITE, OP.CLB, or OP.DES mode.
Speed change 1
This pseudo-waypoint is displayed if LAT AUTO CONTROL is active or a PRE-NAV engage
path exists and SPEED AUTO CONTROL is engaged and EXPEDITE mode is not engaged.
It is located on the F-PLN at the next point where the system predicts a speed change.
It cannot be located more than 20 NM distance or 6000 ft altitude before the point where the
new speed must be reached.
No speed change can be displayed:
. at acceleration altitude
. for speed limit unless CLR ALT is beyond SPD LIM ALT
. on a too steep path.
When a PRE-NAV engage path exists, it can be displayed only for a speed limit.
Speed limit distance
This pseudo-waypoint is defined if LAT AUTO CONTROL is not active and gives the distance
from the current A/C position where the speed target is predicted to change due to speed
limit, assuming the A/C will maintain the selected track until that point.
This distance is such that the deceleration does not start before 6000 ft above speed limit
altitude in descent. It is replaced by a speed change if a PRE-NAV engage path exists.
Decel point
This pseudo-waypoint is displayed, when it is computed, where the start of deceleration is
predicted for approach, according to the profile.
(d) Origin/Destination airports (white color)

If an origin and/or destination exists in the active or secondary flight plan, it is transmitted with the
origin/destination waypoint symbol under the conditions noted below.
AES
The origin/destination waypoint symbol is transmitted for the origin/destination waypoint of the
corresponding flight plan (i.e. only for the flight plan being transmitted).
If the waypoint is the alternate origin waypoint (equal to the primary destination) it will not be
transmitted (only the primary destination will be transmitted).
The manner in which the symbol is transmitted depends upon whether or not the destination is a
runway or airport and the range selected.
These cases are noted below.
If the origin/destination waypoint is an airport, the airport is transmitted.
If the origin/destination waypoint is a runway and an enroute range is selected the runway is
transmitted including the airport and runway idents and the heading with respect to true north
(note that if it is the origin the runway heading with respect to true north is displayed and the
destination is runway heading + 180 degrees).
If the origin/destination waypoint is a runway and a terminal area range is selected, the runway is
transmitted including the airport and runway idents, the heading with respect to true north and
the paved length of the runway.
If the waypoint constraints pushbutton option is selected and the origin/destination waypoint has
constraints associated with it, the constraint data is displayed unless the origin/destination is the
FROM waypoint (Ref. para. E. (5)).
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(2) Tuned navaids (cyan color)
If a navaid is being tuned for MCDU and it is within the defined edit area the tuned navaid symbol will be
transmitted. The navaids being tuned on both FMGCs are transmitted.
The navaid types that may be tuned and the label used for transmission are listed below.
------------------------------------------------------------------!
TUNED NAVAID
!
LABEL
!
!-----------------------------------------!-----------------------!
!
DME only
!
Tuned DME
!
!
TACAN
!
Tuned DME
!
!
VOR only
!
Tuned VOR
!
!
VORTAC
!
Tuned VORTAC
!
!
Collocated VOR/DME
!
Tuned VORTAC
!
!
Non-collocated VOR/DME
!
Tuned VORTAC
!
!
Non-collocated VORTAC
!
Tuned VORTAC
!
!
ADF
!
Tuned ADF
!
------------------------------------------------------------------(3) Holding patterns (white color)
If a holding pattern exists in the ACTIVE PRIMARY or ALTERNATE or TEMPORARY or SECONDARY
flight plan, the holding pattern symbol is transmitted under the following conditions:
. The corresponding flight plan is being transmitted
. The holding pattern fix is within the defined edit area
. The range selection is enroute, or the range selection is terminal and the holding pattern is not the
active or next leg.
If the range selection is terminal and the holding pattern is the active or next leg in the active primary FPLN and the entry into the holding pattern is determined to be a direct entry, then the computed holding
pattern is displayed with no entry transition.
If the range selection is terminal and the holding pattern is the active or next leg in the active primary FPLN and the entry is determined to be a teardrop or parallel entry, the entry transition will be displayed.
For HF legs, only the entry transition is shown; for HA and HM legs, the entry transition and the computed
holding pattern will be displayed until the A/C crosses the fix if it is predicted that the holding will be flown
upon crossing the fix. Otherwise only the entry will be displayed.
If the holding pattern is the active or next leg in the SECONDARY or TEMPORARY F-PLN, then the
computed holding pattern is displayed with no entry transition.
The holding pattern and/or entry transition are not displayed for the ALTERNATE F-PLN.
If the active leg is a HX leg and the holding pattern has been modified, the original holding pattern only is
displayed until the holding fix is crossed. Then the new holding pattern and its entry transition (if any)
replace it on the ND.
(4) Procedure turns (white color)
If a procedure turn exists in the ACTIVE PRIMARY or ALTERNATE or TEMPORARY or SECONDARY
flight plan, the procedure turn symbol is transmitted under the following conditions.
. The corresponding flight plan is being transmitted.
. The procedure turn fix is within the defined edit area.
. The range selection is enroute or the range selection is terminal and the procedure turn is not the active
or next leg.
If the terminal area range is selected and the procedure turn is the active or next leg, the actual path of the
procedure turn is transmitted.
E.
AES
Pushbutton Switch Options

The FCU has five pushbutton switches which allow selection of various display options. When any of these
options has been selected and all of the selected facilities are not to be displayed (full up buffer) a message will
be displayed on the ND. (This message is generated by the DMC).
These options are displayed on the ND in magenta.
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(1) Waypoints (WPT)
When the waypoints pushbutton switch option is selected, all waypoints in the NAV data base and all
stored waypoints that meet the following criteria are transmitted as map background data.
. Waypoint position defined in the NAV data base is within the EDIT area.
. The waypoint is not a flight plan waypoint or the active waypoint.
. If a terminal range is selected, the waypoint must be classified as terminal or terminal/enroute.
. If an enroute range is selected, the waypoint must be classified as enroute or terminal/enroute.
(2) NAVAIDS (VOR.D)
When the navaids pushbutton switch option is selected all NAV Data Base VOR and/or DMEs and all
stored Navaids that meet the following criteria are transmitted as map background data.
. Navaid position defined in the NAV Data Base is within the edit area.
. The navaid is one of the following types:
. VOR only
. DME only
. VORTAC (collocated or non-collocated)
. VORDME (collocated or non-collocated)
. TACAN
. DME part of ILS/DME (collocated or non-collocated).
. The navaid is not selected to be output as a tuned navaid.
For non-collocated VOR/DME and non-collocated VORTAC two symbols are transmitted, one for the VOR
(at VOR location) and one for the DME or TACAN (at corresponding location).
(3) Nondirectional beacons (NDB)
When the nondirectional beacons pushbutton switch option is selected, all NDBs in the NAV Data Base
that lie within the defined edit area are transmitted as map background data.
(4) Airports (ARPT)
When the airports pushbutton switch option is selected all airports in the NAV Data Base and all stored
airports that meet the following criteria are transmitted as map background data:
. The airport position defined in the NAV Data Base is within the edit area.
. The aircraft is not the origin or destination airport.
(5) Waypoint constraints (CSTR)
When the waypoint constraints pushbutton switch option is selected all speed, time and altitude constraints
for all flight plan waypoints excluding the FROM waypoint are transmitted as map background data. Note
that navaids, airports, and nondirectional beacons may also be waypoints in the flight plan, therefore
constraints will be displayed for these. If an altitude window constraint exists, both altitudes will be
displayed with the AT OR BELOW constraint displayed directly above the AT or ABOVE constraint.
AES
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** On A/C 003-007
CAPT
ND
F/O
ND
DMC 1
DMC 3
DMC 2
FCU
FMGC 2
EIS BUS
EIS BUS
FMGC 1
(EIS 1)
(EIS 2)
N_MM_227500_0_AAM0_01_00
AES
FIGURE 22-75-00-11200-A SHEET 1

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AES
ADF 1
TOE
10
200 TAS 210
210/35
GS
1R
FIGURE 22-75-00-11300-A SHEET 1

LFBO
331
GS
160
GEN
TILT
TOU
tal
3 OC
80
22-75-00 PB001
BOL
PLAN
7L
BRACO
FRZ
OM 33
388 TAS 394

249/16
ROSENAV
TOE
TOE/163
10 .5NM
18:35
PUMA
ANC
18:35
33NM
BRACO/097
37 NM
TOU
VOR1
230"
165 TAS 150

095/20
GS
ROSEVOR
103
CGC M
VOR1
230"
NM
394 TAS 388

249/16
GS
TOU
VOR1 117 .70

CRS 010
TAS
ARC
15 .3 NM
VOR1
TOU M
165
095/20
GS
150
CAL
3.0
TILT
18:35
LMG/004
93 NM
ROSEILS
ILS APP.
ILS2 109 .30

CRS 327
TBN
@A318/A319/A320/A321
** On A/C 003-007
33
N_MM_227500_0_ABM0_01_00
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** On A/C 003-007
CURRENT HEADING
EDIT AREA BOUNDARY

AHEAD OF
AIRCRAFT
VIEWABLE BOUNDARY
OF ND
AIRCRAFT PRESENT
POSITION
LATERAL AXIS OF
AIRCRAFT
BEHIND
AIRCRAFT
N_MM_227500_0_ACM0_01_00
AES
FIGURE 22-75-00-12700-A SHEET 1

ARC Mode EDIT Area
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CURRENT HEADING
AHEAD OF
AIRCRAFT
EDIT AREA BOUNDARY

VIEWABLE BOUNDARY
OF ND
AIRCRAFT PRESENT
POSITION
LATERAL AXIS OF
AIRCRAFT
BEHIND
AIRCRAFT
N_MM_227500_0_ADM0_01_00
AES
FIGURE 22-75-00-12900-A SHEET 1

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TRUE NORTH
EDIT AREA BOUNDARY
VIEWABLE BOUNDARY
OF ND
MAP REFERENCE POINT
(MRP)
N_MM_227500_0_AEM0_01_00
AES
FIGURE 22-75-00-13100-A SHEET 1

PLAN Mode EDIT Area
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GS 394 TAS 388
185 / 16
ABC
BRACO
. 2R
FLIGHT PLAN (WITHOUT CAPTURE)
GS 394 TAS 388
ABC/125
249 / 16
350
NM
18 : 35
ABC
. 2R
FLIGHT PLAN (WITH CAPTURE)

N_MM_227500_0_AFM0_01_00
AES
FIGURE 22-75-00-14500-A SHEET 1

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C
D
E
C
D
E
OFFSET PATH VECTORS

ACTIVE PRIMARY FLIGHT PLAN VECTORS
WAYPOINT SYMBOL TRANSMITTED
N_MM_227500_0_AGM0_01_00
AES
FIGURE 22-75-00-14600-A SHEET 1

Offset Path
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PSEUDO WAYPOINTS
DISPLAY ON ND
Level 1
or
(Magenta) for level segment required for

constraints
Level 2
or
(Cyan) FCU altitude
Level 3 distance
or
(Cyan) FCU altitude (see dynamic data)
T/D 1
(White) DES is not armed
T/D 2
(Cyan) DES or FINAL is armed
Start of climb 1
(White) CLB is not armed
Start of climb 2
(Cyan) CLB is armed
Intercept point 1
(White) predicted intercept descent path
Intercept point 2
(Cyan) predicted intercept descent path
Constrained waypoint 1
(Magenta) constraint satisfied
(Amber) constraint violated
(White) constraint not taken into account
Speed change
(Magenta) beginning of acceleration or

deceleration segment

deceleration segment (see dynamic data)
Decel
Start of deceleration for approach

N_MM_227500_0_BAM0_01_00
AES
FIGURE 22-75-00-15300-A SHEET 1

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** On A/C 008-099
1.
General
(Ref. Fig. 22-75-00-11200-A - FMGC - EIS Interface)
The EIS Navigation Display (ND) is derived from the flight plan data, data selected via the FCU and dynamically
changing data such as aircraft present position, wind speed and direction, ground speed, track, etc. FM (Flight
Management) data transmitted to the ND is divided into two groups: dynamic and
Each FMGC sends one EIS output bus (high speed) to the 3 DMCs. The DMC which operates on side 1 uses
FMGC1 data, and the DMC which operates on side 2 uses FMGC2 data. If one FMGC EIS bus is no longer valid, the
DMC(s) which normally use its data will automatically switch over to the EIS bus of the other FMGC. If the EIS bus
of the first FMGC is valid, the DMC(s) will revert to it. If the two FMGC EIS buses are not valid, the DMC(s) will
permanently switch from one to the other until finding a valid one.
Meanwhile, the amber message MAP NOT AVAIL will be displayed on the ND (if they are in ROSE-NAV or ARC or
PLAN modes).
It is possible to select the display mode, the display range, and various display options on the FCU. The selectable
modes are ARC, ROSE-VOR, ROSE-ILS, ROSE-NAV, and PLAN. The range selections available are 10, 20, 40, 80,
160 and 320 NM. Terminal area ranges are defined as 10, 20, 40 or 80 NM. En route ranges included 160 and 320
NM. The various pushbutton switch display options available are waypoints, navaids, nondirectional beacons,
airports, and waypoint constraints. The next paragraphs detail the edit areas associated with the selectable modes,
the available display symbols, the pushbutton switch options and their display rules and the flight plan displays. If
data coming from the FCU is invalid, default mode and range selections of ROSE-NAV and 80 NM are used.
(Ref. Fig. 22-75-00-11300-A - Different Modes on ND)
AES
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2.
System Description
A.
EDIT Area Definition

(1) ARC (MAP) Mode
(Ref. Fig. 22-75-00-12700-A - ARC Mode EDIT Area)
The edit area in ARC mode is rectangular and varies in size according to the range selection on the FCU.
The ND is oriented heading up with the aircraft position at the bottom of the CRT at the intersection of
the horizontal and vertical axes. The horizontal axis is the lateral axis of the aircraft and the vertical axis is
the current heading of the aircraft. The heading is magnetic referenced.
The table below defines the distances used for determining the dimensions of the edit area with respect to
the range selected on the FCU. The range is from the aircraft present position to the scale line near the top
of the screen. Data is displayed from the bottom of the screen area to the scale line.
ARC Edit Area Variation:
Time To Go
Bearing To Go
Desired Track
Crosstrack Error
(3) ROSE Mode

(Ref. Fig. 22-75-00-13000-A - ROSE-NAV Mode EDIT Area)
There are three ROSE modes for which data must be provided: ROSE-VOR, ROSE-ILS and ROSE-NAV.
ROSE-VOR and ROSE-ILS do not have defined edit areas, therefore only the data specified below are
provided when these modes are selected:
. ROSE-VOR : Dynamic data only are provided
. ROSE-ILS : Dynamic data only are provided.
The edit area in ROSE-NAV mode is rectangular and varies in size according to the range selection on the
FCU.
The ND is oriented heading up with the aircraft in the center of the CRT. The heading is magnetic
referenced. The following table defines the distance used for determining the dimensions of the edit area
with respect to the range selected on the FCU. The range is the diameter of the external scale circle. Data
is displayed on the whole screen surface defined by the circle. Additionally the VOR course is provided if
any has been selected.
ROSE-NAV Edit Area Variation:
------------------------------------------------------------------------------!
!
RANGE (NM) SELECTED
!
!
PARAMETER
!-------------------------------------------------------!
!
!
10
!
20
!
40
!
80
!
160
!
320
!
!---------------------!--------!--------!--------!--------!---------!---------!
! AHEAD OF AIRCRAFT !
7.6 ! 14.7 ! 28.9 ! 57.3 ! 114.1 ! 227.7 !
!
!
!
!
!
!
!
!
! BEHIND AIRCRAFT
!
7.1 ! 14.2 ! 28.4 ! 56.8 ! 113.6 ! 227.2 !
!
!
!
!
!
!
!
!
! BESIDE AIRCRAFT
!
7.1 ! 14.2 ! 28.4 ! 56.8 ! 113.6 ! 227.2 !
------------------------------------------------------------------------------(4) PLAN Mode
(Ref. Fig. 22-75-00-13200-A - PLAN Mode EDIT Area)
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The EDIT area in PLAN mode is square and varies in size according to the range selection on the FCU.
The area of the square is based on a two-dimensional axis with the Map Reference Point (MRP) at the
intersection of two axes in the center of the square. The vertical axis is referenced to true North and the
horizontal axis is perpendicular to it. The following table defines the distances used for determining the
dimensions of the edit area with respect to the range selected on the FCU.
The range is the diameter of the external scale circle. Data is displayed on the screen surface defined by the
circle.
The MRP is a lateral flight plan waypoint that is defined as a function of the current MCDU page
displayed. If a flight plan page (ACTIVE or SECONDARY) is displayed, the lateral waypoint in 2L of the
page is the MRP. If 2L does not contain a waypoint, the first flight plan waypoint beyond 2L is selected as
the MRP. If any page other than a flight plan page is displayed, the MRP is the TO (active) waypoint.
PLAN Edit Area Variation:
------------------------------------------------------------------------------!
!
RANGE (NM) SELECTED
!
!
PARAMETER
!-------------------------------------------------------!
!
!
10
!
20
!
40
!
80
!
160
!
320
!
!---------------------!--------!--------!--------!--------!---------!---------!
! SQUARE SIDE
!
14
!
28
!
56
!
112 !
224
!
448
!
------------------------------------------------------------------------------B.
Dynamic Data
The dynamic data signals may be grouped into several categories. The categories and the signals they contain
are defined below.
(1) Parameters reflecting current aircraft state
Present position - LAT
Present position - LONG
Track Angle True
Track Angle Mag
Ground Speed
Wind Speed
Wind Direction
A/C gross weight.
Time To Go
Bearing To Go
Desired Track
Crosstrack Error
(3) Radio Tuning Parameters
ADF 1 Frequency
ADF 1 Ident
VOR Display 1 Ident
VOR Display 2 Ident
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ILS Frequency
ILS Ident
ILS-DME Distance
ILS Course (LOC) (RWY heading).
(4) MCDU Parameters
V1
MDA/MDH
DH
Transition Altitude
Transition level.
(5) Performance Pseudo-waypoints
Level 3 Distance
Speed limit Distance.
(6) Miscellaneous
Landing elevation
There are three digital discrete words transmitted to the EIS. The labels, formats, bit assignments, and
transmission rates of these words are contained in section 22-80.
C.
Flight Plan Display

There are four configurations for which data will be transmitted : ACTIVE, SECONDARY, TEMPORARY and
the dashed F-PLN. These configurations are transmitted only for ARC, ROSE-NAV, or PLAN mode. The display
rules for each configuration according to the mode selection are presented in the subsections that follow.
However, the following general rules apply to all configurations:
. All idents and symbols associated with a terminal area procedure except for the last waypoint in a departure
or the first waypoint in an arrival are not transmitted if an enroute range is selected unless the waypoint is
the active waypoint or the MRP (the origin and destination waypoints are displayed).
. If there are no flight plan legs, the corresponding flight plan vectors will not be transmitted. For example if
the flight plan is the default flight plan (PPOS, F-PLN Discontinuity, End of F-PLN), no vectors are
transmitted.
. A flight plan leg is considered to lie within the edit area for transmission if the origin and/or termination of
the leg lies within the edit area.
(1) ACTIVE flight plan
The ACTIVE flight plan display may consist of the primary and alternate flight plans, missed approach,
offset path, and engine-out SID.
(a) Primary (green continuous line when active)
The active primary flight plan vectors are transmitted for those legs which lie within the defined edit
area under the conditions noted below.
AES
If ARC or ROSE-NAV mode is selected, these vectors are always transmitted.
If PLAN mode is selected these vectors are always transmitted except in the following case:
If a secondary page is displayed on the MCDU of the same side and the conditions necessary for
SECONDARY flight plan sequencing are not satisfied, the active primary flight plan vectors are
not transmitted. In this case the secondary flight plan vectors are displayed (Ref. para. C. (2)).
If LATERAL AUTOCONTROL is armed and the current A/C track is such that it will intercept
the active leg, these vectors are transmitted and a curved path capture is drawn to the active leg
(dynamically updated).
If LATERAL AUTOCONTROL is not armed or it is armed without interception, these vectors are
not transmitted in any mode.
In these cases the dashed flight plan vectors are transmitted (green dashed line on the ND).
(Ref. Fig. 22-75-00-14600-A - Flight Plan Examples)
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5
(b) Missed approach (cyan continuous line on ND when not active)

The missed approach vectors are transmitted for those legs which lie within the defined edit area under
1
If ARC or ROSE-NAV mode is selected, these vectors are transmitted if the missed approach is
displayed on the onside MCDU.
If PLAN mode is selected these vectors are transmitted if a missed approach waypoint is the MRP
(Ref. para. A.(3)).
(c) Offset path (yellow dashed line on ND when not active)

The offset path vectors are transmitted for those active primary flight plan legs that lie within the
defined edit area under the conditions noted below.
1
If ARC or ROSE-NAV mode is selected and a parallel offset exists in the flight plan, these vectors
are always transmitted.
If PLAN mode is selected and a parallel offset exists in the flight plan, these vectors are
transmitted if the active primary flight plan vectors are being transmitted.
The offset flight plan is transmitted with the active primary flight plan vectors. The original flight
plan is transmitted in the offset path vectors.
(Ref. Fig. 22-75-00-14700-A - Offset Path)
When an offset exists and a modification is made to the offset (creating a temporary F-PLN), all
3 labels OFST, ACTIVE and TMPY are transmitted to the ND following the defined rules except
in the case of a temporary clear offset flight plan. In this case only the ACTIVE and TMPY
labels would be transmitted.
(d) Engine-out SID (yellow continuous line on ND when not active)

The engine-out SID vectors are transmitted for those legs which lie within the defined edit area under
1
If PLAN mode is selected, these vectors are transmitted if the engine out mode is not active.
In all modes, these vectors are transmitted:

. if the aircraft is after the diversion point and the engine out mode is active, or
. if the aircraft is before the diversion point, the engine out mode is active but the EOSID has
been erased.
In
.
.
.
Rules 1, 2, 3 apply when the aircraft is between preflight and the sequencing of the last departure
leg.
If the engine out mode is active and the EOSID has been inserted before the diversion point, the
EOSID is transmitted in all modes under the active F-PLN Label.
all modes, the EOSID is transmitted as a temporary flight plan (Ref. para. C. (3)) if:
the aircraft is before the diversion point,
and the engine-out mode is active,
and the EOSID has neither been inserted nor erased.
(2) SECONDARY flight plan (white continuous line on ND when not active)
The SECONDARY flight plan may consist of the Primary and Alternate flight plans, and the Missed
Approach Segment. Transmission of the SECONDARY flight plan vectors includes both the Primary and
Alternate flight plans and the Missed Approach legs. The flight plans are not transmitted separately as they
are for the ACTIVE.
Operation is the same for all modes under the conditions noted below.
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(a) The SECONDARY flight plan vectors are transmitted for those legs which lie within the defined edit
area.
(b) The page displayed on the MCDU of the same side is a SECONDARY page.
(c) The secondary flight plan is not identical to the ACTIVE flight plan within the defined edit area.
If secondary flight plan legs are identical to the ACTIVE flight plan legs, those which are identical will
not be transmitted with the SECONDARY flight plan vectors.
(3) TEMPORARY flight plan (yellow dashed line)
The temporary flight plan vectors are transmitted, if a TEMPORARY flight plan exists, for those legs which
lie within the defined edit area.
They are transmitted either as TEMPORARY Primary, TEMPORARY missed approach or TEMPORARY
alternate according to the part of the active F-PLN to which they apply.
Transmission follows the rules for the ACTIVE flight plan except rules 3 and 4 (Ref. Para. C.(1)(a)) which
do not apply for TEMPORARY Primary F-PLN.
If an engine-out condition has been detected, the EOSID will be transmitted as the TEMPORARY flight
plan vectors until it is confirmed or cleared and the aircraft is before the diversion point.
(4) Dashed flight plan (green dashed line)
The dashed flight plan vectors are transmitted for the path which lies within the defined edit area under the
conditions noted below.
(a) If LATERAL AUTOCONTROL (NAV) is neither armed nor engaged and ARC or ROSE-NAV mode is
selected, the active flight plan vectors are transmitted under the DASHED F-PLN label.
The ACTIVE F-PLN label is not transmitted.
(b) If LATERAL AUTOCONTROL is not armed, and PLAN mode is selected, DASHED F-PLN vectors are
only sent if the secondary flight plan vectors are not being transmitted.
(c) If LATERAL AUTOCONTROL is armed but the current A/C track will not intercept the active leg,
operation is per rules above.
D. Symbols
(1) Waypoints
If the flight plan contains the same waypoint in more than one position in the flight plan (primary, alternate
or temporary), transmission of the symbol ident, and any associated constraint data, if appropriate (i.e. the
waypoint constraint option has been selected) will occur only once.
(a) Active waypoint (white)
If an active leg exists in the ACTIVE flight plan, the termination of the leg is called the active
waypoint symbol except in the cases noted below.
AES
The waypoint is an NDB and the NDB pushbutton option has been selected. In this case, the
waypoint is transmitted as an NDB.
The waypoint is a navaid and the navaid pushbutton switch option has been selected, or it is a
tuned navaid. In either case the waypoint is transmitted as a navaid or tuned navaid.
The waypoint is an airport (or an associated RWY) and the airport pushbutton switch option has
been selected or it is the destination waypoint. In either case, the appropriate airport symbol is
transmitted.
The waypoint is the termination of a FM or VM leg. In this case, no waypoint symbol will be
transmitted.
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(b) Flight plan waypoints (green)
For the ND, flight plan waypoints are defined as the termination waypoints of all legs including the
FROM waypoint (except for PPOS), but excluding the active waypoint and origin and destination
waypoints. The waypoint must be within the edit area. The flight plan waypoint symbol will not be
transmitted if any of the conditions described in para. (a) are true. In those cases, the display follows
the rules in para. (a).
(c) Pseudo waypoints
(Ref. Fig. 22-75-00-15400-A - Pseudo Waypoints on the ND)
The pseudo waypoints transmitted for display on the ND are subset of the performance predicted
pseudo waypoints.
The pseudo waypoint symbols are transmitted for the active primary flight plan and for the following
mode selections:
1 - ARC
2 - PLAN
3 - ROSE-NAV.
The logic of display is given in the following pages:
AES
LEVEL 1 (magenta)
This is a pseudo waypoint located on the F-PLN when the following conditions are true:
. a level segment is predicted below the FCU alt and a CLB segment is armed or active
or
. a level segment is predicted and FINAL DES mode is engaged
or
. a level segment is predicted above the FCU alt and a DES segment is armed or active.
This pseudo waypoint is located at the level capture point.
LEVEL 2 (cyan)
This pseudo waypoint is located at the FCU capture altitude on the F-PLN if LAT AUTO
CONTROL is active.
It is displayed if a climb or a descent segment is active or armed.
LEVEL 3 distance (cyan)

This pseudo-waypoint is defined as a distance corresponding to the point where the A/C will
capture the FCU altitude when not in LAT AUTO CONTROL assuming the A/C will maintain the
selected track until FCU altitude.
It is replaced by LEVEL 2 when a PRE-NAV engage path exists.
. Intercept point 1 (white)
When LAT AUTO CONTROL and either V/S, FPA, OPEN DES or EXPEDITE mode are
active, it is located where the A/C intercepts the preplanned descent path.
Note that this point is only displayed if the A/C intercepts the descent path before the FCU
altitude.
. Intercept point 2 (cyan)
This point is defined as intercept point 1 above, except that it is displayed when DES mode is
engaged until the aircraft captures the path.
. T/D 1 (white)
This pseudo-waypoint is the next predicted start of descent point from FCU altitude located
on the F-PLN. It is displayed when the A/C is flying level in descent or approach phases and
no descent segment is armed nor engaged. It is also displayed during a descent segment after
a LEVEL 2 pseudo-waypoint.
It is also displayed when the flight phase is neither descent nor approach:
. at the step start point (if a preplanned step descent exists) otherwise at the top of descent
or
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AES
. at the descent or approach path point which is predicted to be reached while climbing if the
CRZ FL cannot be reached due to a too short F-PLN.
This pseudo-waypoint is displayed only if LAT AUTO control is engaged, or flight phase is
preflight.
T/D 2 (cyan)
This pseudo-waypoint is the next predicted start of descent point located on the F-PLN.
It is displayed if the following conditions are satisfied:
. A/C in LEVEL segment and a DES segment armed (it is then the start of descent from
present altitude)
or
. A/C in DESCENT segment, and LEVEL 1 displayed (it is then the start of descent from the
constraint altitude)
or
. FINAL DESCENT is armed and the aircraft is on or below path in level flight below DECEL
ALT (it is then the start of descent from current altitude)
or
. FINAL DESCENT is armed with aircraft not in level flight, with CLR ALT below DECEL
ALT, with LEVEL 2 on or below path (it is then the start of descent from clearance altitude)
S/C 1 (start of climb) (white)
This pseudo waypoint is the next predicted start of climb point from FCU altitude located on
the F-PLN.
It is displayed only if LAT AUTO CONTROL is engaged.
One of the following conditions must be satisfied:
. LEVEL segment and a climb is predicted down path and is not armed
. CLIMB segment: then it is the start of climb from FCU altitude (if any a level off is
predicted at that altitude prior to that point).
This includes the step climb point.
S/C 2 (cyan)
This pseudo waypoint is the next predicted start of climb located on the F-PLN.
It is displayed if the following conditions are true:
. LEVEL segment and CLB segment is armed (it is then the start of climb from present
altitude)
or
. CLB segment and LEVEL 1 is displayed (it is then the start of climb from the constraint
altitude).
Constrained waypoint 1 (magenta)
where altitude constraints are defined and predicted satisfied. This applies only for the CLB
constraints in CLB or TAKE OFF phases and for the DES constraints in CRZ, DES and
APPROACH.
Constrained waypoint 2 (amber)
where altitude constraints are defined and predicted not satisfied. This applies only for the
CLB constraints in CLB or TAKE OFF phases and for the DES constraints in CRZ, DES and
APPROACH phases.
Constrained waypoint 3 (white)
If COND A* is true and A/C in LAT AUTO CONTROL, it is displayed at the TO waypoint if
an altitude constraint is defined at that waypoint.
* COND A = A/C in V/S, FPA, EXPEDITE, OP.CLB, or OP.DES mode.
Speed change 1
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This pseudo-waypoint is displayed if LAT AUTO CONTROL is active or a PRE-NAV engage

path exists and SPEED AUTO CONTROL is engaged and EXPEDITE mode is not engaged.
It is located on the F-PLN at the next point where the system predicts a speed change.
It cannot be located more than 20 NM distance or 6000 ft altitude before the point where the
new speed must be reached.
No speed change can be displayed:
. at acceleration altitude
. for speed limit unless CLR ALT is beyond SPD LIM ALT
. on a too steep path.
When a PRE-NAV engage path exists, it can be displayed only for a speed limit.
This pseudo-waypoint is defined if LAT AUTO CONTROL is not active and gives the distance
from the current A/C position where the speed target is predicted to change due to speed
limit, assuming the A/C will maintain the selected track until that point.
This distance is such that the deceleration does not start before 6000 ft above speed limit
altitude in descent. It is replaced by a speed change if a PRE-NAV engage path exists.
Decel point
This pseudo-waypoint is displayed, when it is computed, where the start of deceleration is
predicted for approach, according to the profile.
(d) Origin/Destination airports (white color)

If an origin and/or destination exists in the active or secondary flight plan, it is transmitted with the
origin/destination waypoint symbol under the conditions noted below.
1
The origin/destination waypoint symbol is transmitted for the origin/destination waypoint of the
corresponding flight plan (i.e. only for the flight plan being transmitted).
If the waypoint is the alternate origin waypoint (equal to the primary destination) it will not be
transmitted (only the primary destination will be transmitted).
The manner in which the symbol is transmitted depends upon whether or not the destination is a
runway or airport and the range selected.
These cases are noted below.
If the origin/destination waypoint is an airport, the airport is transmitted.
If the origin/destination waypoint is a runway and an enroute range is selected the runway is
transmitted including the airport and runway idents and the heading with respect to true north
(note that if it is the origin the runway heading with respect to true north is displayed and the
destination is runway heading + 180 degrees).
If the origin/destination waypoint is a runway and a terminal area range is selected, the runway is
transmitted including the airport and runway idents, the heading with respect to true north and
the paved length of the runway.
If the waypoint constraints pushbutton option is selected and the origin/destination waypoint has
constraints associated with it, the constraint data is displayed unless the origin/destination is the
FROM waypoint (Ref. para. E. (5)).
(2) Tuned navaids (cyan color)

If a navaid is being tuned for MCDU and it is within the defined edit area the tuned navaid symbol will be
transmitted. The navaids being tuned on both FMGCs are transmitted.
The navaid types that may be tuned and the label used for transmission are listed below.
------------------------------------------------------------------!
TUNED NAVAID
!
LABEL
!
!-----------------------------------------!-----------------------!
!
DME only
!
Tuned DME
!
!
TACAN
!
Tuned DME
!
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!
VOR only
!
Tuned VOR
!
!
VORTAC
!
Tuned VORTAC
!
!
Collocated VOR/DME
!
Tuned VORTAC
!
!
Non-collocated VOR/DME
!
Tuned VORTAC
!
!
Non-collocated VORTAC
!
Tuned VORTAC
!
!
ADF
!
Tuned ADF
!
------------------------------------------------------------------(3) Holding patterns (white color)
If a holding pattern exists in the ACTIVE PRIMARY or ALTERNATE or TEMPORARY or SECONDARY
flight plan, the holding pattern symbol is transmitted under the following conditions:
. The corresponding flight plan is being transmitted
. The holding pattern fix is within the defined edit area
. The range selection is enroute, or the range selection is terminal and the holding pattern is not the
active or next leg.
If the range selection is terminal and the holding pattern is the active or next leg in the active primary FPLN and the entry into the holding pattern is determined to be a direct entry, then the computed holding
pattern is displayed with no entry transition.
If the range selection is terminal and the holding pattern is the active or next leg in the active primary FPLN and the entry is determined to be a teardrop or parallel entry, the entry transition will be displayed.
For HF legs, only the entry transition is shown; for HA and HM legs, the entry transition and the computed
holding pattern will be displayed until the A/C crosses the fix if it is predicted that the holding will be flown
upon crossing the fix. Otherwise only the entry will be displayed.
If the holding pattern is the active or next leg in the SECONDARY or TEMPORARY F-PLN, then the
computed holding pattern is displayed with no entry transition.
The holding pattern and/or entry transition are not displayed for the ALTERNATE F-PLN.
If the active leg is a HX leg and the holding pattern has been modified, the original holding pattern only is
displayed until the holding fix is crossed. Then the new holding pattern and its entry transition (if any)
replace it on the ND.
(4) Procedure turns (white color)
If a procedure turn exists in the ACTIVE PRIMARY or ALTERNATE or TEMPORARY or SECONDARY
flight plan, the procedure turn symbol is transmitted under the following conditions.
. The corresponding flight plan is being transmitted.
. The procedure turn fix is within the defined edit area.
. The range selection is enroute or the range selection is terminal and the procedure turn is not the active
or next leg.
If the terminal area range is selected and the procedure turn is the active or next leg, the actual path of the
procedure turn is transmitted.
E.
Pushbutton Switch Options

The FCU has five pushbutton switches which allow selection of various display options. When any of these
options has been selected and all of the selected facilities are not to be displayed (full up buffer) a message will
be displayed on the ND. (This message is generated by the DMC).
These options are displayed on the ND in magenta.
(1) Waypoints (WPT)
When the waypoints pushbutton switch option is selected, all waypoints in the NAV data base and all
stored waypoints that meet the following criteria are transmitted as map background data.
. Waypoint position defined in the NAV data base is within the EDIT area.
. The waypoint is not a flight plan waypoint or the active waypoint.
. If a terminal range is selected, the waypoint must be classified as terminal or terminal/enroute.
. If an enroute range is selected, the waypoint must be classified as enroute or terminal/enroute.
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(2) NAVAIDS (VOR.D)
When the navaids pushbutton switch option is selected all NAV Data Base VOR and/or DMEs and all
stored Navaids that meet the following criteria are transmitted as map background data.
. Navaid position defined in the NAV Data Base is within the edit area.
. The navaid is one of the following types:
. VOR only
. DME only
. VORTAC (collocated or non-collocated)
. VORDME (collocated or non-collocated)
. TACAN
. DME part of ILS/DME (collocated or non-collocated).
. The navaid is not selected to be output as a tuned navaid.
For non-collocated VOR/DME and non-collocated VORTAC two symbols are transmitted, one for the VOR
(at VOR location) and one for the DME or TACAN (at corresponding location).
(3) Nondirectional beacons (NDB)
When the nondirectional beacons pushbutton switch option is selected, all NDBs in the NAV Data Base
that lie within the defined edit area are transmitted as map background data.
(4) Airports (ARPT)
When the airports pushbutton switch option is selected all airports in the NAV Data Base and all stored
airports that meet the following criteria are transmitted as map background data:
. The airport position defined in the NAV Data Base is within the edit area.
. The aircraft is not the origin or destination airport.
(5) Waypoint constraints (CSTR)
When the waypoint constraints pushbutton switch option is selected all speed, time and altitude constraints
for all flight plan waypoints excluding the FROM waypoint are transmitted as map background data. Note
that navaids, airports, and nondirectional beacons may also be waypoints in the flight plan, therefore
constraints will be displayed for these. If an altitude window constraint exists, both altitudes will be
displayed with the AT OR BELOW constraint displayed directly above the AT or ABOVE constraint.
AES
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** On A/C 008-099
CAPT
ND
F/O
ND
DMC 1
DMC 3
DMC 2
FCU
FMGC 2
EIS BUS
EIS BUS
FMGC 1
(EIS 1)
(EIS 2)
N_MM_227500_0_AAM6_01_00
AES
FIGURE 22-75-00-11200-A SHEET 1

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AES
ADF 1
TOE
10
200 TAS 210
210/35
GS
1R
FIGURE 22-75-00-11300-A SHEET 1

LFBO
331
GS
160
GEN
TILT
TOU
tal
3 OC
80
22-75-00 PB001
BOL
PLAN
7L
BRACO
FRZ
OM 33
388 TAS 394

249/16
ROSENAV
TOE
TOE/163
10 .5NM
18:35
PUMA
ANC
18:35
33NM
BRACO/097
37 NM
TOU
VOR1
230"
165 TAS 150

095/20
GS
ROSEVOR
103
CGC M
VOR1
230"
NM
394 TAS 388

249/16
GS
TOU
VOR1 117 .70

CRS 010
TAS
ARC
15 .3 NM
VOR1
TOU M
165
095/20
GS
150
CAL
3.0
TILT
18:35
LMG/004
93 NM
ROSEILS
ILS APP.
ILS2 109 .30

CRS 327
TBN
@A318/A319/A320/A321
** On A/C 008-099
33
N_MM_227500_0_ABM6_01_00
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** On A/C 008-099
CURRENT HEADING
EDIT AREA BOUNDARY

AHEAD OF
AIRCRAFT
VIEWABLE BOUNDARY
OF ND
AIRCRAFT PRESENT
POSITION
LATERAL AXIS OF
AIRCRAFT
BEHIND
AIRCRAFT
N_MM_227500_0_ACM6_01_00
AES
FIGURE 22-75-00-12700-A SHEET 1

ARC Mode EDIT Area
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** On A/C 008-099
CURRENT HEADING
AHEAD OF
AIRCRAFT
EDIT AREA BOUNDARY

VIEWABLE BOUNDARY
OF ND
AIRCRAFT PRESENT
POSITION
LATERAL AXIS OF
AIRCRAFT
BEHIND
AIRCRAFT
N_MM_227500_0_ADM6_01_00
AES
FIGURE 22-75-00-13000-A SHEET 1

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** On A/C 008-099
TRUE NORTH
EDIT AREA BOUNDARY
VIEWABLE BOUNDARY
OF ND
MAP REFERENCE POINT
(MRP)
N_MM_227500_0_AEM6_01_00
AES
FIGURE 22-75-00-13200-A SHEET 1

PLAN Mode EDIT Area
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** On A/C 008-099
GS 394 TAS 388
185 / 16
ABC
BRACO
. 2R
FLIGHT PLAN (WITHOUT CAPTURE)
GS 394 TAS 388
ABC/125
249 / 16
350
NM
18 : 35
ABC
. 2R
FLIGHT PLAN (WITH CAPTURE)

N_MM_227500_0_AFM6_01_00
AES
FIGURE 22-75-00-14600-A SHEET 1

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** On A/C 008-099
C
D
E
C
D
E
OFFSET PATH VECTORS

ACTIVE PRIMARY FLIGHT PLAN VECTORS
WAYPOINT SYMBOL TRANSMITTED
N_MM_227500_0_AGM6_01_00
AES
FIGURE 22-75-00-14700-A SHEET 1

Offset Path
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** On A/C 008-099
PSEUDO WAYPOINTS
DISPLAY ON ND
Level 1
or
(Magenta) for level segment required for

constraints
Level 2
or
(Cyan) FCU altitude
Level 3 distance
or
(Cyan) FCU altitude (see dynamic data)
T/D 1
(White) DES is not armed
T/D 2
(Cyan) DES or FINAL is armed
Start of climb 1
(White) CLB is not armed
Start of climb 2
(Cyan) CLB is armed
Intercept point 1
(White) predicted intercept descent path
Intercept point 2
(Cyan) predicted intercept descent path
(Magenta) constraint satisfied
(Amber) constraint violated
(White) constraint not taken into account
Speed change

deceleration segment

deceleration segment (see dynamic data)
Decel
Start of deceleration for approach

N_MM_227500_0_BAM6_01_00
AES
FIGURE 22-75-00-15400-A SHEET 1

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OPERATION
** On A/C 005-007
1.
AES
General
A.
Aircraft Communication Addressing and Reporting System (ACARS)

Through the ACARS, the Flight Management (FM) section is able to send information or requests to the
ground and in turn receive information or requests from the ground, for information.
The ACARS functions are divided into different categories:
. uplink messages: reception of data allowing flight plan, takeoff and wind data initializations, or requests for
downlink reports sent by the ground station
. downlink messages: sending of flight reports or requests to the ground station for data initialization.
The ACARS function is enabled via two discretes. One is a discrete input received through a program pin
(ACARS option installed). The other is the Datalink enable option within the Nav data base airline policy file
(Ref. Para. 2-D : ACARS Programming Options).
The ACARS function is available only if both of these discretes are in their enabled state. If either discrete is
disabled, then all of the ACARS functions are inhibited, dedicated ACARS prompts are not displayed and
ACARS specific pages cannot be reached.
The interface protocol with the ACARS Management Unit (MU) is based on ARINC 429, ARINC 619 and
ARINC 702 Specifications.
B.
Printer
Two kinds of ACARS information can be printed:
. FMGC-generated information: flight plan initialization, takeoff data, wind data and flight reports
. ACARS-generated information: flight plan initialization, takeoff data, wind data.
These reports are described in Para 2-B.
The interface protocol with the printer is based on ARINC 740 Specification.
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** On A/C 005-007
2.
System Description
A.
ACARS Functions
(1) General description
The different ACARS functions are:
. flight plan initialization data
An uplink message answering a manual request, or automatically sent by the ground. The crew may
send a request for flight plan data to the ground indicating the flight number and/or the company
route. In response to this request, or automatically, the ground sends a flight plan and associated
performance data to the aircraft.
. takeoff data
send a request for takeoff data to the ground relative to up to 2 runways indicating the takeoff
conditions on these runways (configuration, wind, contamination). In response to this request, or
automatically, the ground sends the takeoff speeds associated with up to 4 runways and the takeoff
conditions which have been taken into account to elaborate these takeoff speeds.
. wind data
send a request for wind data to the ground. In response to this request, or automatically, the ground
sends climb, cruise, descent and alternate wind data to the aircraft.
. flight reports
An automatic or manual downlink message. A position or a progress report gives information on the
aircraft actual position or progress and can be sent manually or automatically upon ground request or
preselected trigger conditions. A flight plan or performance data report gives active route information
and can be sent manually or automatically upon ground request.
. broadcast data
A set of data permanently transmitted by the FM to the ACARS MU giving information on aircraft
actual attitude and situation relative to the flight plan
All the uplink data messages can be automatically printed based on the customer programming of a Nav
data base policy file.
(2) Flight plan initialization
The flight plan initialization function allows the request and reception of lateral and vertical flight plan data
as well as related Performance data from a ground based station. The crew may manually send a request
for flight plan initialization data to a ground station indicating a Company Route or Flight Number. In
response to this request, the ground station may send a flight plan and associated performance data to the
aircraft. Additionally, the ground station may send a flight plan and performance data automatically to the
aircraft without a previous solicitation. Flight plan initialization uplinks most commonly is performed when
the aircraft is on the ground.
For a manually-initiated flight plan initialization request, designated messages are downlinked to the
ground station requesting flight plan information and performance data. In response, the ground station
uplinks the appropriate flight plan information and performance data messages to the aircraft. Upon
reception and validation of the uplinked messages, the flight plan information and performance data are
extracted from the messages and utilized by the FM.
When flight plan initialization data is uplinked, it is inserted either automatically (if no active flight plan
exists and if automatic insertion is enabled) or after manual approval, into either the active or secondary
flight plan routes. It is not possible to directly preview the data prior to insertion.
The uplinked flight plan initialization information may concern either the Active or the Secondary flight
plan. Additionally, Alternate flight plan data can be received in association with Active or Secondary flight
plan data.
Active, Active Alternate, Secondary and Secondary Alternate flight plan data can be described as a
company route, a random flight plan or a combination of the two.
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(A random flight plan is an ATC-language described flight plan).
(Ref. Fig. 22-76-00-13000-A - ACARS Flight Plan Initialization - MCDU Operation Nav Data Base
Company Route Entries)
(Ref. Fig. 22-76-00-13100-A - ACARS Flight Plan Initialization - MCDU Operation Downlink Request
Initialization)
(Ref. Fig. 22-76-00-13200-A - ACARS Flight Plan Initialization - MCDU Operation Flight Plan Uplink
Received After Engine Start)
(3) Takeoff data
The takeoff data function allows the request of load information data for up to 2 runways and the reception
of load information data generated by the airline ground based station for up to 4 runways.
The crew may manually send a request for takeoff data to a ground station indicating the departure airport
and runway idents, takeoff center of gravity, gross weight and environmental conditions (baro setting,
runway wind and contamination and temperature). In response, the ground sends takeoff speeds (V1, Vr,
V2) for up to 4 runways. This data may apply to runways different from the ones for which the request was
performed. Uplinked takeoff data may be inserted in the system only for the runway defined in the active
flight plan. Additionally, the ground may send these velocities and related data automatically without a
previous solicitation.
For each uplinked runway, takeoff speeds are computed for max takeoff conditions and optionally for
flexible takeoff conditions.
Two MDCU pages are used by this function:
. the UPLINK TO DATA REQ page which allows the crew to specify and send a request to the ground
. the UPLINK XXX TO DATA page which displays takeoff speeds and parameters received from the
ground for pilot review before insertion into the FM. There are two sets of ACARS TAKEOFF pages:
one for MAX takeoff (XXX = MAX), one for FLEX takeoff (XXX = FLX).
(Ref. Fig. 22-76-00-13300-A - MCDU - ACARS Takeoff Data)
(Ref. Fig. 22-76-00-13400-A - UPLINK TO DATA REQ Page (with Default Values))
(Ref. Fig. 22-76-00-13700-A - UPLINK FLX TO DATA Page (with Uplinked Data Not Inserted))
(Ref. Fig. 22-76-00-13800-A - UPLINK MAX TO DATA page (with Uplinked Data Inserted))
(4) Wind data
The wind data function allows the uplink of forecasted climb, cruise, descent, and alternate atmospheric
data.
This message is received in response to a crew manual request or automatically without any solicitation.
A manual request is initiated from the ACARS FUNCTION page (Ref. Para. D-(1)) or from any available
WIND page. The WIND pages may be accessed on ground from the INIT A page and on ground or in flight
from the VERT REV page.
When winds are manually requested, a downlink request message is sent and is composed of one or more of
the following wind requests depending on flight phase: climb winds, cruise winds, descent winds, alternate
wind.
The subsequent uplink message may contain one or more of the following information: climb winds, cruise
winds descent winds, alternate wind.
When wind data are uplinked, whether automatically or in response to a manual request, the pilot has the
opportunity to view the winds in a temporary store prior to insertion in the receiving flight plan.
The uplinked winds are directly displayed on the WIND pages; one WIND page exists per flight phase
(CLIMB, CRUISE, and DESCENT, with the alternate wind displayed on the DESCENT WIND page). When
inserted, valid uplink wind data overwrites all the previously defined wind data for the corresponding flight
phase.
Winds are sent either by altitude only or by an altitude/waypoint combination depending on the flight
phase:
. in climb and descent, winds are sent by altitude only
. in cruise, winds are sent with the associated flight plan waypoints and are linked to cruise flight levels
defined in the flight plan.
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A manual wind request from a WIND page may be initiated from either the active or secondary flight plan.
The subsequent uplink is then associated to the flight plan from which the request was initiated. Otherwise,
when a wind uplink is received which does not correspond to a pending request, the wind uplink is
associated with active flight plan, when defined.
Same wind pages are defined for primary and for secondary flight plan.
(Ref. Fig. 22-76-00-14000-A - CLIMB WIND Page (without Uplinked Data))
(Ref. Fig. 22-76-00-14100-A - CRUISE WIND Page (with Wind Request Pending))
(Ref. Fig. 22-76-00-14200-A - CLIMB WIND Page (after Reception of Wind Data))
(5) Flight reports
Flight reports provide real-time information to the ground concerning the aircraft current situation and
position. Several types of flight reports are available and consist of a position report, a progress report, a
flight plan report and a performance data report.
The position report provides current aircraft position information to the ground. The progress report
provides data relative to the destination. The flight plan report provides the active lateral flight plan route
to the ground. The performance data report provides the active performance data currently used by the
FM.
Each report is independent of each other.
These reports are sent automatically in response to a ground request or upon satisfying predetermined
conditions, though not all reports have the same activation mechanism. The unique requirements of each
report are given in the following sections.
(a) Position report
(Ref. Fig. 22-76-00-14400-A - REPORT Page (Prompt for Downlink of Position Report))
A position report is sent in response to a ground request or automatically upon crossing a designated
position reporting fix. Position reporting fixes are designated only by the ground in a position report
uplink message.
The position report may also be sent manually via a prompt on the MCDU.
The manual sending of a position report may be inhibited via the Nav data base policy file (Ref. Para.
D-(1)).
Position reports are only sent relative to the active flight plan.
(b) Progress report
A progress report contains data relative to the aircraft arrival time and EFOB at the destination.
This message is sent in response to a ground request or automatically upon crossing a designated
trigger. Specific triggers may be customized by the airline in the Nav data base policy file (Ref. Para.
D-(1).
The progress report cannot be sent manually in a direct manner (e.g. via a dedicated prompt).
However, the message may result from a pilot action (e.g. changing the destination).
Progress reports are only sent relative to the active flight plan.
(c) Flight plan report
The flight plan report allows the transmission of flight plan data from the active route to the ground.
This message is sent either via a manual selection of a prompt on the MCDU or automatically in
response to a ground request.
Manual sending of a flight plan report can be inhibited via the Nav data base policy file (Ref. Para. D(1)).
(d) Performance data report
The performance data report allows the transmission of performance data (weight, fuel, CG, etc.) from
the active route to the ground. This message is sent automatically in response to a ground request for
the performance data report.
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(6) Response downlink messages
(a) Rejection message
When an error has been detected in an uplink message, the rejection message transmits an error code
identifying the reason for rejecting the message.
(b) Response message
When an uplink message has not been rejected by the system, a response message is downlinked
indicating whether it is accepted and inserted in the system by the pilot or cancelled by the pilot.
(7) Broadcast data
This is a set of data which is automatically broadcast by the FM on the output ACARS bus to the ACARS
MU if ACARS is installed.
Use of these data (selection of data, time of transmission to ground, etc.) is entirely defined by the MU.
The transmission protocol of broadcast data is left to the ACARS MU.
Activation or de-activation of downlink transmission is made in the ACARS MU and not in the Nav data
base policy file.
This set of data is not printed by any FM function. Nevertheless, some data may be part of printed reports
or uplink printouts.
Transmitted data are:
. Flight Number
. Active Data Base
. Company Route
. Active Waypoint
. Wind Velocity
. Wind Direction
. Zero Fuel Weight
. Block Fuel
. Fuel On Board
. Aircraft Gross Weight
. Destination Runway (Ref. NOTE)
. Alternate Destination
. Estimated Time of Arrival
. Discrete AP Modes
. Discrete Flight Phase.
NOTE :
B.
Destination Runway is Destination Airport Ident (4 characters) if no runway is defined; else it is

Runway Ident (7 characters).
PRINT Function
The PRINT function allows various FM reports to be printed, either automatically or on manual action.
This function is completely independent of the ACARS function and is available even if the ACARS is not
installed. Additionally, several features of the PRINT function are optionally programmable either through
the Nav data base policy file (Ref. Para. D-(1)) or through manual selection on the MCDU.
Several types of reports can be printed. These include flight plan initialization data, takeoff data, wind data
and flight report data. Flight plan data, takeoff data and wind data can be either data uplinked via the
ACARS or actual system data. Flight report data are available as pre-flight, in-flight and post-flight
information, composed of predicted data, actual data or a combination of the two.
ACARS-generated flight plan initialization, takeoff and wind data may be printed when they are received
and checked by the FM if the automatic print function is activated within the Nav data base policy file and
on the PRINT FUNCTION page.
Current FM flight plan initialization, takeoff and wind data may be printed upon manual action by pushing
the line key adjacent to the PRINT indication on the PRINT FUNCTION page.
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FM-generated flight reports may be automatically printed at predefined events if the automatic print
function is activated within the Nav data base policy file and on the PRINT FUNCTION page or upon
manual action by pushing the line key adjacent to the PRINT indication on the PRINT FUNCTION page.
Generally, a print report initiated by a manual action consists of FM data whereas a report initiated
automatically consists of ACARS uplinked data (an exception occurs for flight reports which may be printed
automatically).
Manually-initiated reports can be generated at any time. However, the printing of the flight plan
initialization, takeoff and wind reports are mutually exclusive of each other; only one present report can be
active at a time, although the print requests may be queued.
While a report is printing (either manually or automatically initiated), triggers for automatic printing of the
same type of report are ignored.
(2) Flight plan initialization report
(a) Automatic printing of uplinked flight plan data
A flight plan initialization report is printed automatically upon reception of a flight plan initialization or
a performance initialization uplink message if the ACARS flight plan initialization function is enabled,
the Auto-print of ACARS Uplinks and Auto-print of Flight Plan Uplink features are enabled within
the Nav data base policy file (Para. D-(1)), and the auto-print option has not been manually disabled
via the PRINT FUNCTION page and the current flight phase is not takeoff.
If both flight plan information and performance data uplink messages are available at the time of the
printing then two separate reports are printed. If performance data is missing at the time of the
printing, the corresponding report is omitted. If the performance data uplink is received separately after
the flight plan data uplink, then only the Title, Date, and Performance Data are printed separatly. The
performance data uplink is rejected if no flight plan data exists; thus no printing is allowed.
(b) Manual printing of active flight plan data
Active flight plan reports (consisting of active flight plan and performance data) are printed upon
manual selection from the PRINT FUNCTION page and contains data associated to the different
waypoints of the active flight plan or to data related to the active flight plan and the performance
data.
Title: for a manual printing of active flight plan data, the title is FM ACTIVE FLIGHT PLAN
INITIALIZATION DATA.
The remainder of information on this report is identical to the uplinked flight plan initialization report
format and content except that existing active flight plan data or data directly related to the active
flight plan is printed followed by a print of the existing active performance data.
(3) Takeoff data
(a) Automatic printing of takeoff data report
A takeoff data initialization report is printed automatically upon reception of a takeoff data
initialization uplink message if the ACARS takeoff data initialization function is enabled, the auto-print
of ACARS uplinks and auto-print of takeoff data uplink features are enabled within the Nav data base
policy file and the auto-print option has not been manually disabled via the PRINT FUNCTION page.
The title is FM UPLINK TAKE OFF DATA.
(b) Manual printing of takeoff data report
The active takeoff data may also be printed upon selection of the manual prompt on the PRINT
FUNCTION page.
In this case, data of the active runway only are printed using the same format as for the uplinked data.
These data correspond to the display on PERF TAKEOFF page.
The title is FM ACTIVE TAKE OFF DATA.
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(4) Wind data
A wind data initialization report is printed automatically upon reception of a Wind Data Initialization uplink
message if the ACARS Wind Data function is enabled, the Auto-print of ACARS Uplinks and Auto-print
of Wind Uplink features are enabled within the Nav data base policy file and the auto-print option has not
been manually disabled via the PRINT FUNCTION page.
The active wind data may also be printed upon selection of the manual print prompt on the PRINT
FUNCTION page (Ref. Para. D-(2)).
For an automatic printing of wind data, the title of the report is FM UPLINK WIND DATA; the title is FM
ACTIVE WIND DATA for a manual printing. The remainder of the report is identical for the automatic
and manual prints.
Uplinked wind data are printed only for valid values and/or waypoints received and accepted in the uplink.
(5) Flight summary print reports
Only one type of flight report is available for printing at any given time, depending on the current flight
phase. It can be either a pre-flight report, an in-flight report or a post-flight report. No flight report request
queuing is allowed.
The print report exits only for the duration of the printing.
Printed data may be that which exist at the time of printing and not necessarily at the time of the request.
Reports are not available for printing either manually or automatically if the FM is unable to communicate
with the printer. If a printer communication error occurs while printing a report, the scratchpad PRINTER
NOT AVAILABLE message is displayed and the report printing is terminated.
The pre-flight, in-flight and post-flight reports are identical in format to one another except that the preflight report contains fuel prediction data and the post-flight report contains fuel and time summary.
A flight report can be printed either manually or automatically. A flight report is manually printed by
pushing the line key adjacent to the PRINT indication, followed by a selection star, of the flight report line
on the PRINT FUNCTION page. Ref. Para. D-(2) for the description of the PRINT FUNCTION page.
The pre-flight, in-flight and post-flight reports are printed automatically if the Auto-print of Flight Reports
option has been enabled within the Nav data base policy file and the auto-print trigger for the respective
report has not been manually disabled.
The triggering events for automatic printing are:
. Engine Start for the pre-flight report
. Transition to Takeoff for the in-flight report
. Engine Shut Down for the post-flight report.
These triggering events are programmable within the Nav data base policy file and are the default values
referenced by the flight report auto-print function (as well as the PRINT FUNCTION page for these
reports). These values can be manually overridden on the PRINT FUNCTION page. (Thus, for example,
the pre-flight report is printed automatically at engine start if the Auto-print of Flight Reports feature is
enabled, the Auto Print at Engine Start has been selected within the Nav data base policy file and the
auto print feature has not been manually disabled via the PRINT FUNCTION page).
The enabling or disabling of the trigger events revert to their database option state after a transition to
PREFLIGHT or after a long term reset and do not retain their last manually selected value.
A pre-flight report becomes available when the current flight phase is PREFLIGHT, whether or not any
data has actually been entered.
An in-flight report is available when the current flight phase is either TAKEOFF, CLIMB, CRUISE,
DESCENT, APPROACH, GO AROUND or DONE prior to all engine shutdown.
The post-flight report is available in DONE phase after all engine shutdown.
Post-flight report data must be retained in the DONE phase even if the flight plan is cleared until a
transition to PREFLIGHT occurs. It must also be retained in the PREFLIGHT phase until flight plan data
has been entered. It is cleared upon entry of flight plan data while in PREFLIGHT.
(a) In the PREFLIGHT phase, the pre-flight report gives:
. the aircraft and engine types on which the flight plan optimizations and predictions are based
. navigation data base cycle
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.
.
.
flight plan data that the crew has inserted during the initialization process as well as miscellaneous
data needed for performance calculations
predicted data along the flight plan
the results of the fuel planning computation.
(b) After transition to TAKEOFF and prior to DONE, the in-flight report is available and gives:
. the same general data as the pre-flight report
. flight plan data consisting of a mixture of history values for sequenced waypoints and of predicted
values for the remaining part of the flight plan.
(c) In
.
.
.
C.
the DONE phase, the post-flight report gives a complete overview of the flight:
the same general data as the in-flight report
flight plan data consisting of history data relative to the flight plan
a fuel and time summary.
Dual Operation
(1) FM-to-ACARS MU communications
The FM in communication with the MU is referred to as the ACARS Master. When the FMs are
functioning in dual mode, only one FM is in communication with the MU and all requests and messages
originate from the Master.
In order to prevent multiple request of the same type when operating in a dual mode, a manual request for
ACARS data behaves as a request from a single FM, regardless of where it originated, and while the request
is inhibited, it is inhibited on both FMs.
When the FMs are in independent operation, one FM transmits to the MU. The ACARS Master is
determined by FMGC priority.
When the FMs are in single operation, the FM which is operational transmits to the MU.
In dual mode, automatic reports contain data from the ACARS master.
In dual mode, manual reports contain data from the FM which initiated the request.
(2) ACARS MU-to-FM communications
The ACARS MU follows ARINC 724B for determining which FM is intended to receive the uplinked
messages by reference to the sub-label characters in the uplinked messages.
If the sub-label characters MD appear, the MU determines the designated FM by examining the FM
ACARS Master/Slave bit in a status word broadcast from both FMs. If the status word from the left FM
(FM1) is valid and if Master/Slave bit is set to 1, the left FM is designated as the Master and uplinked
data is sent to it. If the status word from the left FM is not available or is invalid or Master/Slave bit is 0,
then if a valid status word is received from the right FM (FM2) with Master/Slave bit set to 1, the right
FM is designated as the Master and uplinked data is sent to it. If a status word is not active from either
FM, the MU defaults the FM ACARS Master to the left FM.
If the FMs are in independent (which is considered as a failure mode) or single operation, the MU uplinks a
message only to the ACARS Master.
(3) Printing
In dual mode, automatic prints contain data from the ACARS Master.
In dual mode, manual prints contain data from the FM which initiated the request.
In order to prevent multiple requests of the same type when operating in a dual mode, a manual request for
print data behaves as a request from a single FM, regardless of where it originated, and while the request is
inhibited, it is inhibited on both FMs.
When the FMs are in independent or single operation, each FM prints independently.
D. ACARS Programming Options

There are two levels of programming options available for the ACARS and printer functions:
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.
through the Nav data base policy file, the airline may define the ACARS messages to be downlinked or
uplinked, various automatic print functions associated with the datalinks which may be enabled or disabled
and default settings or selection
. through designated FM pages, the crew may select the messages or reports to be printed automatically (as
well as manually) and modify the default settings or selection.
The statuses of the ACARS functions are not modifiable from the dedicated ACARS FUNCTION page. From
this page, the pilot may also initiate several ACARS functions.
The selection of the uplink messages and/or reports to be printed automatically and manually is performed
through a dedicated PRINT FUNCTION page.
(1) Nav data base policy file
Option programming for the ACARS and printer functions is obtained through a Nav data base policy file.
This file contains parameters and options defined by the airline to allow customization of FM functions such
as allowing an airline to enable or disable various functions or facets of a function within the FM and to
change the selected options on data base updates. The ACARS and print options described within this
section only define the selectable ACARS and print options used within the FM and are a subset of the
parameters within this file.
The programming of the function is applied at initial power-up. Some of the options are pilot modifiable. If
this file is not present, then all of the ACARS functions are inhibited.
This section summarizes all of the options that are contained within the Nav data base policy file related to
the ACARS and printer functions.
(a) Option/Function
1
Data Link (ACARS):

This option determines whether or not any ACARS functions are to be utilized. It is supplemental
to the ACARS installed program pin discrete input and can be used to disable the ACARS
function if it is installed.
Flight Plan Data (FPN) request inhibit:

This option determines whether or not the uplink data and downlink requests of flight plan
initialization data are allowed.
NOTE :
AES
Performance data datalinks are not controlled by this option.
Performance Data (PER) Request inhibit:

This option determines whether or not the uplink data and downlink requests of performance
Takeoff Data (LDI) Request inhibit:

This option determines whether or not the uplink data and downlink requests of takeoff
Wind Data (PWI) Request inhibit:

This option determines whether or not the uplink data and downlink requests of predicted wind
data are allowed.
Flight Number IEI Enable:

This option determines whether or not the flight number is included within the flight plan request
or progress report downlink messages.
Ground Address (GA) Enable:

This option determines whether or not one or more ground addresses are allowed within downlink
messages.
Datalink Ground Addresses:

This element defines a list of ground addresses per designated IMIs to which a ground address is
appended for a downlink message transmission.
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9
Company Address (CA) Enable:

This option determines whether or not a company address is allowed within downlink messages.
10 Datalink Company Addresses:

This element defines a list of company addresses per designated IMIs to which a company address
is appended for a downlink message transmission.
11 Time Stamp (TS) Enable:
This option determines whether or not a Time Stamp element is transmitted for any downlink
message.
12 Scratchpad (SP) Enable:
This option determines whether or not a Scratch Pad element is transmitted for manually
initiated downlink message.
13 Position (POS) Report inhibit:
This element defines whether or not a position report can be manually downlinked.
14 Data Link PRG Report Triggers:
This element defines the report triggers for the automatic transmission of the progress report. The
report triggers are:
. minutes to Top of Descent Triggers (0 to 5 triggers of number of minutes to T/D)
. minutes to Destination Triggers (0 to 5 triggers of number of minutes to destination)
. Delta ETA Trigger
15 Flight Plan (FPN/FPC) Report inhibit:
This element defines whether or not a flight plan report can be manually downlinked.
16 Rejection Messages Enable:
This option determines whether or not a Rejection message is transmitted upon detection of an
error within an ACARS uplink message.
17 Response Messages Enable:
This option determines whether or not a Response message is transmitted for any uplinked
message.
18 Request for Report Customization
This element defines a list of customization IEIs per designated non-standard IMIs for which a
flight report is generated upon reception of an uplink request with a label that matches one in this
element.
(b) Auto-print of ACARS uplinks:
This option determines whether or not the auto-printing of the flight plan initialization, takeoff and
wind data uplink reports is allowed. This option, if enabled, defaults to the auto-print states selected
by the following parameters and can be manually overridden via the PRINT FUNCTION page. If not
enabled, auto-printing of these reports is inhibited and cannot be manually overridden.
AES
Auto-print of flight plan uplink:

This is the default value selected for auto-printing of the flight plan initialization uplink message if
the auto-print of ACARS uplinks is selected. If the auto-print of ACARS uplinks is not selected,
the uplink message cannot be automatically printed and this value is ignored.
Auto-print of takeoff data uplink:

This is the default value selected for auto-printing of the takeoff data uplink message if the autoprint of ACARS uplinks is selected. If the auto-print of ACARS uplinks is not selected, the uplink
message cannot be automatically printed and this value is ignored.
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3
Auto-print of wind uplink:

This is the default value selected for auto-printing of the wind uplink message if the auto-print of
ACARS uplinks is selected. If the auto-print of ACARS uplinks is not selected, the uplink message
cannot be automatically printed and this value is ignored.
(c) Auto-print of flight reports:

This option determines whether or not the auto-printing of the pre-flight, in-flight and post-flight
reports is allowed. This option, if enabled, defaults to the auto-print trigger states selected by the
following parameters and can be manually overridden via the PRINT FUNCTION page. If not enabled,
printing of these reports is inhibited and cannot be manually overridden.
. Auto-print at engine start:
This is the default value selected for auto-printing of the pre-flight report if the auto-print of flight
reports is selected. If the auto-print of flight reports is not selected, the pre-flight report cannot be
automatically printed and this value is ignored.
. Auto-print at engine shutdown:
This is the default value selected for auto-printing of the post-flight report if the auto-print of
flight reports is selected. If the auto-print of flight reports is not selected, the post-flight report
. Auto-print at transition to takeoff
This is the default value selected for auto-printing of the in-flight report if the auto-print of flight
reports is selected. If the auto-print of flight reports is not selected, the in-flight report cannot be
(2) MCDU mechanization
A prompt ACARS/PRINT FUNCTION is displayed on the DATA INDEX page and allows access to the
ACARS FUNCTION and the PRINT FUNCTION pages.
(Ref. Fig. 22-76-00-16400-A - DATA INDEX (with ACARS installed))
The ACARS FUNCTION page displays the activated ACARS functions. The activation state of the ACARS
functions is dependent on the options selected within the Nav data base policy file and is not pilot
modifiable. The ACARS FUNCTION page also allows a user to perform requests for flight plan initialization
data, takeoff data and wind data and to manually send flight reports to the ground via the ACARS (if the
corresponding function is activated).
The PRINT FUNCTION page displays the selection state of the automatic printing function for the ACARS
and flight report functions. This state is dependent on the selected options in the Nav data base policy file
and may be modified by the pilot. The PRINT FUNCTION page also allows the manual printing of the
flight reports and of the current FM flight plan initialization data, takeoff data and wind data.
(a) PRINT FUNCTION page
(Ref. Fig. 22-76-00-16500-A - PRINT FUNCTION Page 1 (with ACARS Takeoff Data Uplink Disabled
and Auto Print of Wind Uplink Disabled))
(Ref. Fig. 22-76-00-16600-A - PRINT FUNCTION Page 2 (with Auto Print at Transition to Takeoff
Disabled and Pre-Flight Report Available))
This page displays the print functions enabled and disabled for the FM ACARS/PRINT functions,
allows selection of whether or not an automatic report of an ACARS uplink message is printed upon
reception, allows selection of whether or not an automatic flight report is printed upon triggering the
report and allows manual printing of flight plan initialization, takeoff data, wind data and flight
reports.
1
AES
Flight plan initialization, takeoff and wind data auto-print

If ACARS is installed, with the corresponding ACARS datalink function enabled for the current
FM/ACARS configuration and if the Auto-Print of ACARS Uplink option is enabled within the
Nav data base policy file, the automatic print status may be either YES or NO, preceded by a
selection star. It is defaulted as selected within the Nav data base policy file for the corresponding
function and is modifiable by the crew.
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If an ACARS function is disabled for the current FM/ACARS configuration, then no automatic
printing of uplinks can occur for this function. Nevertheless, manual printing of active data is still
allowed for this function.
When in the *NO state, automatic printing is not activated for the associated ACARS function
when the uplink is received. When in the *YES state, automatic printing is activated when the
uplink is received.
The automatic print state toggles to the other state (if the selection star exists) when pressing the
left line selection key, whether on ground or in flight. Pushing the left line key without a selection
star results in the NOT ALLOWED message.
AES
Flight report auto-print

For the pre-flight, in-flight and post-flight reports, the YES or NO prompts with a preceding
selection star are displayed if the Auto-Print of Flight Reports option is enabled within the Nav
data base policy file. If this option is not enabled, NO without a selection star is displayed. They
are not dependent on whether or not ACARS is installed.
If this option is enabled, then the *YES or *NO state defaults as selected within the Nav data
base policy file for the report. For the pre-flight report, YES is displayed if the Autoprint at
Engine Start option is enabled; otherwise *NO is displayed. For the in-flight report, the
Autoprint at Transition to Takeoff option is used. For the post-flight report, the Autoprint at
Engine Shut Down option is used.
These defaults can be manually overwritten by prompt reselection if the Auto Print of Flight
Reports option is enabled. Pushing the line key adjacent to the prompt toggles to the other
state.
Manual printing
For each line, the right side allows manual printing for the corresponding function, even if not
enabled for ACARS or for automatic printing.
When a PRINT selection is performed, the corresponding report is sent to the printer and the star
is removed from the display until the data are printed or a printer communication error occurs. In
either case, the star is displayed again.
When a flight report or an ACARS uplink report is being automatically printed, the corresponding
manual print selection star is removed from display.
The manual print selection star is not displayed if the FM is unable to communicate with the
printer.
Report printing
Selection of a prompt without a star displayed next to it is rejected and results in a NOT
ALLOWED message.
. F-PLN INIT Print
Selection of a PRINT prompt with a star adjacent to the F-PLN initialization function prints
the current active flight plan and performance data.
. TO DATA Print
Selection of a PRINT prompt with a star adjacent to the takeoff data function prints the
current active takeoff data for the active flight plan runway and airport.
. WIND DATA Print
Selection of a PRINT prompt with a star adjacent to the Wind Data function prints the
current active climb, cruise and descent wind data for the active flight plan.
. PREFLIGHT Print
Selection of a PRINT prompt with a star adjacent to the Preflight function prints the
Preflight Report.
The PRINT selection star for this function is displayed only if Preflight Report is available.
. INFLIGHT Print
Selection of a PRINT prompt with a star adjacent to the inflight function prints the inflight
Report.
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.
The PRINT selection star for this function is displayed only if inflight Report is available.
POSTFLIGHT Print
Selection of a PRINT prompt with a star adjacent to the Postflight function prints the
Postflight Report.
The PRINT selection star for this function is displayed only if Postflight Report is available.
(b) ACARS FUNCTION page

(Ref. Fig. 22-76-00-16700-A - ACARS FUNCTION Page (with Takeoff Data Function Disabled))
(Ref. Fig. 22-76-00-16800-A - ACARS FUNCTION Page (with Position Downlink Report Disabled))
An ACARS FUNCTION prompt is displayed on the PRINT FUNCTION pages and allows access to the
ACARS FUNCTION page.
These pages display only the ACARS functions enabled for the FM ACARS configuration and allow
manual selection of the F-PLN initialization, takeoff and wind data downlink request and manual
sending of flight reports if corresponding function is enabled.
Blanks are displayed for the whole line corresponding to a disabled function.
The selection star is not displayed if the FM is unable to communicate with the ACARS.
Selection of a datalink prompt without a star displayed next to it or selecting an inactive ACARS
function is rejected and results in a NOT ALLOWED message.
When a REQ selection is performed, a downlink request corresponding to the function associated with
the star is transmitted and the star is removed from the display until data are received and processed
or a communication error occurs. In either case, the star is displayed again. Valid uplinked data are
then available for display and insertion via the normal uplink pages.
For a dedicated function, only one request per function can be outstanding at a time. Consequently,
the selection star is removed from the ACARS FUNCTION page for the corresponding function each
time a request has been initiated through another page.
For example, if a WIND REQUEST is currently pending after initiation from the CLIMB WIND page,
the selection star adjacent to the REQ prompt for WIND DATA is removed without affecting the FPLN INIT or TO DATA requests.
. F-PLN INIT Request
The F-PLN initialization REQ prompt follows the same rules of presentation as the INIT
REQUEST prompt on the active and secondary flight plan INIT A pages.
If the aircraft is on the ground, selection of a REQ prompt with a star adjacent to the F-PLN
initialization function sends a request to the ground as if the INIT REQUEST prompt was selected
on the INIT A page for the active flight plan if an active flight plan does not exist. For all other
conditions, the request is sent for the secondary F-PLN.
. TO DATA Request
The takeoff data REQ prompt (with a selection star) is displayed in DONE and PREFLIGHT
phases.
Selection of a REQ prompt with a star adjacent to the takeoff data function sends a request to the
ground as if the TO DATA REQUEST prompt was selected on the UPLINK TO DATA REQ
page.
. WIND DATA Request
The Wind Data REQ prompt follows the sames rules of presentation as the WIND REQUEST
prompt on the CLIMB, CRUISE or DESCENT WIND pages.
Selection of a REQ prompt with a star adjacent to the Wind Data function sends a request to the
ground as if the WIND REQUEST prompt was selected on the active CLIMB, CRUISE or
DESCENT WIND pages.
AES
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When a SEND selection is performed, a data downlink corresponding to the report associated with the
star is transmitted and the star is removed from the display until the data is transmitted or a
communication error occurs. In either case, the star is displayed again.
. F-PLN RPT Send
Selection of a SEND prompt with a star adjacent to the F-PLN Report function downlinks a FPLN Report to the ground.
The SEND selection star for this function is displayed only if F-PLN Report data is available and is
removed during the transmission of the report to the ACARS MU.
. POSITION RPT Send
Selection of a SEND prompt with a star adjacent to the Position Report function downlinks a
Position Report to the ground.
The SEND selection star for this function is not displayed during transmission of the report to the
ACARS MU or if FM aircraft position is invalid.
NOTE :
E.
The position report can be sent while on the ground if FM position is valid.
List of Messages
(1) ACARS messages
The following table gives the messages used by the FM ACARS and printer functions.
These messages are given in addition to those presented in chapter 22-74-00.
They follow the same rules for presentation and deletion.
(2) List of messages

------------------------------------------------------------------------! N !
TEXT
!COLOR! TO.GA ! TYPE ! SIDES DISPLAYED !
!
!
!
! APP !
!
(DUAL MODE)
!
!-----------------------------------------------------------------------!
!100 ! XXX RTE UPLINK
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!101 ! INVALID XXX RTE UPLINK ! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!102 ! RTE DATALINK IN PROG
! W !
Y
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!103 ! UPLINK INSERT IN PROG ! W !
Y
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!104 ! CHECK CO RTE
! A !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!105 ! CHECK FLT NBR
! A !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!106 ! FLT NBR UPLINK
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!107 ! INVALID FLT NBR UPLINK ! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!108 ! PERF DATA UPLINK
! W !
/
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!109 ! INVALID PERF UPLINK
! W !
/
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!110 ! TAKEOFF DATA UPLINK
! W !
/
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!111 ! INVALID TAKEOFF UPLINK ! W !
/
! II
!
Both
!
------------------------------------------------------------------------XXX = ACT or SEC as appropriate
-------------------------------------------------------------------------
AES
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! N !
TEXT
!
!
!
! APP !
!
(DUAL MODE)
!
!-----------------------------------------------------------------------!
!112 ! WIND DATA UPLINK
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!113 ! INVALID WIND UPLINK
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!114 ! WIND UPLINK PENDING
! A !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!115 ! WIND UPLINK EXISTS
! W !
N
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!116 ! CHECK DEST DATA
! A !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!117 ! CHECK ALTN WIND
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!118 ! NOT XMITTED TO ACARS
! W !
N
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!119 ! NO ANSWER TO REQUEST
! W !
N
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!120 ! PRINTER NOT AVAILABLE ! W !
N
! II
! One or Both
!
!
!
!
!
!
!
(see NOTE)
!
------------------------------------------------------------------------NOTE :
AES
Both sides if the print message is automatically generated ; else from the originating side for
manually initiated messages.
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** On A/C 005-007
(CO RTE:TEN CHARACTERS FORMAT OPTIONAL)

NAV DB CO RTE ENTRY
OF 10336
FROM/TO ENTRY
LSGG/LGAT
*
>
>
N_MM_227600_0_AAM0_01_00
AES
FIGURE 22-76-00-13000-A SHEET 1

ACARS Flight Plan Initialization - MCDU Operation Nav
Data Base Company Route Entries
22-76-00 PB001
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** On A/C 005-007
*
NO ENTRY
>
NONNAV
DATABASE
CO RTE
ENTRY
NEITHER
COMPANY
ROUTE NOR
FLIGHT NUMBER
IS IN REQUEST
>
*
COMPANY ROUTE
IS IN REQUEST
>
FLIGHT
NUMBER
ENTRY
>
*
FLIGHT NUMBER
IS IN REQUEST
>
>
ANSWER
RECEIVED
(REF. NOTE)
NOTE: THE "INIT REQUEST*" PROMPT IS REMOVED ONLY
FOR THE ACTIVE INIT A PAGE.
IT IS RETAINED FOR THE SEC INIT A PAGE.
>
N_MM_227600_0_ABM0_01_00
AES
FIGURE 22-76-00-13100-A SHEET 1

ACARS Flight Plan Initialization - MCDU Operation
Downlink Request Initialization
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** On A/C 005-007
>
UPLINK DELETED IF
CLEAR (CLR) IN
THE SCRATCHPAD
FPLN UPLINK
RECEIVED WHILE
AIRBORNE
>
UPLINK SELECTED
>
PROCESSING OF
FPLN UPLINK
COMPLETED
>
N_MM_227600_0_ACM0_01_00
AES
FIGURE 22-76-00-13200-A SHEET 1

ACARS Flight Plan Initialization - MCDU Operation Flight
Plan Uplink Received After Engine Start
22-76-00 PB001
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** On A/C 005-007
<
>
<
>
>
<
<
DATA RECEIVED
>
<
<
REQUEST IS PENDING
N_MM_227600_0_ADM0_01_00
AES
FIGURE 22-76-00-13300-A SHEET 1

22-76-00 PB001
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** On A/C 005-007
<
N_MM_227600_0_AEM0_01_00
AES
FIGURE 22-76-00-13400-A SHEET 1

22-76-00 PB001
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** On A/C 005-007
>
<
N_MM_227600_0_AFM0_01_00
AES
FIGURE 22-76-00-13700-A SHEET 1

UPLINK FLX TO DATA Page (with Uplinked Data Not
Inserted)
22-76-00 PB001
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** On A/C 005-007
>
<
N_MM_227600_0_AGM0_01_00
AES
FIGURE 22-76-00-13800-A SHEET 1

UPLINK MAX TO DATA page (with Uplinked Data
Inserted)
22-76-00 PB001
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** On A/C 005-007
>
*
>
N_MM_227600_0_AHM0_01_00
AES
FIGURE 22-76-00-14000-A SHEET 1

22-76-00 PB001
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** On A/C 005-007
>
>
<
N_MM_227600_0_AJM0_01_00
AES
FIGURE 22-76-00-14100-A SHEET 1

22-76-00 PB001
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** On A/C 005-007
>
*
>
N_MM_227600_0_AKM0_01_00
AES
FIGURE 22-76-00-14200-A SHEET 1

22-76-00 PB001
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** On A/C 005-007
DSF
*
CE
*
CE
CDF
CE
N_MM_227600_0_ALM0_01_00
AES
FIGURE 22-76-00-14400-A SHEET 1

22-76-00 PB001
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** On A/C 005-007
<
>
<
>
<
>
<
>
<
>
<
N_MM_227600_0_ATM0_01_00
AES
FIGURE 22-76-00-16400-A SHEET 1

22-76-00 PB001
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** On A/C 005-007
*
*
<
>
N_MM_227600_0_AUM0_01_00
AES
FIGURE 22-76-00-16500-A SHEET 1

PRINT FUNCTION Page 1 (with ACARS Takeoff Data
Uplink Disabled and Auto Print of Wind Uplink Disabled)
22-76-00 PB001
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** On A/C 005-007
*
*
<
>
N_MM_227600_0_AVM0_01_00
AES
FIGURE 22-76-00-16600-A SHEET 1

PRINT FUNCTION Page 2 (with Auto Print at Transition
to Takeoff Disabled and Pre-Flight Report Available)
22-76-00 PB001
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** On A/C 005-007
<
>
N_MM_227600_0_AWM0_01_00
AES
FIGURE 22-76-00-16700-A SHEET 1

ACARS FUNCTION Page (with Takeoff Data Function
Disabled)
22-76-00 PB001
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** On A/C 005-007
<
>
N_MM_227600_0_AXM0_01_00
AES
FIGURE 22-76-00-16800-A SHEET 1

ACARS FUNCTION Page (with Position Downlink Report
Disabled)
22-76-00 PB001
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OPERATION
** On A/C 008-099
1.
AES
General
A.
Aircraft Communication Addressing and Reporting System (ACARS)

Through the ACARS, the Flight Management (FM) section is able to send information or requests to the
ground and in turn receive information or requests from the ground, for information.
The ACARS functions are divided into different categories:
. uplink messages: reception of data allowing flight plan, takeoff and wind data initializations, or requests for
downlink reports sent by the ground station
. downlink messages: sending of flight reports or requests to the ground station for data initialization.
The ACARS function is enabled via two discretes. One is a discrete input received through a program pin
(ACARS option installed). The other is the Datalink enable option within the Nav data base airline policy file
(Ref. Para. 2-D : ACARS Programming Options).
The ACARS function is available only if both of these discretes are in their enabled state. If either discrete is
disabled, then all of the ACARS functions are inhibited, dedicated ACARS prompts are not displayed and
ACARS specific pages cannot be reached.
The interface protocol with the ACARS Management Unit (MU) is based on ARINC 429, ARINC 619 and
ARINC 702 Specifications.
B.
Printer
Two kinds of ACARS information can be printed:
. FMGC-generated information: flight plan initialization, takeoff data, wind data and flight reports
. ACARS-generated information: flight plan initialization, takeoff data, wind data.
These reports are described in Para 2-B.
The interface protocol with the printer is based on ARINC 740 Specification.
22-76-00 PB001
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** On A/C 008-099
2.
System Description
A.
ACARS Functions
The different ACARS functions are:
. flight plan initialization data
send a request for flight plan data to the ground indicating the flight number and/or the company
route. In response to this request, or automatically, the ground sends a flight plan and associated
performance data to the aircraft.
. takeoff data
send a request for takeoff data to the ground relative to up to 2 runways indicating the takeoff
conditions on these runways (configuration, wind, contamination). In response to this request, or
automatically, the ground sends the takeoff speeds associated with up to 4 runways and the takeoff
conditions which have been taken into account to elaborate these takeoff speeds.
. wind data
send a request for wind data to the ground. In response to this request, or automatically, the ground
sends climb, cruise, descent and alternate wind data to the aircraft.
. flight reports
An automatic or manual downlink message. A position or a progress report gives information on the
aircraft actual position or progress and can be sent manually or automatically upon ground request or
preselected trigger conditions. A flight plan or performance data report gives active route information
and can be sent manually or automatically upon ground request.
. broadcast data
A set of data permanently transmitted by the FM to the ACARS MU giving information on aircraft
actual attitude and situation relative to the flight plan
All the uplink data messages can be automatically printed based on the customer programming of a Nav
data base policy file.
(2) Flight plan initialization
The flight plan initialization function allows the request and reception of lateral and vertical flight plan data
as well as related Performance data from a ground based station. The crew may manually send a request
for flight plan initialization data to a ground station indicating a Company Route or Flight Number. In
response to this request, the ground station may send a flight plan and associated performance data to the
aircraft. Additionally, the ground station may send a flight plan and performance data automatically to the
aircraft without a previous solicitation. Flight plan initialization uplinks most commonly is performed when
the aircraft is on the ground.
For a manually-initiated flight plan initialization request, designated messages are downlinked to the
ground station requesting flight plan information and performance data. In response, the ground station
uplinks the appropriate flight plan information and performance data messages to the aircraft. Upon
reception and validation of the uplinked messages, the flight plan information and performance data are
extracted from the messages and utilized by the FM.
When flight plan initialization data is uplinked, it is inserted either automatically (if no active flight plan
exists and if automatic insertion is enabled) or after manual approval, into either the active or secondary
flight plan routes. It is not possible to directly preview the data prior to insertion.
The uplinked flight plan initialization information may concern either the Active or the Secondary flight
plan. Additionally, Alternate flight plan data can be received in association with Active or Secondary flight
plan data.
Active, Active Alternate, Secondary and Secondary Alternate flight plan data can be described as a
company route, a random flight plan or a combination of the two.
AES
22-76-00 PB001
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(A random flight plan is an ATC-language described flight plan).
(Ref. Fig. 22-76-00-13000-A - ACARS Flight Plan Initialization - MCDU Operation Nav Data Base
Company Route Entries)
(Ref. Fig. 22-76-00-13100-A - ACARS Flight Plan Initialization - MCDU Operation Downlink Request
Initialization)
(Ref. Fig. 22-76-00-13200-A - ACARS Flight Plan Initialization - MCDU Operation Flight Plan Uplink
Received After Engine Start)
(3) Takeoff data
The takeoff data function allows the request of load information data for up to 2 runways and the reception
of load information data generated by the airline ground based station for up to 4 runways.
The crew may manually send a request for takeoff data to a ground station indicating the departure airport
and runway idents, takeoff center of gravity, gross weight and environmental conditions (baro setting,
runway wind and contamination and temperature). In response, the ground sends takeoff speeds (V1, Vr,
V2) for up to 4 runways. This data may apply to runways different from the ones for which the request was
performed. Uplinked takeoff data may be inserted in the system only for the runway defined in the active
flight plan. Additionally, the ground may send these velocities and related data automatically without a
previous solicitation.
For each uplinked runway, takeoff speeds are computed for max takeoff conditions and optionally for
flexible takeoff conditions.
Two MDCU pages are used by this function:
. the UPLINK TO DATA REQ page which allows the crew to specify and send a request to the ground
. the UPLINK XXX TO DATA page which displays takeoff speeds and parameters received from the
ground for pilot review before insertion into the FM. There are two sets of ACARS TAKEOFF pages:
one for MAX takeoff (XXX = MAX), one for FLEX takeoff (XXX = FLX).
(Ref. Fig. 22-76-00-13300-A - MCDU - ACARS Takeoff Data)
(Ref. Fig. 22-76-00-13400-A - UPLINK TO DATA REQ Page (with Default Values))
(Ref. Fig. 22-76-00-13700-A - UPLINK FLX TO DATA Page (with Uplinked Data Not Inserted))
(Ref. Fig. 22-76-00-13800-A - UPLINK MAX TO DATA page (with Uplinked Data Inserted))
(4) Wind data
The wind data function allows the uplink of forecasted climb, cruise, descent, and alternate atmospheric
data.
This message is received in response to a crew manual request or automatically without any solicitation.
A manual request is initiated from the ACARS FUNCTION page (Ref. Para. D-(1)) or from any available
WIND page. The WIND pages may be accessed on ground from the INIT A page and on ground or in flight
from the VERT REV page.
When winds are manually requested, a downlink request message is sent and is composed of one or more of
the following wind requests depending on flight phase: climb winds, cruise winds, descent winds, alternate
wind.
The subsequent uplink message may contain one or more of the following information: climb winds, cruise
winds descent winds, alternate wind.
When wind data are uplinked, whether automatically or in response to a manual request, the pilot has the
opportunity to view the winds in a temporary store prior to insertion in the receiving flight plan.
The uplinked winds are directly displayed on the WIND pages; one WIND page exists per flight phase
(CLIMB, CRUISE, and DESCENT, with the alternate wind displayed on the DESCENT WIND page). When
inserted, valid uplink wind data overwrites all the previously defined wind data for the corresponding flight
phase.
Winds are sent either by altitude only or by an altitude/waypoint combination depending on the flight
phase:
. in climb and descent, winds are sent by altitude only
. in cruise, winds are sent with the associated flight plan waypoints and are linked to cruise flight levels
defined in the flight plan.
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A manual wind request from a WIND page may be initiated from either the active or secondary flight plan.
The subsequent uplink is then associated to the flight plan from which the request was initiated. Otherwise,
when a wind uplink is received which does not correspond to a pending request, the wind uplink is
associated with active flight plan, when defined.
Same wind pages are defined for primary and for secondary flight plan.
(Ref. Fig. 22-76-00-14000-A - CLIMB WIND Page (without Uplinked Data))
(Ref. Fig. 22-76-00-14100-A - CRUISE WIND Page (with Wind Request Pending))
(Ref. Fig. 22-76-00-14200-A - CLIMB WIND Page (after Reception of Wind Data))
(5) Flight reports
Flight reports provide real-time information to the ground concerning the aircraft current situation and
position. Several types of flight reports are available and consist of a position report, a progress report, a
flight plan report and a performance data report.
The position report provides current aircraft position information to the ground. The progress report
provides data relative to the destination. The flight plan report provides the active lateral flight plan route
to the ground. The performance data report provides the active performance data currently used by the
FM.
Each report is independent of each other.
These reports are sent automatically in response to a ground request or upon satisfying predetermined
conditions, though not all reports have the same activation mechanism. The unique requirements of each
report are given in the following sections.
(a) Position report
(Ref. Fig. 22-76-00-14400-A - REPORT Page (Prompt for Downlink of Position Report))
A position report is sent in response to a ground request or automatically upon crossing a designated
position reporting fix. Position reporting fixes are designated only by the ground in a position report
uplink message.
The position report may also be sent manually via a prompt on the MCDU.
The manual sending of a position report may be inhibited via the Nav data base policy file (Ref. Para.
D-(1)).
Position reports are only sent relative to the active flight plan.
(b) Progress report
A progress report contains data relative to the aircraft arrival time and EFOB at the destination.
This message is sent in response to a ground request or automatically upon crossing a designated
trigger. Specific triggers may be customized by the airline in the Nav data base policy file (Ref. Para.
D-(1).
The progress report cannot be sent manually in a direct manner (e.g. via a dedicated prompt).
However, the message may result from a pilot action (e.g. changing the destination).
Progress reports are only sent relative to the active flight plan.
(c) Flight plan report
The flight plan report allows the transmission of flight plan data from the active route to the ground.
This message is sent either via a manual selection of a prompt on the MCDU or automatically in
response to a ground request.
Manual sending of a flight plan report can be inhibited via the Nav data base policy file (Ref. Para. D(1)).
(d) Performance data report
The performance data report allows the transmission of performance data (weight, fuel, CG, etc.) from
the active route to the ground. This message is sent automatically in response to a ground request for
the performance data report.
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(6) Response downlink messages
(a) Rejection message
When an error has been detected in an uplink message, the rejection message transmits an error code
identifying the reason for rejecting the message.
(b) Response message
When an uplink message has not been rejected by the system, a response message is downlinked
indicating whether it is accepted and inserted in the system by the pilot or cancelled by the pilot.
(7) Broadcast data
This is a set of data which is automatically broadcast by the FM on the output ACARS bus to the ACARS
MU if ACARS is installed.
Use of these data (selection of data, time of transmission to ground, etc.) is entirely defined by the MU.
The transmission protocol of broadcast data is left to the ACARS MU.
Activation or de-activation of downlink transmission is made in the ACARS MU and not in the Nav data
base policy file.
This set of data is not printed by any FM function. Nevertheless, some data may be part of printed reports
or uplink printouts.
Transmitted data are:
. Flight Number
. Active Data Base
. Company Route
. Active Waypoint
. Wind Velocity
. Wind Direction
. Zero Fuel Weight
. Block Fuel
. Fuel On Board
. Aircraft Gross Weight
. Destination Runway (Ref. NOTE)
. Alternate Destination
. Estimated Time of Arrival
. Discrete AP Modes
. Discrete Flight Phase.
NOTE :
B.
Destination Runway is Destination Airport Ident (4 characters) if no runway is defined; else it is

Runway Ident (7 characters).
PRINT Function
The PRINT function allows various FM reports to be printed, either automatically or on manual action.
This function is completely independent of the ACARS function and is available even if the ACARS is not
installed. Additionally, several features of the PRINT function are optionally programmable either through
the Nav data base policy file (Ref. Para. D-(1)) or through manual selection on the MCDU.
Several types of reports can be printed. These include flight plan initialization data, takeoff data, wind data
and flight report data. Flight plan data, takeoff data and wind data can be either data uplinked via the
ACARS or actual system data. Flight report data are available as pre-flight, in-flight and post-flight
information, composed of predicted data, actual data or a combination of the two.
ACARS-generated flight plan initialization, takeoff and wind data may be printed when they are received
and checked by the FM if the automatic print function is activated within the Nav data base policy file and
on the PRINT FUNCTION page.
Current FM flight plan initialization, takeoff and wind data may be printed upon manual action by pushing
the line key adjacent to the PRINT indication on the PRINT FUNCTION page.
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FM-generated flight reports may be automatically printed at predefined events if the automatic print
function is activated within the Nav data base policy file and on the PRINT FUNCTION page or upon
manual action by pushing the line key adjacent to the PRINT indication on the PRINT FUNCTION page.
Generally, a print report initiated by a manual action consists of FM data whereas a report initiated
automatically consists of ACARS uplinked data (an exception occurs for flight reports which may be printed
automatically).
Manually-initiated reports can be generated at any time. However, the printing of the flight plan
initialization, takeoff and wind reports are mutually exclusive of each other; only one present report can be
active at a time, although the print requests may be queued.
While a report is printing (either manually or automatically initiated), triggers for automatic printing of the
same type of report are ignored.
(2) Flight plan initialization report
(a) Automatic printing of uplinked flight plan data
A flight plan initialization report is printed automatically upon reception of a flight plan initialization or
a performance initialization uplink message if the ACARS flight plan initialization function is enabled,
the Auto-print of ACARS Uplinks and Auto-print of Flight Plan Uplink features are enabled within
the Nav data base policy file (Para. D-(1)), and the auto-print option has not been manually disabled
via the PRINT FUNCTION page and the current flight phase is not takeoff.
If both flight plan information and performance data uplink messages are available at the time of the
printing then two separate reports are printed. If performance data is missing at the time of the
printing, the corresponding report is omitted. If the performance data uplink is received separately after
the flight plan data uplink, then only the Title, Date, and Performance Data are printed separatly. The
performance data uplink is rejected if no flight plan data exists; thus no printing is allowed.
(b) Manual printing of active flight plan data
Active flight plan reports (consisting of active flight plan and performance data) are printed upon
manual selection from the PRINT FUNCTION page and contains data associated to the different
waypoints of the active flight plan or to data related to the active flight plan and the performance
data.
Title: for a manual printing of active flight plan data, the title is FM ACTIVE FLIGHT PLAN
INITIALIZATION DATA.
The remainder of information on this report is identical to the uplinked flight plan initialization report
format and content except that existing active flight plan data or data directly related to the active
flight plan is printed followed by a print of the existing active performance data.
(3) Takeoff data
(a) Automatic printing of takeoff data report
A takeoff data initialization report is printed automatically upon reception of a takeoff data
initialization uplink message if the ACARS takeoff data initialization function is enabled, the auto-print
of ACARS uplinks and auto-print of takeoff data uplink features are enabled within the Nav data base
policy file and the auto-print option has not been manually disabled via the PRINT FUNCTION page.
The title is FM UPLINK TAKE OFF DATA.
(b) Manual printing of takeoff data report
The active takeoff data may also be printed upon selection of the manual prompt on the PRINT
FUNCTION page.
In this case, data of the active runway only are printed using the same format as for the uplinked data.
These data correspond to the display on PERF TAKEOFF page.
The title is FM ACTIVE TAKE OFF DATA.
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(4) Wind data
A wind data initialization report is printed automatically upon reception of a Wind Data Initialization uplink
message if the ACARS Wind Data function is enabled, the Auto-print of ACARS Uplinks and Auto-print
of Wind Uplink features are enabled within the Nav data base policy file and the auto-print option has not
been manually disabled via the PRINT FUNCTION page.
The active wind data may also be printed upon selection of the manual print prompt on the PRINT
FUNCTION page (Ref. Para. D-(2)).
For an automatic printing of wind data, the title of the report is FM UPLINK WIND DATA; the title is FM
ACTIVE WIND DATA for a manual printing. The remainder of the report is identical for the automatic
and manual prints.
Uplinked wind data are printed only for valid values and/or waypoints received and accepted in the uplink.
(5) Flight summary print reports
Only one type of flight report is available for printing at any given time, depending on the current flight
phase. It can be either a pre-flight report, an in-flight report or a post-flight report. No flight report request
queuing is allowed.
The print report exits only for the duration of the printing.
Printed data may be that which exist at the time of printing and not necessarily at the time of the request.
Reports are not available for printing either manually or automatically if the FM is unable to communicate
with the printer. If a printer communication error occurs while printing a report, the scratchpad PRINTER
NOT AVAILABLE message is displayed and the report printing is terminated.
The pre-flight, in-flight and post-flight reports are identical in format to one another except that the preflight report contains fuel prediction data and the post-flight report contains fuel and time summary.
A flight report can be printed either manually or automatically. A flight report is manually printed by
pushing the line key adjacent to the PRINT indication, followed by a selection star, of the flight report line
on the PRINT FUNCTION page. Ref. Para. D-(2) for the description of the PRINT FUNCTION page.
The pre-flight, in-flight and post-flight reports are printed automatically if the Auto-print of Flight Reports
option has been enabled within the Nav data base policy file and the auto-print trigger for the respective
report has not been manually disabled.
The triggering events for automatic printing are:
. Engine Start for the pre-flight report
. Transition to Takeoff for the in-flight report
. Engine Shut Down for the post-flight report.
These triggering events are programmable within the Nav data base policy file and are the default values
referenced by the flight report auto-print function (as well as the PRINT FUNCTION page for these
reports). These values can be manually overridden on the PRINT FUNCTION page. (Thus, for example,
the pre-flight report is printed automatically at engine start if the Auto-print of Flight Reports feature is
enabled, the Auto Print at Engine Start has been selected within the Nav data base policy file and the
auto print feature has not been manually disabled via the PRINT FUNCTION page).
The enabling or disabling of the trigger events revert to their database option state after a transition to
PREFLIGHT or after a long term reset and do not retain their last manually selected value.
A pre-flight report becomes available when the current flight phase is PREFLIGHT, whether or not any
data has actually been entered.
An in-flight report is available when the current flight phase is either TAKEOFF, CLIMB, CRUISE,
DESCENT, APPROACH, GO AROUND or DONE prior to all engine shutdown.
The post-flight report is available in DONE phase after all engine shutdown.
Post-flight report data must be retained in the DONE phase even if the flight plan is cleared until a
transition to PREFLIGHT occurs. It must also be retained in the PREFLIGHT phase until flight plan data
has been entered. It is cleared upon entry of flight plan data while in PREFLIGHT.
(a) In the PREFLIGHT phase, the pre-flight report gives:
. the aircraft and engine types on which the flight plan optimizations and predictions are based
. navigation data base cycle
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.
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flight plan data that the crew has inserted during the initialization process as well as miscellaneous
data needed for performance calculations
predicted data along the flight plan
the results of the fuel planning computation.
(b) After transition to TAKEOFF and prior to DONE, the in-flight report is available and gives:
. the same general data as the pre-flight report
. flight plan data consisting of a mixture of history values for sequenced waypoints and of predicted
values for the remaining part of the flight plan.
(c) In
.
.
.
C.
the DONE phase, the post-flight report gives a complete overview of the flight:
the same general data as the in-flight report
flight plan data consisting of history data relative to the flight plan
a fuel and time summary.
Dual Operation
(1) FM-to-ACARS MU communications
The FM in communication with the MU is referred to as the ACARS Master. When the FMs are
functioning in dual mode, only one FM is in communication with the MU and all requests and messages
originate from the Master.
In order to prevent multiple request of the same type when operating in a dual mode, a manual request for
ACARS data behaves as a request from a single FM, regardless of where it originated, and while the request
is inhibited, it is inhibited on both FMs.
When the FMs are in independent operation, one FM transmits to the MU. The ACARS Master is
determined by FMGC priority.
When the FMs are in single operation, the FM which is operational transmits to the MU.
In dual mode, automatic reports contain data from the ACARS master.
In dual mode, manual reports contain data from the FM which initiated the request.
(2) ACARS MU-to-FM communications
The ACARS MU follows ARINC 724B for determining which FM is intended to receive the uplinked
messages by reference to the sub-label characters in the uplinked messages.
If the sub-label characters MD appear, the MU determines the designated FM by examining the FM
ACARS Master/Slave bit in a status word broadcast from both FMs. If the status word from the left FM
(FM1) is valid and if Master/Slave bit is set to 1, the left FM is designated as the Master and uplinked
data is sent to it. If the status word from the left FM is not available or is invalid or Master/Slave bit is 0,
then if a valid status word is received from the right FM (FM2) with Master/Slave bit set to 1, the right
FM is designated as the Master and uplinked data is sent to it. If a status word is not active from either
FM, the MU defaults the FM ACARS Master to the left FM.
If the FMs are in independent (which is considered as a failure mode) or single operation, the MU uplinks a
message only to the ACARS Master.
(3) Printing
In dual mode, automatic prints contain data from the ACARS Master.
In dual mode, manual prints contain data from the FM which initiated the request.
In order to prevent multiple requests of the same type when operating in a dual mode, a manual request for
print data behaves as a request from a single FM, regardless of where it originated, and while the request is
inhibited, it is inhibited on both FMs.
When the FMs are in independent or single operation, each FM prints independently.
D. ACARS Programming Options

There are two levels of programming options available for the ACARS and printer functions:
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through the Nav data base policy file, the airline may define the ACARS messages to be downlinked or
uplinked, various automatic print functions associated with the datalinks which may be enabled or disabled
and default settings or selection
. through designated FM pages, the crew may select the messages or reports to be printed automatically (as
well as manually) and modify the default settings or selection.
The statuses of the ACARS functions are not modifiable from the dedicated ACARS FUNCTION page. From
this page, the pilot may also initiate several ACARS functions.
The selection of the uplink messages and/or reports to be printed automatically and manually is performed
through a dedicated PRINT FUNCTION page.
(1) Nav data base policy file
Option programming for the ACARS and printer functions is obtained through a Nav data base policy file.
This file contains parameters and options defined by the airline to allow customization of FM functions such
as allowing an airline to enable or disable various functions or facets of a function within the FM and to
change the selected options on data base updates. The ACARS and print options described within this
section only define the selectable ACARS and print options used within the FM and are a subset of the
parameters within this file.
The programming of the function is applied at initial power-up. Some of the options are pilot modifiable. If
this file is not present, then all of the ACARS functions are inhibited.
This section summarizes all of the options that are contained within the Nav data base policy file related to
the ACARS and printer functions.
(a) Option/Function
1
Data Link (ACARS):

This option determines whether or not any ACARS functions are to be utilized. It is supplemental
to the ACARS installed program pin discrete input and can be used to disable the ACARS
function if it is installed.
Flight Plan Data (FPN) request inhibit:

This option determines whether or not the uplink data and downlink requests of flight plan
NOTE :
AES
Performance data datalinks are not controlled by this option.
Performance Data (PER) Request inhibit:

This option determines whether or not the uplink data and downlink requests of performance
Takeoff Data (LDI) Request inhibit:

This option determines whether or not the uplink data and downlink requests of takeoff
Wind Data (PWI) Request inhibit:

This option determines whether or not the uplink data and downlink requests of predicted wind
data are allowed.
Flight Number IEI Enable:

This option determines whether or not the flight number is included within the flight plan request
or progress report downlink messages.
Ground Address (GA) Enable:

This option determines whether or not one or more ground addresses are allowed within downlink
messages.
Datalink Ground Addresses:

This element defines a list of ground addresses per designated IMIs to which a ground address is
appended for a downlink message transmission.
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9
Company Address (CA) Enable:

This option determines whether or not a company address is allowed within downlink messages.
10 Datalink Company Addresses:

This element defines a list of company addresses per designated IMIs to which a company address
is appended for a downlink message transmission.
11 Time Stamp (TS) Enable:
This option determines whether or not a Time Stamp element is transmitted for any downlink
message.
12 Scratchpad (SP) Enable:
This option determines whether or not a Scratch Pad element is transmitted for manually
initiated downlink message.
13 Position (POS) Report inhibit:
This element defines whether or not a position report can be manually downlinked.
14 Data Link PRG Report Triggers:
This element defines the report triggers for the automatic transmission of the progress report. The
report triggers are:
. minutes to Top of Descent Triggers (0 to 5 triggers of number of minutes to T/D)
. minutes to Destination Triggers (0 to 5 triggers of number of minutes to destination)
. Delta ETA Trigger
15 Flight Plan (FPN/FPC) Report inhibit:
This element defines whether or not a flight plan report can be manually downlinked.
16 Rejection Messages Enable:
This option determines whether or not a Rejection message is transmitted upon detection of an
error within an ACARS uplink message.
17 Response Messages Enable:
This option determines whether or not a Response message is transmitted for any uplinked
message.
18 Request for Report Customization
This element defines a list of customization IEIs per designated non-standard IMIs for which a
flight report is generated upon reception of an uplink request with a label that matches one in this
element.
(b) Auto-print of ACARS uplinks:
This option determines whether or not the auto-printing of the flight plan initialization, takeoff and
wind data uplink reports is allowed. This option, if enabled, defaults to the auto-print states selected
by the following parameters and can be manually overridden via the PRINT FUNCTION page. If not
enabled, auto-printing of these reports is inhibited and cannot be manually overridden.
AES
Auto-print of flight plan uplink:

This is the default value selected for auto-printing of the flight plan initialization uplink message if
the auto-print of ACARS uplinks is selected. If the auto-print of ACARS uplinks is not selected,
the uplink message cannot be automatically printed and this value is ignored.
Auto-print of takeoff data uplink:

This is the default value selected for auto-printing of the takeoff data uplink message if the autoprint of ACARS uplinks is selected. If the auto-print of ACARS uplinks is not selected, the uplink
message cannot be automatically printed and this value is ignored.
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3
Auto-print of wind uplink:

This is the default value selected for auto-printing of the wind uplink message if the auto-print of
ACARS uplinks is selected. If the auto-print of ACARS uplinks is not selected, the uplink message
(c) Auto-print of flight reports:

This option determines whether or not the auto-printing of the pre-flight, in-flight and post-flight
reports is allowed. This option, if enabled, defaults to the auto-print trigger states selected by the
following parameters and can be manually overridden via the PRINT FUNCTION page. If not enabled,
printing of these reports is inhibited and cannot be manually overridden.
. Auto-print at engine start:
This is the default value selected for auto-printing of the pre-flight report if the auto-print of flight
reports is selected. If the auto-print of flight reports is not selected, the pre-flight report cannot be
. Auto-print at engine shutdown:
This is the default value selected for auto-printing of the post-flight report if the auto-print of
flight reports is selected. If the auto-print of flight reports is not selected, the post-flight report
. Auto-print at transition to takeoff
This is the default value selected for auto-printing of the in-flight report if the auto-print of flight
reports is selected. If the auto-print of flight reports is not selected, the in-flight report cannot be
(2) MCDU mechanization
A prompt ACARS/PRINT FUNCTION is displayed on the DATA INDEX page and allows access to the
ACARS FUNCTION and the PRINT FUNCTION pages.
(Ref. Fig. 22-76-00-16400-A - DATA INDEX (with ACARS installed))
The ACARS FUNCTION page displays the activated ACARS functions. The activation state of the ACARS
functions is dependent on the options selected within the Nav data base policy file and is not pilot
modifiable. The ACARS FUNCTION page also allows a user to perform requests for flight plan initialization
data, takeoff data and wind data and to manually send flight reports to the ground via the ACARS (if the
corresponding function is activated).
The PRINT FUNCTION page displays the selection state of the automatic printing function for the ACARS
and flight report functions. This state is dependent on the selected options in the Nav data base policy file
and may be modified by the pilot. The PRINT FUNCTION page also allows the manual printing of the
flight reports and of the current FM flight plan initialization data, takeoff data and wind data.
(a) PRINT FUNCTION page
This page displays the print functions enabled and disabled for the FM ACARS/PRINT functions,
allows selection of whether or not an automatic report of an ACARS uplink message is printed upon
reception, allows selection of whether or not an automatic flight report is printed upon triggering the
report and allows manual printing of flight plan initialization, takeoff data, wind data and flight
reports.
1
AES
Flight plan initialization, takeoff and wind data auto-print

If ACARS is installed, with the corresponding ACARS datalink function enabled for the current
FM/ACARS configuration and if the Auto-Print of ACARS Uplink option is enabled within the
Nav data base policy file, the automatic print status may be either YES or NO, preceded by a
selection star. It is defaulted as selected within the Nav data base policy file for the corresponding
function and is modifiable by the crew.
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If an ACARS function is disabled for the current FM/ACARS configuration, then no automatic
printing of uplinks can occur for this function. Nevertheless, manual printing of active data is still
allowed for this function.
When in the *NO state, automatic printing is not activated for the associated ACARS function
when the uplink is received. When in the *YES state, automatic printing is activated when the
uplink is received.
The automatic print state toggles to the other state (if the selection star exists) when pressing the
left line selection key, whether on ground or in flight. Pushing the left line key without a selection
star results in the NOT ALLOWED message.
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Flight report auto-print

For the pre-flight, in-flight and post-flight reports, the YES or NO prompts with a preceding
selection star are displayed if the Auto-Print of Flight Reports option is enabled within the Nav
data base policy file. If this option is not enabled, NO without a selection star is displayed. They
are not dependent on whether or not ACARS is installed.
If this option is enabled, then the *YES or *NO state defaults as selected within the Nav data
base policy file for the report. For the pre-flight report, YES is displayed if the Autoprint at
Engine Start option is enabled; otherwise *NO is displayed. For the in-flight report, the
Autoprint at Transition to Takeoff option is used. For the post-flight report, the Autoprint at
Engine Shut Down option is used.
These defaults can be manually overwritten by prompt reselection if the Auto Print of Flight
Reports option is enabled. Pushing the line key adjacent to the prompt toggles to the other
state.
Manual printing
For each line, the right side allows manual printing for the corresponding function, even if not
enabled for ACARS or for automatic printing.
When a PRINT selection is performed, the corresponding report is sent to the printer and the star
is removed from the display until the data are printed or a printer communication error occurs. In
either case, the star is displayed again.
When a flight report or an ACARS uplink report is being automatically printed, the corresponding
manual print selection star is removed from display.
The manual print selection star is not displayed if the FM is unable to communicate with the
printer.
Report printing
Selection of a prompt without a star displayed next to it is rejected and results in a NOT
ALLOWED message.
. F-PLN INIT Print
Selection of a PRINT prompt with a star adjacent to the F-PLN initialization function prints
the current active flight plan and performance data.
. TO DATA Print
Selection of a PRINT prompt with a star adjacent to the takeoff data function prints the
current active takeoff data for the active flight plan runway and airport.
. WIND DATA Print
Selection of a PRINT prompt with a star adjacent to the Wind Data function prints the
current active climb, cruise and descent wind data for the active flight plan.
. PREFLIGHT Print
Selection of a PRINT prompt with a star adjacent to the Preflight function prints the
Preflight Report.
The PRINT selection star for this function is displayed only if Preflight Report is available.
. INFLIGHT Print
Selection of a PRINT prompt with a star adjacent to the inflight function prints the inflight
Report.
22-76-00 PB001
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Revision n: 40
@A318/A319/A320/A321
.
The PRINT selection star for this function is displayed only if inflight Report is available.
POSTFLIGHT Print
Selection of a PRINT prompt with a star adjacent to the Postflight function prints the
Postflight Report.
The PRINT selection star for this function is displayed only if Postflight Report is available.
(b) ACARS FUNCTION page

(Ref. Fig. 22-76-00-16700-A - ACARS FUNCTION Page (with Takeoff Data Function Disabled))
(Ref. Fig. 22-76-00-16800-A - ACARS FUNCTION Page (with Position Downlink Report Disabled))
An ACARS FUNCTION prompt is displayed on the PRINT FUNCTION pages and allows access to the
ACARS FUNCTION page.
These pages display only the ACARS functions enabled for the FM ACARS configuration and allow
manual selection of the F-PLN initialization, takeoff and wind data downlink request and manual
sending of flight reports if corresponding function is enabled.
Blanks are displayed for the whole line corresponding to a disabled function.
The selection star is not displayed if the FM is unable to communicate with the ACARS.
Selection of a datalink prompt without a star displayed next to it or selecting an inactive ACARS
function is rejected and results in a NOT ALLOWED message.
When a REQ selection is performed, a downlink request corresponding to the function associated with
the star is transmitted and the star is removed from the display until data are received and processed
or a communication error occurs. In either case, the star is displayed again. Valid uplinked data are
then available for display and insertion via the normal uplink pages.
For a dedicated function, only one request per function can be outstanding at a time. Consequently,
the selection star is removed from the ACARS FUNCTION page for the corresponding function each
time a request has been initiated through another page.
For example, if a WIND REQUEST is currently pending after initiation from the CLIMB WIND page,
the selection star adjacent to the REQ prompt for WIND DATA is removed without affecting the FPLN INIT or TO DATA requests.
. F-PLN INIT Request
The F-PLN initialization REQ prompt follows the same rules of presentation as the INIT
REQUEST prompt on the active and secondary flight plan INIT A pages.
If the aircraft is on the ground, selection of a REQ prompt with a star adjacent to the F-PLN
initialization function sends a request to the ground as if the INIT REQUEST prompt was selected
on the INIT A page for the active flight plan if an active flight plan does not exist. For all other
conditions, the request is sent for the secondary F-PLN.
. TO DATA Request
The takeoff data REQ prompt (with a selection star) is displayed in DONE and PREFLIGHT
phases.
Selection of a REQ prompt with a star adjacent to the takeoff data function sends a request to the
ground as if the TO DATA REQUEST prompt was selected on the UPLINK TO DATA REQ
page.
. WIND DATA Request
The Wind Data REQ prompt follows the sames rules of presentation as the WIND REQUEST
prompt on the CLIMB, CRUISE or DESCENT WIND pages.
Selection of a REQ prompt with a star adjacent to the Wind Data function sends a request to the
ground as if the WIND REQUEST prompt was selected on the active CLIMB, CRUISE or
DESCENT WIND pages.
AES
22-76-00 PB001
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Revision n: 40
@A318/A319/A320/A321
When a SEND selection is performed, a data downlink corresponding to the report associated with the
star is transmitted and the star is removed from the display until the data is transmitted or a
communication error occurs. In either case, the star is displayed again.
. F-PLN RPT Send
Selection of a SEND prompt with a star adjacent to the F-PLN Report function downlinks a FPLN Report to the ground.
The SEND selection star for this function is displayed only if F-PLN Report data is available and is
removed during the transmission of the report to the ACARS MU.
. POSITION RPT Send
Selection of a SEND prompt with a star adjacent to the Position Report function downlinks a
Position Report to the ground.
The SEND selection star for this function is not displayed during transmission of the report to the
ACARS MU or if FM aircraft position is invalid.
NOTE :
E.
The position report can be sent while on the ground if FM position is valid.
List of Messages
(1) ACARS messages
The following table gives the messages used by the FM ACARS and printer functions.
These messages are given in addition to those presented in chapter 22-74-00.
They follow the same rules for presentation and deletion.
(2) List of messages

------------------------------------------------------------------------! N !
TEXT
!
!
!
! APP !
!
(DUAL MODE)
!
!-----------------------------------------------------------------------!
!100 ! XXX RTE UPLINK
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!101 ! INVALID XXX RTE UPLINK ! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!102 ! RTE DATALINK IN PROG
! W !
Y
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!103 ! UPLINK INSERT IN PROG ! W !
Y
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!104 ! CHECK CO RTE
! A !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!105 ! CHECK FLT NBR
! A !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!106 ! FLT NBR UPLINK
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!107 ! INVALID FLT NBR UPLINK ! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!108 ! PERF DATA UPLINK
! W !
/
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!109 ! INVALID PERF UPLINK
! W !
/
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!110 ! TAKEOFF DATA UPLINK
! W !
/
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!111 ! INVALID TAKEOFF UPLINK ! W !
/
! II
!
Both
!
------------------------------------------------------------------------XXX = ACT or SEC as appropriate
-------------------------------------------------------------------------
AES
22-76-00 PB001
Page 14
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Revision n: 40
@A318/A319/A320/A321
! N !
TEXT
!
!
!
! APP !
!
(DUAL MODE)
!
!-----------------------------------------------------------------------!
!112 ! WIND DATA UPLINK
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!113 ! INVALID WIND UPLINK
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!114 ! WIND UPLINK PENDING
! A !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!115 ! WIND UPLINK EXISTS
! W !
N
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!116 ! CHECK DEST DATA
! A !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!117 ! CHECK ALTN WIND
! W !
N
! II
!
Both
!
!----!------------------------!-----!-------!--------!------------------!
!118 ! NOT XMITTED TO ACARS
! W !
N
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!119 ! NO ANSWER TO REQUEST
! W !
N
!
I
!
One
!
!----!------------------------!-----!-------!--------!------------------!
!120 ! PRINTER NOT AVAILABLE ! W !
N
! II
! One or Both
!
!
!
!
!
!
!
(see NOTE)
!
------------------------------------------------------------------------NOTE :
AES
Both sides if the print message is automatically generated ; else from the originating side for
manually initiated messages.
22-76-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
(CO RTE:TEN CHARACTERS FORMAT OPTIONAL)

NAV DB CO RTE ENTRY
OF 10336
FROM/TO ENTRY
LSGG/LGAT
*
>
>
N_MM_227600_0_AAM6_01_00
AES
FIGURE 22-76-00-13000-A SHEET 1

ACARS Flight Plan Initialization - MCDU Operation Nav
Data Base Company Route Entries
22-76-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
*
NO ENTRY
>
NONNAV
DATABASE
CO RTE
ENTRY
NEITHER
COMPANY
ROUTE NOR
FLIGHT NUMBER
IS IN REQUEST
>
*
COMPANY ROUTE
IS IN REQUEST
>
FLIGHT
NUMBER
ENTRY
>
*
FLIGHT NUMBER
IS IN REQUEST
>
>
ANSWER
RECEIVED
(REF. NOTE)
NOTE: THE "INIT REQUEST*" PROMPT IS REMOVED ONLY
FOR THE ACTIVE INIT A PAGE.
IT IS RETAINED FOR THE SEC INIT A PAGE.
>
N_MM_227600_0_ABM6_01_00
AES
FIGURE 22-76-00-13100-A SHEET 1

ACARS Flight Plan Initialization - MCDU Operation
Downlink Request Initialization
22-76-00 PB001
Page 17
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
>
UPLINK DELETED IF
CLEAR (CLR) IN
THE SCRATCHPAD
FPLN UPLINK
RECEIVED WHILE
AIRBORNE
>
UPLINK SELECTED
>
PROCESSING OF
FPLN UPLINK
COMPLETED
>
N_MM_227600_0_ACM6_01_00
AES
FIGURE 22-76-00-13200-A SHEET 1

ACARS Flight Plan Initialization - MCDU Operation Flight
Plan Uplink Received After Engine Start
22-76-00 PB001
Page 18
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
>
<
>
>
<
<
DATA RECEIVED
>
<
<
REQUEST IS PENDING
N_MM_227600_0_ADM6_01_00
AES
FIGURE 22-76-00-13300-A SHEET 1

22-76-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
N_MM_227600_0_AEM6_01_00
AES
FIGURE 22-76-00-13400-A SHEET 1

22-76-00 PB001
Page 20
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
>
<
N_MM_227600_0_AFM6_01_00
AES
FIGURE 22-76-00-13700-A SHEET 1

UPLINK FLX TO DATA Page (with Uplinked Data Not
Inserted)
22-76-00 PB001
Page 21
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
>
<
N_MM_227600_0_AGM6_01_00
AES
FIGURE 22-76-00-13800-A SHEET 1

UPLINK MAX TO DATA page (with Uplinked Data
Inserted)
22-76-00 PB001
Page 22
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
>
*
>
N_MM_227600_0_AHM6_01_00
AES
FIGURE 22-76-00-14000-A SHEET 1

22-76-00 PB001
Page 23
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
>
>
<
N_MM_227600_0_AJM6_01_00
AES
FIGURE 22-76-00-14100-A SHEET 1

22-76-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
>
*
>
N_MM_227600_0_AKM6_01_00
AES
FIGURE 22-76-00-14200-A SHEET 1

22-76-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
DSF
*
CE
*
CE
CDF
CE
N_MM_227600_0_ALM6_01_00
AES
FIGURE 22-76-00-14400-A SHEET 1

22-76-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
>
<
>
<
>
<
>
<
>
<
N_MM_227600_0_ATM6_01_00
AES
FIGURE 22-76-00-16400-A SHEET 1

22-76-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
*
*
<
>
N_MM_227600_0_AUM6_01_00
AES
FIGURE 22-76-00-16500-A SHEET 1

PRINT FUNCTION Page 1 (with ACARS Takeoff Data
Uplink Disabled and Auto Print of Wind Uplink Disabled)
22-76-00 PB001
Page 28
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
*
*
<
>
N_MM_227600_0_AVM6_01_00
AES
FIGURE 22-76-00-16600-A SHEET 1

PRINT FUNCTION Page 2 (with Auto Print at Transition
to Takeoff Disabled and Pre-Flight Report Available)
22-76-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
>
N_MM_227600_0_AWM6_01_00
AES
FIGURE 22-76-00-16700-A SHEET 1

ACARS FUNCTION Page (with Takeoff Data Function
Disabled)
22-76-00 PB001
Page 30
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 008-099
<
>
N_MM_227600_0_AXM6_01_00
AES
FIGURE 22-76-00-16800-A SHEET 1

ACARS FUNCTION Page (with Position Downlink Report
Disabled)
22-76-00 PB001
Page 31
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLIGHT CONTROL UNIT (FCU) - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
(Ref. Fig. 22-81-00-12400-B - Flight Control Unit (FCU))
The Flight Control Unit (FCU) comprises the auto flight control section and the EFIS control sections. It is located
on the glareshield.
The FCU consists of two identical computers totally independent.
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
(Ref. Fig. 22-81-00-12600-A - FCU - Internal Arrangement)
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
(Ref. Fig. 22-81-00-12600-B - FCU - Internal Arrangement)
The computers (SIDE 1 and SIDE 2) have separate power supplies.
Each side is associated with the controls on the front panel of the unit.
The display is common to both sides, whereas the signals are routed via separate paths.
AES
22-81-00 PB001
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Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Component Location
(Ref. Fig. 22-81-00-12500-A - FCU - Component Location)
FIN
2CA
AES
FCU
PANEL
13VU

DOOR
210
22-81-12
22-81-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
A.
Face of FCU 2CA

The FCU comprises three panels:
. one center panel (auto flight control section) which features the controls and the displays associated with
the AFS
. two symmetrical panels (EFIS control sections) located on the left side and on the right side of the center
panel. These panels include the controls and the displays associated respectively with the Captain and the
First Officer EFIS display units.
B.
Architecture
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
(Ref. Fig. 22-81-00-14300-A - FCU - Architecture)
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
(Ref. Fig. 22-81-00-14300-B - FCU - Architecture)
Each part (or computer) of the FCU can manage the controls and the displays located on the front panel of the
unit.
Architecture is configured to provide physical separation between the two channels and segregate electrical
routing.
AES
22-81-00 PB001
Page 3
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Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
4.
System Description
** On A/C 003-004
A.
Monitoring of FCU
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
The validity of a channel is contingent upon the types of monitoring below:
. power monitoring (cutoff longer than 200 ms)
. watchdog monitoring
. ARINC monitoring by the associated FMGC
** On A/C 003-004
(Ref. Fig. 22-81-00-17600-A - Monitoring of FCU by FMGC)
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
Certain data transmitted by the FMGC are fed back to the FMGC through the FCU bus. These data are
therefore compared with the source data.
In the event of a discrepancy the FMGC delivers a discrete : FCU FAIL.
This discrete is taken into account by the FCU if transmitted by the FMGC which has priority.
refresh monitoring of the ARINC signals delivered by the opposite channel.
The non-refresh of the ARINC signals on the opposite channel, on the condition that it is on-line, causes the
validity loss of the channel which receives these signals. This monitoring permits to avoid data
synchronization loss between the two channels in the event of failures affecting the exchange of the ARINC
signals.
** On A/C ALL
B.
Changeover
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
(Ref. Fig. 22-81-00-17700-A - Changeover)
In order to ensure segregation of barometric selections and displays, the CAPT and F/O BARO parameters are
controlled, in normal operation, independently by two different processors.
If both processors are healthy, the FCU1 is active and controls CAPT BARO selection, AFS display, AFS and
EFIS pushbutton switches as well as ARINC 1 bus (S1=0 and S3=1). The FCU2 controls F/O BARO selection
and ARINC 2 bus (S2=0).
When processor 1 is failed, there is a changeover on processor 2 which becomes active. It then controls the
whole FCU (S1=1, S2=0 and S3=0).
When processor 2 is failed, processor 1 remains active and also controls F/O BARO selection and ARINC 2 bus
(S1=0, S2=1 and S3=1).
The changeover occurs as soon as a channel is no longer valid, and especially for power supply cutoffs longer
than 200 ms.
NOTE :
AES
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
After you open the two FCU circuit breakers (during the FCU removal procedure), you will continue to
see the FCU displays for some time. This is because of the residual polarization of the liquid crystals.
22-81-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
C.
System Functions
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
(Ref. Fig. 22-81-00-17700-B - Control of the FCU in Normal Operation)
The FCU ensures the interface between the crew and the three following systems:
. AFS (Ref. NOTE)
. EIS LEFT
. EIS RIGHT
In normal operating conditions each computation channel performs a specific function as follow:
. channel B : EIS LEFT and AFS
. channel C : EIS RIGHT
In the event of a failure of one channel, there is reconfiguration on the remaining channel.
The reconfiguration logic is defined in the following table:
----------------------------------------------------------------------------!
FAILED
!
FUNCTIONS
!
!
CHANNEL
----------------------------------------------------------!
!
EIS LEFT
and
AFS
!
EIS RIGHT
!
!---------------------------------------------------------------------------!
!
NONE
!
B
!
C
!
!-----------------!--------------------------------------!------------------!
!
B
!
C
!
C
!
!-----------------!--------------------------------------!------------------!
!
C
!
B
!
B
!
----------------------------------------------------------------------------This logic enables the maximum availability of FCU functions.
Each channel receives all data required to ensure the three functions.
Reconfiguration for the activated channel therefore consists in connection of that channel to output interfaces
via ARINC bus to the related control panel.
** On A/C ALL
D. Operational Interface
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
(1) Input signals
(a) Connections with the FMGCs
Channels B and C receive from each FMGC :
. FMGC OWN A bus
. hardwired discretes: confirmation of AP, FD and A/THR engagements
. a hardwired discrete: FCU validity detected by the FMGC
(b) ARINC feedbacks
For synchronization (Ref. para. C) and internal monitoring (Ref. para. D) purposes, the AFS, EIS CP-L
and EIS CP-R output buses are looped back to the two channels.
(2) Output signals
(a) Discrete signals
The FCU delivers control data for AP1, AP2 and A/THR engagement to each FMGC in the form of
hard-wired discretes.
Those data are issued directly from the engagement pushbutton switches without software processing.
AES
22-81-00 PB001
Page 5
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Revision n: 40
@A318/A319/A320/A321
Each pushbutton switch contains two contacts in order to duplicate the output signals.
(b) ARINC 429 bus
A bus is associated with each function performed by the FCU.
For segregation reasons transmission of data to the engines has required the creation of four identical
outputs for the AFS.
The FCU therefore delivers a total of four ARINC buses.
Those are :
AFS-1A
*
AFS-1B
*
AFS-2A
*
AFS-2B
*
(* :Identical content)
** On A/C ALL
E.
Synchronization
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
In order to avoid display modifications during reconfigurations, the channel non-active on a given function
synchronize on the values computed by the channel active on this function.
This is accomplished through wrap-around buses.
The passive channel permanently acquires, on this bus, the data computed by the active channel.
If the active channel is faulty, the activated channel is initialized with the data just acquired on the bus
associated with the related function.
There is also synchronization, with aircraft in flight, after long power cuts.
In this case, the data used are those stored in the RAM (Random Access Memory) prior to power cutoff. The
displays are thus maintained.
** On A/C ALL
F.
System Monitoring
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
** On A/C ALL
(Ref. Fig. 22-81-00-17600-A - Monitoring of FCU by FMGC)
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
The FCU is monitored by :
. a watchdog which checks the correct operation of the program of each computation channel
. the active FMGC which compares, for the channel active on the AFS function, the data received from the
FCU with its transmitted data.
In the event of a fault, the faulty channel disconnects itself (FCU HLTY/B or C discrete signal). As the
remaining channels are prompted on its validity status, the reconfiguration process is engaged and a failure
message is sent to the FWS.
AES
22-81-00 PB001
Page 6
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Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
G.
Power Up Test
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
The FCU power up tests are initiated automatically on the channels concerned (B/PS 1, C/PS 2) when the
following conditions are met:
. aircraft on ground (configuration confirmed by two data)
. restoration of electrical power after power cutoff longer than 5 s.
These tests consist of:
. safety tests
. verification of ARINC EEPROMs (Electrically-Erasable Read-Only Memory)
. validity check of external and internal pin programming functions.
The result of these tests is stored in memory and taken into account by the monitoring function of each
computation channel.
AES
22-81-00 PB001
Page 7
May 01/12
Revision n: 40
S1
S2
AES
S7
FD
in Hg
PULL
STD
BARO
S8
ILS
hPa
DS1
FIGURE 22-81-00-12400-B SHEET 1

OFF
NAV
VOR.D
VOR
PLAN
ARC
S5
WPT
S4
ADF
10
20
NDB
OFF
40
S12
160
S6
VOR
320
80
ARPT
S13
S28 S15
SPD
MACH
SPD MACH
S16
LAT
S20
LOC
HDG TRK
DS2
BARO REFERENCE SELECTOR KNOB

IN. HG/MB SELECTOR KNOB
MODE SELECTOR SWITCH
SCALE SELECTOR SWITCH (NM)
ADF1/VOR1 SELECTOR SWITCH
ADF2/VOR2 SELECTOR SWITCH
FD PUSHBUTTON SWITCH
ILS PUSHBUTTON SWITCH
CSTR PUSHBUTTON SWITCH
WPT PUSHBUTTON SWITCH
VOR.D PUSHBUTTON SWITCH
NDB PUSHBUTTON SWITCH
ARPT PUSHBUTTON SWITCH
CAPT BARO DISPLAY
FCU DISPLAY
F/O BARO DISPLAY
S11
S1/S31
S2/S32
S3/S33
S4/S34
S5/S35
S6/S36
S7/S37
S8/S38
S9/S39
S10/S40
S11/S41
S12/S42
S13/S43
DS1
DS2
DS3
S3
ADF
ILS
ROSE
VOR
CSTR
S9
S10
S22
AP1
HDG
TRK
S23
S20
S21
S22
S23
S24
S25
S26
S27
S28
S15
S16
S17
S18
S19
S24
A/THR
AP2
V/S
FPA
TRK FPA
HDG V/S
S21
S27
APPR
DN
UP
V/S FF
S19
PUSH
TO
LEVEL
OFF
160
VOR
320
80
NDB
OFF
40
S34 S35
ADF
10
20
ARPT
S43
OFF
NAV
WPT
VOR
PLAN
ARC
CSTR
S39
S33 S36
ADF
ILS
ROSE
VOR
VOR.D
S41
S40
ILS
in Hg
PULL
STD
BARO
S37
FD
hPa
DS3
S38
VERTICAL SPEED/FLIGHT PATH

ANGLE SELECTOR KNOB / PUSH TO LEVEL OFF
LOC PUSHBUTTON SWITCH
HDGV/S/TRK FPA PUSHBUTTON SWITCH
AP1 PUSHBUTTON SWITCH
AP2 PUSHBUTTON SWITCH
A/THR PUSHBUTTON SWITCH
DUMMY OR EXPED PUSHBUTTON SWITCH
ALTITUDE PUSHBUTTON SWITCH
APPR PUSHBUTTON SWITCH
SPD/MACH PUSHBUTTON SWITCH
ALTITUDE SELECTOR KNOB
S25
EXPED
S18
METRIC
ALT
LVL/CH
S26
SPEED/MACH SELECTOR KNOB

HEADING/TRACK SELECTOR KNOB
1000
S25
OR
100
ALT
S17
S42
S31
S32
@A318/A319/A320/A321
** On A/C ALL
N_MM_228100_0_AAT0_01_00
22-81-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FLIGHT CONTROL UNIT
N_MM_228100_0_AXM0_01_00
AES
FIGURE 22-81-00-12500-A SHEET 1

FCU - Component Location
22-81-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
A39
A38
A37
A32
A31
A34
A33
A41
A40
A35
A41
A51,A52
A35
DISPLAY
CPU
ARINC
BATTERY
POWER
MONITORING I
POWER
MONITORING II
PSU
A51
J1
BOARD TITLE
A31,A37
A32,A38
A33,A39
A34,A40
J2
A52
SPARE
SPARE
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
N_MM_228100_0_ACM0_01_00
AES
FIGURE 22-81-00-12600-A SHEET 1

22-81-00 PB001
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
A5
J1
J2
A8
A7
A6
A4
A9
PS1
PS2
LEFT
SIDE
RIGHT
SIDE
A1
A2
EIS RIGHT CTL PANEL

AFS CTL PANEL
EIS LEFT CTL PANEL
FRONT ASSEMBLY BOARD
CPU BOARDS
SINGLE AILE PROTECTION CONNECTION BOARD
BATTERIES
POWER SUPPLIES
CONNECTORS
A3
A1
A2
A3
A4
A5A6
A7
A8A9
PS1PS2
J1J2
N_MM_228100_0_BCM0_01_00
AES
FIGURE 22-81-00-12600-B SHEET 1

22-81-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
CPU 1
INPUT
PORT
DISCRETES
AP1/FD1/A/THR 1 ENGD
FCU 1 FAIL
LAMP TEST
SPARE
OUTPUT
PORT
PWR MON
II
MODE ILLUM SUPP
DISCRETES
(SPARE)
BATTERY
TO LCD & P/B SW

DISPLAY
SERIAL
SERIAL
ARINC 429
FMGC1
FCU 1A
DEMOD
MOD
FCU 1A
FCU 1B
FILTER
PSU
28 VDC
28 VDC GND
DC
CONNECTORS
FCU 1B
PWR
MON
I
CPU2
AP1/A/THR 1
SW
S1
P/B
ENCODERS
ROTARY SELECTORS
PWR
CONSOLIDATION
CHANGE S3
OVER
LOGIC
FCU 1 HLTY
P/B MODE
CONFIRMATION
LCD
CHASSIS GND
S2
SAME
AS ABOVE
SIDE 2 IS IDENTICAL TO SIDE 1
SAME AS
ABOVE
FCU
AP2/FD2/A/THR 2 ENGD
FMGC 2
FCU 2A,2B
FCU 2 HLTY
FCU 2A,2B
AP2/A/THR 2 SW
N_MM_228100_0_AEM0_01_00
AES
FIGURE 22-81-00-14300-A SHEET 1

FCU - Architecture
22-81-00 PB001
Page 12
May 01/12
Revision n: 40
AES
FIGURE 22-81-00-14300-B SHEET 1

FCU - Architecture
POWER
SUPPLY 1
FCU B
HLTY
WATCH
DOG
INTERNAL
MONITORING
CPU B
CHANNEL B
POWER SUPPLY MONITORING 1
RESET
1
ARINC
INTERFACE
DISCRETE
INTERFACE
FRONT PANEL
INTERFACE
22-81-00 PB001
USED BY ALL CHANNELS
ARINC SWITCHES
MODULATORS
POWER
CONSOLIDATION
RECONFIGURATION LOGIC
FRONT PANEL
RESET
2
ARINC
INTERFACE
DISCRETE
INTERFACE
FRONT PANEL
INTERFACE
POWER SUPPLY MONITORING 2
POWER
SUPPLY 2
FCU C
HLTY
WATCH
DOG
INTERNAL
MONITORING
CPU C
CHANNEL C
@A318/A319/A320/A321
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
N_MM_228100_0_BGN0_01_00
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
FCU 2
FMGC 2
FMGC 1
FCU FAIL
COMPARE
FMGC
ARINC 429 (HS)
FCU 1
ARINC 429 (LS)
COPY
** On A/C ALL
N_MM_228100_0_AUM0_01_00
AES
FIGURE 22-81-00-17600-A SHEET 1

Monitoring of FCU by FMGC
22-81-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
1B
2B
1A
2A
STD/QNH/QFE F/O
STD/QNH/QFE CAPT
DMC1
DMC3
DMC2
ADC1
ADC3
ADC2
BARO CAPT
BARO F/O
BARO CAPT
BARO F/O
1A
2A
1B
2B
PROCESSOR 1
HEALTHY
PROCESSOR 2
HEALTHY
ARINC
429
B
ARINC
429
AFS DISPLAY
BARO
F/O
DISPLAY
BARO
CAPTAIN
DISPLAY
S3
S1
S2
PROCESSOR 1
BARO CAPTAIN
SELECTOR
PROCESSOR 2
BARO F/O
SELECTOR
N_MM_228100_0_AWM0_01_00
AES
FIGURE 22-81-00-17700-A SHEET 1

Changeover
22-81-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
EIS LEFT
CONTROL
AFS
CONTROL
HLTY
CONFB
(=TRUE)
SWITCH
EIS RIGHT
CONTROL
HLTY
CONFB
(=TRUE)
HLTY
CONFC
(=TRUE)
SWITCH
SWITCH
FCU B
FCU C
HLTY
CONFB
(=TRUE)
HLTY
CONFC
(=TRUE)
SWITCH
SWITCH
1A
1B
2A
2B
BUS ARINC
N_MM_228100_0_BUN0_01_00
AES
FIGURE 22-81-00-17700-B SHEET 1

Control of the FCU in Normal Operation
22-81-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
CONTROL UNIT - FLIGHT (FCU) - REMOVAL/INSTALLATION

** On A/C ALL
Task 22-81-12-000-001-A
Removal of the FCU
FIN 2CA
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
No specific
B.
QTY
DESIGNATION
AR CAP - BLANKING

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
(Ref. Fig. 22-81-12-991-00200-A - Flight Control Unit (FCU))
3.
DESIGNATION
Job Set-up
Subtask 22-81-12-865-050-A
A.
49VU
PANEL
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
121VU
AUTO FLT/FCU/2
9CA2
M21
122VU
5LF
Y05
4.
FIN
LOCATION
Procedure
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
Subtask 22-81-12-020-051-A
A.
AES
Removal of the FCU

(1)
Hold the lower panel (6) and loosen the three Dzus fasteners (5) by a quarter turn.
(2)
Open the lower panel (6).
(3)
Remove the four screws (3) and washers (4) from the FCU (1).
(4)
Pull the FCU (1) from its housing (8).
22-81-12 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(5)
Disconnect the electrical connectors (7).
(6)
Remove the FCU (1).
(7)
Put CAP - BLANKING on the electrical connectors (2) and (7).
** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
Subtask 22-81-12-020-051-B
A.
Removal of the FCU

NOTE :
AES
You will continue to see the displays for some time after you open the two FCU circuit breakers. You
can ignore this (it is because of the residual polarization of the liquid crystals).
(1)
Hold the lower panel (6) and loosen the three Dzus fasteners (5) by a quarter turn.
(2)
Open the lower panel (6).
(3)
Remove the four screws (3) and washers (4) from the FCU (1).
(4)
Pull the FCU (1) from its housing (8).
(5)
Disconnect the electrical connectors (7).
(6)
Remove the FCU (1).
(7)
Put CAP - BLANKING on the electrical connectors (2) and (7).
22-81-12 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2CA
4
3
2
5
3
N_MM_228112_4_AAM0_01_00
AES
FIGURE 22-81-12-991-00200-A SHEET 1

22-81-12 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-81-12-400-001-A
FIN 2CA
1.
Reason for the Job

Self explanatory
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
22-10-00-710-004-A
DESIGNATION
22-10-00-710-006-A
22-96-00-710-001-A
22-97-00-710-001-A


3.
Job Set-up
Subtask 22-81-12-865-053-A
A.
PANEL
49VU
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
121VU
AUTO FLT/FCU/2
9CA2
M21
122VU
5LF
Y05
4.
FIN
LOCATION
Procedure
Subtask 22-81-12-420-052-A
A.
AES

(1)
(2)
(3)
Remove the blanking caps from the electrical connectors (2) and (7).
(4)
Make sure that the electrical connectors (2) and (7) are in the correct condition.
(5)
Connect the electrical connectors (2) and (7).
(6)
Install the FCU (1) in its housing (8).
(7)
Install the four screws (3) and washers (4).
(8)
Close and hold the lower panel (6).
(9)
Tighten the three Dzus fasteners (5) by a quarter turn.
22-81-12 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-81-12-865-054-A
B.
PANEL
49VU
DESIGNATION
AUTO FLT/FCU/1
FIN
LOCATION
9CA1
B05
121VU
AUTO FLT/FCU/2
9CA2
M21
122VU
5LF
Y05
Subtask 22-81-12-710-052-A
C.
Test
(1)
Do the Operational Test of the AFS (Ref. TASK 22-96-00-710-001-A).

NOTE :
(2)
5.
Additionally, you can do these operational tests (Ref. TASK 22-10-00-710-004-A) and (Ref.
TASK 22-10-00-710-006-A). These two tests are optional.
Do the Land CAT 3 Capability Test (Ref. TASK 22-97-00-710-001-A) if the aircraft operates in CAT 3
conditions.
Close-up
Subtask 22-81-12-860-050-A
A.
AES
22-81-12 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
(Ref. Fig. 22-82-00-11200-A - MCDU Interface)
The Multipurpose Control and Display Units (MCDU) provide access to the following:
. FMGC (Flight Management function)
. DATA LINK (ACARS)-optional
. CFDS (Centralized Fault and Display System)
. AIDS-optional
. SAT (SATCOM)-optional
. ATSU-optional.
They are composed of a keyboard and a screen for data entry/display by the pilot or the line maintenance personnel.
AES
22-82-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Component Location
(Ref. Fig. 22-82-00-12500-A - MCDU - Component Location)
FIN
3CA1
MCDU-1
3CA2
MCDU-2
** On A/C ALL
EMB SB 22-1085 FOR A/C 003-004
11VU
11VU

DOOR
210
22-82-12
210
22-82-12
3CA3
101VU
211
AES
MCDU-3
PANEL
22-82-00 PB001
22-82-12
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
A.
MCDU Front Panel 3CA1 3CA2 3CA3

** On A/C 003-004
** On A/C 005-099
(Ref. Fig. 22-82-00-14000-B - MCDU Front Panel)
** On A/C 003-004
(1) The screen
The MCDU display contains 14 lines, each having 24 characters. Of these 14 lines, the top line (line 1) is
normally used as a title line or to display data to which the pilot does not have access. The bottom line
(line 14) is the scratchpad line and is used by the pilot to alter the data in the data fields.
Lines 2 through 13 are data lines arranged into six pairs (lines 2-3, 4 -5, 6-7, 8-9, 10-11, 12-13). Each pair
of lines has a label line (the top of the two lines) and a data line. The data lines are adjacent to the line
select keys, and the label line is just above the data line.
The line pairs are referenced by line select keys as follows:
Reference
Screen lines
1L - 1R
2 - 3
2L - 2R
4 - 5
3L - 3R
6 - 7
4L - 4R
8 - 9
5L - 5R
10 - 11
6L - 6R
12 - 13
The line select keys allow entry of data into a field and access to a data or a function identified by that
field.
(2) The keyboard
(a) Alphanumeric keys
Pressing an alphanumeric key (O through 9, A through Z, . (full point), + (plus), - (minus) and /
(slash)) enters that character into the scratchpad of the MCDU.
(b) Mode keys
Pressing a mode key causes a new MCDU page to be displayed and allows access to certain functions.
The available mode keys are:
. AIRPORT
. F-PLN
. DIR
. PROG
. PERF
. INIT
. DATA
. RAD NAV (Radio Navigation)
. FUEL PRED (Fuel Prediction)
. SEC F-PLN (Secondary flight plan)
(FMGS mode keys)
. MCDU MENU
(multi-purpose key)
. ATC COMM
(optional Air Traffic Control mode key for datalink communication).
AES
22-82-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
(c) Function keys
The function keys are described below.
. NEXT PAGE = causes horizontal slewing to occur.
. (Slew up) = causes upward vertical slewing to occur.
. (Slew down) = causes downward vertical slewing to occur.
. CLR = allows clearing of scratchpad and data fields.
. Delta (OVFY) = enters a Delta into the scratchpad.
(3) Front panel annunciators
There are three illuminable annunciators on the MCDU front panel:
. FAIL: This annunciator comes on (amber) when the MCDU has failed.
. MCDU MENU: This annunciator comes on (white) when a system linked to the MCDU requests the
display.
. FMGC: This annunciator comes on when the FMGC is not active and when it has sent an important
message.
(4) Brightness Knob (BRT)
The BRT knob allows brightness adjustment of the screen.
** On A/C 005-099
(5) The screen
The MCDU display contains 14 lines, each having 24 characters. Of these 14 lines, the top line (line 1) is
normally used as a title line or to display data to which the pilot does not have access. The bottom line
(line 14) is the scratchpad line and is used by the pilot to alter the data in the data fields.
Lines 2 through 13 are data lines arranged into six pairs (lines 2-3, 4 -5, 6-7, 8-9, 10-11, 12-13). Each pair
of lines has a label line (the top of the two lines) and a data line. The data lines are adjacent to the line
select keys, and the label line is just above the data line.
The line pairs are referenced by line select keys as follows:
Reference
CRT lines
1L - 1R
2 - 3
2L - 2R
4 - 5
3L - 3R
6 - 7
4L - 4R
8 - 9
5L - 5R
10 - 11
6L - 6R
12 - 13
The line select keys allow entry of data into a field and access to a data or a function identified by that
field.
(6) The keyboard
(a) Alphanumeric keys
Pressing an alphanumeric key (O through 9, A through Z, . (full point), + (plus), - (minus) and /
(slash)) enters that character into the scratchpad of the MCDU.
(b) Mode keys
Pressing a mode key causes a new MCDU page to be displayed and allows access to certain functions.
The available mode keys are:
. AIRPORT
. F-PLN
. DIR
. PROG
. PERF
. INIT
. DATA
. RAD NAV (Radio Navigation)
AES
22-82-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
.
.
.
.
FUEL PRED (Fuel Prediction)

SEC F-PLN (Secondary flight plan)
(FMGS mode keys)
MCDU MENU
(multi-purpose key)
ATC COMM
(optional Air Traffic Control mode key for datalink communication).
(c) Function keys

The function keys are described below:
. NEXT PAGE = causes horizontal slewing to occur.
. (Slew up) = causes upward vertical slewing to occur.
. (Slew down) = causes downward vertical slewing to occur.
. CLR = allows clearing of scratchpad and data fields.
. Delta (OVFY) = enters a Delta into the scratchpad.
. two spare keys.
(7) Front panel annunciators
There are three illuminable annunciators on the MCDU front panel:
. FAIL: This annunciator comes on (amber) when the MCDU has failed.
. MCDU MENU: This annunciator comes on (white) when a system linked to the MCDU requests the
display.
. FMGC: This annunciator comes on when an FM page is not displayed.
(8) Brightness Knob (BRT)
The BRT knob allows brightness adjustment of the screen.
** On A/C ALL
B.
AES
Internal Description
(Ref. Fig. 22-82-00-14400-A - MCDU - Functional Layout)
(Ref. Fig. 22-82-00-14500-A - MCDU Components)
(Ref. Fig. 22-82-00-14600-A - MCDU - Block Diagram)
The MCDU includes:
. an input/output board for the acquisition of the data originating from the front panel, the discrete inputs
and six ARINC buses (5 operational + 1 provision) for the transmission of an ARINC bus and a discrete
output (MCDU fail).
. a processor board (A3) which consists of a microprocessor and associated circuits : memories and clock
. a character generation digital board (A4) which generates the shape of each character
. a character generation analog board (A5) which stands as a digital-to-analog converter and gives orders to
the deflection system
. a video-preamplifier board (A6) which receives the color signals and generates the brightness of each gun
. a video unit (A7) which consists of the amplifier and the CRT (Cathode RayTube)
. a low-voltage power supply unit (A1) which generates voltages to supply the circuits and check the video
unit.
. a high-voltage power supply unit (A8) which generates the voltages to supply the CRT.
22-82-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
4.
Operation
A.
Multifunction Usage
(1) Functioning
(Ref. Fig. 22-82-00-16000-A - Functioning)
The MCDU is linked to both FMGCs, CFDS, and optional systems.
At power-up or after a long term power interrupt, the MCDU communicates with the FMGC and the A/C
STATUS page is displayed.
To initiate communications with another system other than the FMGC, the pilot presses the MCDU MENU
mode key. Then a menu page is displayed (item a) indicating which system is currently active (green) and
any system requesting service (white with (REQ) displayed with a space immediately after each menu
system identifier).
If the operator does not press any line key after 60 seconds, the MCDU does one of the following actions:
. if an active system exists, the MCDU allows the active system to control the display,
. if no active system exists, the MCDU will continue to display the MCDU MENU page.
If the operator presses the line key adjacent to the desired system, communication is broken with the active
system and established with the selected one.
If the line select key corresponds to the currently active system, the communication continues with the
system. During the time between selecting the system and receipt of the first text from the selected system,
the display as shown in figure (item b) appears.
If communication with the selected system is not established, the MCDU displays the data as shown in
figure (item c).
When a system other than the currently active desires to communicate with the MCDU, it illuminates the
MCDU MENU annunciator on both MCDUs to warn the operator.
The operator has to press the MCDU MENU mode key to have the MCDU MENU page to know what
system is requesting the MCDU.
. When a system other than the FMGC is the active one, pressing any FMGC mode key activates the
FMGC.
. At the same time both MCDUs may communicate each with a different system.
(MCDU 1 - DATA LINK)
(MCDU 2 - FMGC)
. When the FMGC is not the active system, if it has to send an important message, it illuminates the
FMGC annunciator.
(2) Data fields
(a) 1L - FMGC : allows to activate communication with the FMGCs (A/C status page displayed).
(b) 2L - DATA LINK : allows to activate communication with the DATA LINK.
(c) 3L - AIDS : allows to activate communication with the AIDS.
(d) 4L - CFDS : allows to activate communication with the CFDS.
(e) 5L - ATSU : allows to activate communication with the ATSU.
(f) 6R - RETURN : allows to return to the currently active system.
(g) (REQ) may be displayed on any line (1L - 5L) with a space immediately after the requesting system
ident to indicate that the system is requesting the MCDU.
(TIME OUT) may be displayed if the communication is not established with the system.
AES
22-82-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
(h) Messages are displayed in the scratchpad to guide the pilot.
. When MCDU MENU mode key has been pressed, SELECT DESIRED SYSTEM is displayed.
. When a system has been called, WAIT FOR SYSTEM RESPONSE is displayed.
. If the called system does not answer, PRESS MCDU MENU KEY is displayed.
(i) The currently active system is displayed in green, remaining systems are displayed in white.
When one system is selected (line select key has been pressed) only this line is displayed in cyan with
WAIT FOR SYSTEM RESPONSE in the scratchpad.
B.
AES
Switching Logic (FM only)

(Ref. Fig. 22-82-00-16400-A - MCDU Switching Logic)
Each MCDU receives the state of its own FMGC on the discrete FMGC healthy.
When there is no failure (discrete in ground state), each MCDU talks to its own FMGC both ways.
When one FMGC is failed discrete open, both MCDUs talk with the remaining FMGC and the OPP FMGC IN
PROCESS indication is displayed in the scratchpad (on the MCDU which switched).
The functioning of both MCDUs remains totally independent as if both FMGCs were valid. In particular each
MCDU can talk with any system the operator has selected on the MCDU MENU page.
As soon as the failed FMGC is no more failed, the MCDU reverts to talk with it.
22-82-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FMGC 2
AIDS (OPTL)
MCDU 2
SATCOM (OPTL)
ACARS/ATSU (OPTL)
MCDU 1
CFDIU
FMGC 1
N_MM_228200_0_AAM0_01_00
AES
FIGURE 22-82-00-11200-A SHEET 1

MCDU Interface
22-82-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
BRT
F
A
I
L
F
M
G
C
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
DATA
MCDU
MENU
AIR
PORT
NEXT
PAGE
X
OVFY
M
C
D
U
M
E
N
U
Y
CLR
N_MM_228200_0_ABM0_01_00
AES
FIGURE 22-82-00-12500-A SHEET 1

MCDU - Component Location
22-82-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-004
CRT
LINE
SELECT
KEYS
LINE
SELECT
KEYS
BRT
FUNCTION AND
MODE KEYS
F
A
I
L
ANNUNCIATORS
F
M
G
C
DIR
PROG
PERF
INIT
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
DATA
MCDU
MENU
AIR
PORT
NEXT
PAGE
OVFY
CLR
BRIGHT
ADJUST
M
C
D
U
ANNUNCIATORS
M
E
N
U
CLEAR KEY
NUMERIC KEYS
ALPHA KEYS
N_MM_228200_0_ACM0_01_00
AES
FIGURE 22-82-00-14000-A SHEET 1

MCDU Front Panel
22-82-00 PB001
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 005-099
CRT
LINE
SELECT
KEYS
LINE
SELECT
KEYS
BRT
DIR
PROG
PERF
INIT
DATA
FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
ATC
COMM
BRIGHT
ADJUST
OFF
FUNCTION AND
MODE KEYS
ANNUNCIATORS
F
A
I
L
F
M
G
C
MCDU
MENU
AIR
PORT
NEXT
PAGE
OVFY
M
C
D
U
M
E
N
U
ANNUNCIATORS
CLR
CLEAR KEY
NUMERIC KEYS
ALPHA KEYS
N_MM_228200_0_ACN0_01_00
AES
FIGURE 22-82-00-14000-B SHEET 1

MCDU Front Panel
22-82-00 PB001
Page 11
May 01/12
Revision n: 40
@A318/A319/A320/A321
A8
HV POWER SUPPLY
A5
A4
CHARACTER
GENERATOR
(DIGITAL)
PROCESSOR
&
MEMORY
A7
A1
LV POWER SUPPLY
A3
A2
I/O
CONTROL
KEYBOARD
A6
VIDEO
DEFLECTION
PREAMP
VIDEO
AMPLIFIER
CRT
CHARACTER
GENERATOR
(ANALOG) .
** On A/C ALL
N_MM_228200_0_AEM0_01_00
AES
FIGURE 22-82-00-14400-A SHEET 1

MCDU - Functional Layout
22-82-00 PB001
Page 12
May 01/12
Revision n: 40
@A318/A319/A320/A321
LOW VOLTAGE
POWER SUPPLY
I/O
PROCESSOR/MEMORY
CHARACTER GENERATION
ANALOG
CHARACTER GENERATION
DIGITAL
VIDEO DEFLECTION
PREAMP
A1
A2
A3
A4
A5
A6
A8
HIGH VOLTAGE
POWER SUPPLY
VIDEO/DEFLECTION
DRIVER
** On A/C ALL
N_MM_228200_0_AGM0_01_00
AES
FIGURE 22-82-00-14500-A SHEET 1

MCDU Components
22-82-00 PB001
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
SDI 1
DISCRETE
INPUT
BUFFER
SDI 2
ONSIDE/OFFSIDE
TIMING
CIRCUITRY
A3
P/M
HVPS
A8
115 V 400HZ
ANODE
FOCUS
500VDC
LVPS
AI
BRT/DIM
HEATER
LAMP TEST
PROCESSOR
KEYBD
ANNUN
CIATOR
DRIVERS
YOKE
A/O
FAIL
CRT
UV PROM
A7 V/D
DRIVER
DRIVER
RAM
RETURN
KEYBD
MATRIX
DRIVER/
RECR
KEY
MATRIC
DRIVER
DRIVER
DRIVER
DRIVER
E PROM
SOURCE
STATUS
PORT
KEYBOARD
TCDU 429TX
ONSIDE REC
OFFSIDE REC
DATA
LINK
(ACARS)
DUAL
429
TX
TX
BUFFER
DUAL
429
REC
REC
BUFFER
DUAL
429
REC
AIDS
MAINT (CFDS)
REC
BUFFER
ANALOG
INPUT
CONTRO
LLER
REC
BUFFER
DUAL
429
REC
SPARE REC
CDU FAIL
MEMORY
ADDRESS
LATCH
COUNTER
BUFFER
REC
BUFFER
OPTL
DMA
CONTRO.
LLER
+
PREFETCH
REC
BUFFER
PROM
TRANSLATOR
COUNTER
DISCRETE
DRIVER
A2 I/O
PRE
AMP
D/A
PRE
AMP
D/A
PRE
AMP
COLOR
TRACKING
RAMS
I/O
CONTROL
CIRCU
ITRY
REC
BUFFER
D/A
A4 CGD
X, Y
COUNTER
SEQ
PROM/
CONTRO
LLER
A6
V/D PREAMP
LEFT
SENSOR
MUX
PRE
AMP
LINEARITY
CORRECTION
RIGHT
PRE
AMP
A/D
POT
D/AS
INTEG
RATORS
A5
CGA
N_MM_228200_0_AJM0_01_00
AES
FIGURE 22-82-00-14600-A SHEET 1

MCDU - Block Diagram
22-82-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
MCDU MENU
FMGC
DATA LINK
AIDS
CFDS ( REQ )
RETURN
SELECT DESIRED SYSTEM
SUBSYSTEM
CFDS
WAIT FOR SYSTEM RESPONSE
SUBSYSTEM
CFDS ( TIMEOUT )
PRESS MCDU MENU KEY
N_MM_228200_0_ALM0_01_00
AES
FIGURE 22-82-00-16000-A SHEET 1

Functioning
22-82-00 PB001
Page 15
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
FMGC HLTY
MCDU 2
FMGC 2
MCDU 1
FMGC 1
FMGC HLTY
N_MM_228200_0_ANM0_01_00
AES
FIGURE 22-82-00-16400-A SHEET 1

MCDU Switching Logic
22-82-00 PB001
Page 16
May 01/12
Revision n: 40
@A318/A319/A320/A321
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) REMOVAL/INSTALLATION

** On A/C ALL
Task 22-82-12-000-001-A
Removal of the MCDU
FIN 3CA1, 3CA2, 3CA3
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
No specific
B.
QTY
DESIGNATION
AR CAP - BLANKING

ZONE/ACCESS
210
ZONE DESCRIPTION
C.
REFERENCE
DESIGNATION
(Ref. Fig. 22-82-12-991-00100-A - Multipurpose Control and Display Unit (MCDU))
3.
Job Set-up
Subtask 22-82-12-865-050-A
A.

PANEL
DESIGNATION
AND/PED
4LF
Y04
FOR FIN 3CA1

49VU
AUTO FLT/MCDU/1
11CA1
B01
FOR FIN 3CA2

121VU
AUTO FLT/MCDU/2
11CA2
N20
FOR FIN 3CA3

121VU
DUMMY CB
11CA3
N21
122VU
4.
FIN
LOCATION
Procedure
AES
22-82-12 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-82-12-020-051-A
A.
Removal of the MCDU

NOTE :
AES
This removal procedure is applicable to each MCDU.
(1)
Loosen the six Dzus fasteners (1) from the MCDU (2) by a quarter turn.
(2)
Pull the MCDU (2) from its housing.
(3)
Disconnect the electrical connector (4).
(4)
Remove the MCDU.
(5)
Put CAP - BLANKING on the disconnected electrical connectors (3) and (4).
22-82-12 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3CA1
3CA2
A
1
2
3
TYPICAL LAYOUT
N_MM_228212_4_AAM0_01_00
AES
FIGURE 22-82-12-991-00100-A SHEET 1

Multipurpose Control and Display Unit (MCDU)
22-82-12 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
Task 22-82-12-400-002-A
1.
Reason for the Job

Self explanatory
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
22-70-00-710-001-A
DESIGNATION

3.
Job Set-up
Subtask 22-82-12-865-055-A
A.
PANEL
DESIGNATION
AND/PED
4LF
Y04
FOR FIN 3CA1

49VU
AUTO FLT/MCDU/1
11CA1
B01
FOR FIN 3CA2

121VU
AUTO FLT/MCDU/2
11CA2
N20
FOR FIN 3CA3

121VU
DUMMY CB
11CA3
N21
122VU
4.
FIN
LOCATION
Procedure
** On A/C 003-004
Subtask 22-82-12-420-053-A
A.
AES

This installation procedure is applicable to each MCDU.
(1)
(2)
(3)
Remove the blanking caps and make sure that the electrical connectors (3) and (4) are in the correct
condition.
22-82-12 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
CAUTION :
IF YOU REMOVED THE TWO MCDUS (1 AND 2), BE CAREFUL TO CONNECT EACH
CONNECTOR (3CA1A AND 3CA2A) TO THE CORRECT MCDU. THIS WILL PREVENT CROSSCONNECTION OF THE MCDUS.
(4)
Connect the electrical connector (4) to the receptacle (3).
(5)
Install the MCDU (2) in its housing.
(6)
Tighten the six Dzus fasteners (1) on the MCDU (2) by a quarter turn.
** On A/C 005-099
Subtask 22-82-12-420-053-B
A.

This installation procedure is applicable to each MCDU.
(1)
(2)
(3)
Remove the blanking caps and make sure that the electrical connectors (3) and (4) are in the correct
condition.
CAUTION :
(4)
IF YOU REMOVED THE TWO MCDUS (1 AND 2), BE CAREFUL TO CONNECT EACH
CONNECTOR (3CA1A AND 3CA2A) TO THE CORRECT MCDU. THIS WILL PREVENT CROSSCONNECTION OF THE MCDUS.
Connect the electrical connector (4) to the receptacle (3).

NOTE :
The MCDU is equipped with two connectors.

Connect the electrical connector B(J1).
The electrical connector B(J2) must not be used.
(5)
Install the MCDU (2) in its housing.
(6)
Tighten the six Dzus fasteners (1) on the MCDU (2) by a quarter turn.
** On A/C ALL
Subtask 22-82-12-865-056-A
CAUTION :
B.
IF YOU REMOVED THE TWO MCDUS (1 AND 2), MAKE SURE THAT:
WHEN YOU CLOSE CIRCUIT BREAKER 11CA1, POWER IS SUPPLIED TO MCDU 1
WHEN YOU CLOSE CIRCUIT BREAKER 11CA2, POWER IS SUPPLIED TO MCDU 2.
THIS IS A CHECK TO MAKE SURE THAT THERE IS NO CROSS-CONNECTION OF THE
ELECTRICAL CONNECTORS.
PANEL
DESIGNATION
AND/PED
4LF
Y04
FOR FIN 3CA1

49VU
AUTO FLT/MCDU/1
11CA1
B01
FOR FIN 3CA2

121VU
AUTO FLT/MCDU/2
11CA2
N20
122VU
AES
FIN
LOCATION
22-82-12 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
PANEL
FOR FIN 3CA3
121VU
DESIGNATION
DUMMY CB
FIN
11CA3
LOCATION
N21
Subtask 22-82-12-710-053-A
C.
5.
Do the operational test of the system (Ref. TASK 22-70-00-710-001-A).
Close-up
Subtask 22-82-12-860-050-A
A.
AES
22-82-12 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) CLEANING/PAINTING

** On A/C ALL
Task 22-82-12-100-001-A
Cleaning of the Multipurpose Control Display Unit (MCDU)
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
No specific
B.
QTY
1
OPTICAL PRECISION PAD
1
STERILE GAUZE PAD
Consumable Materials
REFERENCE
Material No: 11-010
Material No: 11-020
Material No: 19-003
No specific
C.
DESIGNATION
CLEANING AGENTS
ISOPROPYL ALCOHOL
CLEANING AGENTS
VISUAL DISPLAY UNIT ANTI-STATIC CLEANER
LINT-FREE COTTON CLOTH
impregnated screen pad 2000

ZONE/ACCESS
210
3.
DESIGNATION
ZONE DESCRIPTION
Job Set-up
Subtask 22-82-12-869-050-A
A.
4.
There is no special job set-up for this task.
Procedure
Subtask 22-82-12-100-053-A
A.
AES
Cleaning of the Screen of the MCDU

CAUTION :
BE VERY CAREFUL WHEN YOU CLEAN THE SCREEN OF THE MCDU. IT IS NOT POSSIBLE
TO REPLACE THE GLASS. IF YOU CAUSE DAMAGE TO THE GLASS, THE DAMAGE WILL
BE PERMANENT.
CAUTION :
MAKE SURE THAT YOU OBEY THE INSTRUCTIONS IN THE CLEANING PROCEDURE THAT
FOLLOWS. INCORRECT CLEANING CAN CAUSE DAMAGE TO THE ANTI-REFLECTIVE
COATING.
22-82-12 PB701
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
IT IS NOT PERMITTED TO USE TISSUES SUCH AS KLEENEX TISSUES. SUCH TISSUES CAN
CAUSE LOCAL REMOVAL OF THE SURFACE TREATMENT, AND THUS HALOS OR
SCRATCHES.
ALWAYS APPLY THE CLEANING AGENT TO THE PAD AND NOT TO THE SCREEN.
CAUTION :
(1)
Make an absorbent surgical cotton wadding LINT-FREE COTTON CLOTH (Material No: 19-003) or a
STERILE GAUZE PAD or an OPTICAL PRECISION PAD moist with CLEANING AGENTS (Material
No: 11-020) or CLEANING AGENTS (Material No: 11-010) , or use an impregnated screen pad 2000.
(2)
Move the moist wad (or pad) lightly across the surface of the screen (one time only).
(3)
If you find again marks or dust on the screen, do steps (1) and (2) again with a new piece of moist wad
(or pad). Do these steps again until the screen is fully clean.
NOTE :
(4)
Use a new pad (or wad) each time to prevent scratches that can be caused by a dusty pad.
Dry the screen with a clean wad (or pad). To do this, move the clean wad (or pad) lightly across the
surface of the screen (one time only).
NOTE :
5.
USE ONLY THE SPECIFIED MATERIALS AND OBEY THE INSTRUCTIONS FROM THE
MANUFACTURERS. OTHER MATERIALS CAN CAUSE DAMAGE TO THE SURFACE
PROTECTION OF THE COMPONENTS AND THE RELATED AREA.
We recommend to frequently clean the screen to remove finger marks or dust.
Close-up
Subtask 22-82-12-942-053-A
A.
AES
22-82-12 PB701
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC) DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The Flight Management and Guidance Computer (FMGC) is a digital computer to 8MCU in conformity with ARINC
Specification 600.
(Ref. Fig. 22-83-00-11200-A - FMGC - Front Panel)
It is to be noted that some boards in the computer are equipped with a memory module. The access to these
modules is from the outside of the unit.
The computer consists of two separate parts : a command channel and a monitoring channel.
(Ref. Fig. 22-83-00-11300-B - FMGC - Internal Arrangement (Standard B and Common Standard))
The command channel ensures two functions : the management of the flight and the guidance.
The monitoring channel only ensures the guidance function.
The two channels are physically separate :
. each channel has its own power supply unit.
. the electronic boards assigned to each channel are located in different zones in the computer unit.
. the electrical routings are separate.
. the pin connections at the output connectors are duplicated and separate.
At software level, the programming languages of the command and monitoring channels are different.
For the GUIDANCE function, the engage logic of the AP, FD and A/THR systems in command and monitoring
channels is achieved in hard-wired circuitry.
AES
22-83-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Component Location
(Ref. Fig. 22-83-00-12600-A - FMGC - Component Location)
FIN
1CA1
1CA2
AES
FMGC-1
FMGC-2
PANEL
83VU
84VU

DOOR
127
22-83-34
128
22-83-34
22-83-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
System Description
A.
Command Channel
** On A/C 003-004
(Ref. Fig. 22-83-00-15100-A - FMGC - Architecture)
** On A/C 005-099
(Ref. Fig. 22-83-00-15100-A - FMGC - Architecture)
** On A/C 003-004
(1) Flight management
This digital section comprises three processors, each one being located on one board.
(a) Input/output processor (input/output board)
It ensures the functions below:
. ARINC interface with specific peripherals (MCDUs, data loader, EFIS, FMS Intersystem bus,
printer/ACARS).
. dialogue with the other two processors through a common memory located on the same board.
(b) Data base processor (data base board)
The data bank is located on the same board in the mass memory.
This board includes a memory module.
This processor manages the data bank and certain background tasks which are not performed by the
main processor.
It dialogues with the other two processors through the common memory and with the FG part through
a shared memory located on the board.
The common memory is supplied with 5V from a battery.
It is therefore maintained in the event of aircraft power cutoff (Ref. para. (3)).
(c) The FM CPU board fulfills the flight management tasks.
The board is equipped with a memory module. It also includes the shared memory for dialogue with
the FG part.
Upon energization a test program is activated if the aircraft is on the ground.
(2) Guidance function
(a) Digital part
This part uses two processors : the INNER LOOP processor and the GUIDANCE COMMAND
processor.
The dialogue between the two processors is performed through a shared memory.
The correct running of the program is checked by a watchdog. The result is directly taken into account
in the system engagement hardwired logic on the EXTENSION COM board.
Safety tests are activated at power-up when the aircraft is on the ground.
The guidance part, command channel, is integrated on three boards:
. a ILCPU (Inner Loop CPU)
. a CPU AFS
. an EXTENSION COM
1
AES
ILCPU board
This board which includes the INNER LOOP processor is equipped with a memory module.
It ensures the following functions:
. ARINC acquisition of the peripherals for the INNER LOOP processor and transmission to the
GUIDANCE processor.
22-83-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
.
.
.
2
transmission of data to the peripherals by means of two ARINC buses : bus A (high speed)
and bus B (low speed).
These buses are looped back on the GUIDANCE MONITOR for monitoring purposes.
computation of the AP, FD and A/THR inner loops control laws and vote of the AP signals
between the command and monitoring channels
monitoring through comparison of the AP signals between the two channels.
The GUIDANCE part is integrated in the other two boards in the command channel.
The CPU AFS board includes a memory module.
The GUIDANCE part ensures the functions below:
. ARINC acquisition for the Flight Management (FM) and guidance functions either directly or
through the INNER LOOP board
. dialogue with the FM part
. computation of the operational logic
. computation of the AP, FD and A/THR outer loop signals and transmission of these signals
to the INNER LOOP processor
. transmission of the flight management parameters on the ARINC bus C
. monitoring of the alpha floor detection
(b) Hardwired logic

It is integrated in the EXTENSION COM board. It ensures the functions below:
1
AP engage logic
Engagement of the AP function depends on:
. the software conditions of the AP function
. the status of the GUIDANCE logic (monitoring of peripherals, FMGC hardware, watchdog)
. the status of the long power failure from the power supply unit
. the activation of the AP pushbutton switch on the FCU.
A/THR engage logic

The operation is similar to that of the AP engage logic.
FD engage logic
Engagement of the FD function depends on:
. the status of the GUIDANCE logic
. the activation of the FD pushbutton switch.
FCU monitoring
This monitoring consists in reading, on the FCU bus, the data transmitted by the FMGC through
the bus A. If an unhealthy operation is detected, the FCU FAIL signal is set to FAIL and causes
the internal reconfiguration of the FCU between FCU 1 and FCU 2.
(3) Power supply unit

(Ref. Fig. 22-83-00-15200-A - Power Supply Unit)
The power supply unit delivers these voltages for the command channel:
. +5 V BATT from a battery which keeps the FM common memory supplied
. +15 V, -15 V, +5 V, +28 V from the filtered aircraft 28 V (Ref. 22-84-00-00).
These voltages are monitored by the program which takes into account their status.
A circuit monitors the level of the 28 V and detects any power cutoff.
Three cases may arise:
. Cutoffs less than 2 ms : these cutoffs have no impact on the operation of the FMGC.
. Short cutoffs : between 2 ms and 200 ms for the GUIDANCE part and between 2 ms and 4 s for the
MANAGEMENT part.
The detection circuits provide the safeguard of the RAM memories and enable the microprocessors to
restart at power restoration.
AES
22-83-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
This transient must not cause disconnection of the AP, FD or A/THR systems
. Long cutoffs : more than 200 ms for the GUIDANCE part or 4 s for the MANAGEMENT part.
All these cutoffs result in disconnection of the AP, FD and A/THR systems.
However, the microprocessors must be able to restart at power restoration.
No flight data must be lost if the cutoff is less than 5 min.
** On A/C 005-099
(4) Flight management
This digital section comprises three processors, each one being located on one board.
(a) Input/output processor (input/output board)
It ensures the functions below:
. ARINC interface with specific peripherals (MCDUs, data loader, EFIS, FMS Intersystem bus,
printer/ACARS).
. dialogue with the other two processors through a common memory located on the same board.
(b) Data base processor (data base board)
The data bank is located on the same board in the mass memory.
This board includes a memory module.
This processor manages the data bank and certain background tasks which are not performed by the
main processor.
It dialogues with the other two processors through the common memory and with the FG part through
a shared memory located on the board.
The common memory is supplied with 5V from a battery.
It is therefore maintained in the event of aircraft power cutoff (Ref. para. (3)).
(c) The FM CPU board fulfills the flight management tasks.
The board is equipped with a memory module. It also includes the shared memory for dialogue with
the FG part.
Upon energization a test program is activated if the aircraft is on the ground.
(5) Guidance function
(a) Digital part
This part uses two processors : the INNER LOOP processor and the GUIDANCE COMMAND
processor.
The dialogue between the two processors is performed through a shared memory.
The correct running of the program is checked by a watchdog. The result is directly taken into account
in the system engagement hardwired logic on the EXTENSION COM board.
Safety tests are activated at power-up when the aircraft is on the ground.
The guidance part, command channel, is integrated on three boards:
. a ILCPU (Inner Loop CPU)
. a CPU AFS
. an EXTENSION COM
1
AES
ILCPU board
This board which includes the INNER LOOP processor is equipped with a memory module.
It ensures the following functions:
. ARINC acquisition of the peripherals for the INNER LOOP processor and transmission to the
GUIDANCE processor.
. transmission of data to the peripherals by means of two ARINC buses : bus A (high speed)
and bus B (low speed).
These buses are looped back on the GUIDANCE MONITOR for monitoring purposes.
. computation of the AP, FD and A/THR inner loops control laws and vote of the AP signals
between the command and monitoring channels
. monitoring through comparison of the AP signals between the two channels.
22-83-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
2
The GUIDANCE part is integrated in the other two boards in the command channel.
The CPU AFS board includes a memory module.
The GUIDANCE part ensures the functions below:
. ARINC acquisition for the Flight Management (FM) and guidance functions either directly or
through the INNER LOOP board
. dialogue with the FM part
. computation of the AP, FD and A/THR outer loop signals and transmission of these signals
to the INNER LOOP processor
. transmission of the flight management parameters on the ARINC bus C
. monitoring of the alpha floor detection
(b) Hardwired logic

It is integrated in the EXTENSION COM board. It ensures the functions below:
1
AP engage logic
Engagement of the AP function depends on:
. the status of the GUIDANCE logic (monitoring of peripherals, FMGC hardware, watchdog)
. the status of the long power failure from the power supply unit
. the activation of the AP pushbutton switch on the FCU.
A/THR engage logic

The operation is similar to that of the AP engage logic.
FD engage logic
Engagement of the FD function depends on:
. the status of the GUIDANCE logic
. the activation of the FD pushbutton switch.
FCU monitoring
This monitoring consists in reading, on the FCU bus, the data transmitted by the FMGC through
the bus A. If an unhealthy operation is detected, the FCU FAIL signal is set to FAIL and causes
the internal reconfiguration of the FCU between FCU 1 and FCU 2.

(Ref. Fig. 22-83-00-15200-A - Power Supply Unit)
The power supply unit delivers these voltages for the command channel:
. +5 V BATT from a battery which keeps the FM common memory supplied
. +15 V, -15 V, +5 V, +28 V from the filtered aircraft 28 V (Ref. 22-84-00-00).
These voltages are monitored by the program which takes into account their status.
A circuit monitors the level of the 28 V and detects any power cutoff.
Three cases may arise:
. Cutoffs less than 2 ms : these cutoffs have no impact on the operation of the FMGC.
. Short cutoffs : between 2 ms and 200 ms for the GUIDANCE part and between 2 ms and 4 s for the
MANAGEMENT part.
The detection circuits provide the safeguard of the RAM memories and enable the microprocessors to
restart at power restoration.
This transient must not cause disconnection of the AP, FD or A/THR systems
. Long cutoffs : more than 200 ms for the GUIDANCE part or 4 s for the MANAGEMENT part.
All these cutoffs result in disconnection of the AP, FD and A/THR systems.
However, the microprocessors must be able to restart at power restoration.
No flight data must be lost if the cutoff is less than 5 min.
AES
22-83-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
B.
Monitoring Channel (Guidance Only)

** On A/C 003-004
This channel includes a digital part and a hardwired logic as the GUIDANCE COMMAND channel.
** On A/C 005-099
This channel includes a digital part and a hardwired logic as the GUIDANCE COMMAND channel.
** On A/C 003-004
(1) Digital part
This part is integrated on two boards:
. a CPU AFS board
. an EXTENSION MON board
A memory module is located on the CPU AFS board.
It ensures these functions:
. ARINC acquisition of GUIDANCE peripherals
. computation of the AP/FD outer loop signals for the monitored modes
. computation of the inner loops control laws and vote of the AP signals between the command and
. transmission of computed data to the command channel through a low-speed ARINC bus called
INTERNAL bus
. monitoring of the AP/FD signals through comparison with the command signals
. monitoring of the alpha floor detection.
(2) Hardwired logic
It is identical with the logic of the command channel although it does not include the FCU monitoring
circuits.
It is identical with the power supply unit of the command channel although it does not include a 5 V
battery.
** On A/C 005-099
(4) Digital part
This part is integrated on two boards:
. a CPU AFS board
. an EXTENSION MON board
A memory module is located on the CPU AFS board.
It ensures these functions:
. ARINC acquisition of GUIDANCE peripherals
. computation of the AP/FD outer loop signals for the monitored modes
. computation of the inner loops control laws and vote of the AP signals between the command and
. transmission of computed data to the command channel through a low-speed ARINC bus called
INTERNAL bus
. monitoring of the AP/FD signals through comparison with the command signals
. monitoring of the alpha floor detection.
(5) Hardwired logic
It is identical with the logic of the command channel although it does not include the FCU monitoring
circuits.
AES
22-83-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
It is identical with the power supply unit of the command channel although it does not include a 5 V
battery.
** On A/C ALL
C.
Back Connector
** On A/C 003-004
(Ref. Fig. 22-83-00-15300-A - Connector FMGC)
The back of the computer is equipped with a size 3 connector.
** On A/C 005-099
(Ref. Fig. 22-83-00-15300-A - Connector FMGC)
The back of the computer is equipped with a size 3 connector.
** On A/C ALL
D. Carry on Loader
The wiring necessary to the loading of each FMGC by the carry on loader is routed from the FMGC back
connectors to two identical connectors.
These connectors 4CA1 and 4CA2 (one per computer) are located in the cockpit on the FMS LOAD panel
52VU.
AES
22-83-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
N_MM_228300_0_AAM0_01_00
AES
FIGURE 22-83-00-11200-A SHEET 1

FMGC - Front Panel
22-83-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A31
A71
A70
A90A91
A57
MONITOR
A14
A55
A54
COMMAND
A13
A12
A53
A52
A17
A51
A17
A31
A14 A13 A12
A91
A90
A71
A70
A57 A55 A54 A53 A52 A51
MONITOR
COMMAND
BOARD TITLE
CPU AFS
CPU
A54A71
A57
EXTENSION COM
EXTENSION MON
A55
A70
FM I.O.
A51
DATA BASE
A52
FM CPU
A53
MEMORY MODULE SET

POWER SUPPLY
A12,A13
A14,A17
A31
A91
POWER SUPPLY
A90
N_MM_228300_0_AEN0_01_00
AES
FIGURE 22-83-00-11300-B SHEET 1

FMGC - Internal Arrangement (Standard B and Common
Standard)
22-83-00 PB001
Page 10
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
82
VU
81VU
1CA2
1CA1
84
VU
83VU
86
VU
85VU
88VU
87VU
N_MM_228300_0_ADM0_01_00
AES
FIGURE 22-83-00-12600-A SHEET 1

FMGC - Component Location
22-83-00 PB001
Page 11
May 01/12
Revision n: 40
AES
FIGURE 22-83-00-15100-A SHEET 1

FMGC - Architecture
22-83-00 PB001
DISCRETE
SIGNALS
ARINC
SIGNALS
AC+28V
HS
LS
INPUTS OUTPUTS
BUS B (12K)
BUS A (100K)
PS MONITORING
POWER
SUPPLY
INPUTS OUTPUTS
DISCRETE I/O
INPUTS OUTPUTS
ARINC PROCESSOR
+5V .+/15V
+5V MANAGEMENT PART
BATTERY
AP, FD, A/THR

ENGAGEMENT
LOGIC
THE ARINC PROCESSOR DOES NOT HAVE

AN ARINC OUTPUT BUS
THERE IS NO LINK BETWEEN MONITOR PART
AND MANAGEMENT PROCESSOR (NO MANAGEMENT FUNCTION)
THERE IS NO MANAGEMENT PART POWER SUPPLY
THERE IS NO INNER LOOP
GUIDANCE
COMMAND
MONITOR
ENGD
DISCRETE
OUTPUTS
AP ENGD
ATH ENGD
FD ENGD
AP
FD
A/THR
BUS B
(12K)
BUS C
(12K)
DISCRETE
OUTPUTS
BUS A
(100K)
INTERSYSTEM
(100K)
CDU OWN
(100K)
CDU OPP
(100K)
DATA LOADER
(12K)
INNER LOOP THIS PART IS SIMILAR

TO THE DIGITAL COMMAND SIDE
DISCRETE
ARINC
CPU MEMORY
I/O
PROCESSOR
GUIDANCE
SHARED
MEMORY
CPU
SHARED MEMORY
MEMORY
MAIN PROCESSOR BOARD
THIS SIDE SIMILAR TO THE COMMAND SIDE

EXCEPT THAT:
ADC
MEMORY
WATCH DOG
CPU
SHARED MEMORY
MASS MEMORY MEMORY CPU
DATABASE PROCESSOR BOARD
ARINC PROCESSOR
INTERNAL MONITOR, KG
DISCRETE
INPUTS
DISCRETE
OUTPUTS
DISCRETE I/O
ARINC
OUTPUTS
ARINC
INPUTS
COMMON MEMORY
I/O PROCESSOR
CPU
INPUTS OUTPUTS
FMGC MON (HS)
DISCRETE
SIGNALS
ARINC
HS
SIGNALS LS
ARINC
HS
SIGNALS LS
MEMORY
@A318/A319/A320/A321
** On A/C ALL
N_MM_228300_0_AGM0_01_00
Page 12
May 01/12
Revision n: 40
AES
FIGURE 22-83-00-15200-A SHEET 1

Power Supply Unit
MONITOR
COMMAND
CHASSIS GND
AC 28V GND
AC + 28V
IT.PW.DN
+5V
(RAM PS)
+5VS
+28V
PS
MONITORING
+15V
15V
+5V
TEST REQ MON

(TO CPU GUIDANCE MON)
22-83-00 PB001
IT.PW.DN
LPF
5V RESET
+5VS (RAM PS)
PS MONITORING
(TO GUIDANCE COM)
TEST REQ COM

(TO CPU GUIDANCE MON)
SW RESET
TEST REQ COM
(TO CPU GUIDANCE COM.
MANAGEMENT)
PS MONITORING
(TO GUIDANCE COM)
TEST REQ MON
(TO CPU GUIDANCE COM.
MANAGEMENT)
DC/DC
+ 15VS
CONVERTERS
(AUXILIARY)
+5V (AUX)
LPF
DELAY
TIME
+28V
SAME AS COM SIDE

EXCEPT FOR BATTERY
+15V
15V
+5V
+5VS
POWER
FAIL
CONTROL
GND 28V
+28V
GUIDANCE COM)
+5VS
FAIL
DETECTOR
28V LOSS
DETECTOR
EOF (FROM CPU

GUIDANCE COM)
(FROM CPU
+5VS
28V GND INT
+28V INT
+28V
+15V
DC/DC
15V
CONVERTERS
28V GND INT
+5V
(MAIN)
AC 28V GND
DIODES
GND 28V
FILTERS
BATT.MONITORING (TO GUIDANCE COM)

+28V INT
+5V BAT SPERRY (TO MANAGEMENT)
AC + 28V
INPUT
PROTECTION
BATTERY
SEL
@A318/A319/A320/A321
** On A/C ALL
N_MM_228300_0_AJM0_01_00
Page 13
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
D
A B C D E F G H J
A B C D E F G H J
LT
RT
10
10
15
15
A B C D E F G H J
A B C D E F G H J
10
10
15
15
LM
RM
4
6
LB
10
1
5
4
6
10
RB
11
11
13
1
5
12
13
12
COMMAND
J001
MONITOR
N_MM_228300_0_ALM0_01_00
AES
FIGURE 22-83-00-15300-A SHEET 1

Connector FMGC
22-83-00 PB001
Page 14
May 01/12
Revision n: 40
@A318/A319/A320/A321
COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC) REMOVAL/INSTALLATION

** On A/C ALL
Task 22-83-34-000-001-A
Removal of the FMGC
FIN 1CA1, 1CA2
1.
Reason for the Job

Self explanatory
2.

A.
REFERENCE
No specific
QTY
DESIGNATION
1
No specific
AR
CAP - BLANKING
No specific
AR
SAFETY CLIP - CIRCUIT BREAKER
B.

ZONE/ACCESS
127
128
824
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
31-32-00-860-001-A
(Ref. Fig. 22-83-34-991-00100-A - Flight Management and Guidance Computer (FMGC))

3.
Job Set-up
Subtask 22-83-34-810-050-A
A.
AES
Trouble Shooting Data

You can print the Trouble Shooting Data (TSD) as follows:
. get access to the SYSTEM REPORT/TEST menu page (Ref. TASK 31-32-00-860-001-A),
. on this page, push the line key adjacent to the AFS indication,
. on the AFS MAIN MENU page, push the line key adjacent to the TROUBLE SHOOTING DATA
indication to get the AFS/TROUBLE SHOOTING page,
22-83-34 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
.
.
on this page, push the line key adjacent to the BITE SELECTION (FG1 and FG2, COM and MON, FM1
and FM2 indications to get the AFS/TROUBLE SHOOTING page(s),
print the AFS/TROUBLE SHOOTING page(s).
Subtask 22-83-34-860-051-A
B.

(1)

24-41-00-861-002-A-02).
(2)
On
.
.
.
.
.
(3)
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).
the center pedestal, on the MCDU related to the faulty FMGC:

adjust the brightness of the MCDU screen,
push the DATA mode key to obtain the DATA INDEX page,
push the line key adjacent to the A/C STATUS indication,
make a note of the PERF FACTOR value (6R),
set the brightness to off.
Subtask 22-83-34-865-050-A
C.
PANEL
FOR FIN 1CA1
49VU
DESIGNATION
FIN
LOCATION
AUTO FLT/FMGC/1
10CA1
B02
FOR FIN 1CA2

121VU
AUTO FLT/FMGC/2
10CA2
M17
Subtask 22-83-34-010-051-A
D.
4.
Get Access
(1)
Put the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE in position at zone 128.
(2)
Procedure
Subtask 22-83-34-020-051-A
A.
Removal of the FMGC

NOTE :
AES
The procedure is the same for the FMGCs 1CA1 and 1CA2.
(1)
Loosen the nuts (3) on the front of the rack (2).
(2)
Lower the nuts (3).
(3)
Pull the FMGC (5) on its rack (2) to disconnect the electrical connectors (1).
(4)
Remove the FMGC (5) from its rack (2).
(5)
Put CAP - BLANKING on the electrical connectors (1).
22-83-34 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
ACCESS
DOOR 824
A
80VU
A
FR24A
1CA2
1CA1
FR20
B
83VU
84VU
B
1
1
5
4
3
3
N_MM_228334_4_AAM0_01_00
AES
FIGURE 22-83-34-991-00100-A SHEET 1

Flight Management and Guidance Computer (FMGC)
22-83-34 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-004
Task 22-83-34-400-001-A
FIN 1CA1, 1CA2
1.
Reason for the Job

NOTE :
2.
This installation procedure includes the usual test and an additional check. The additional check is for a
computer modified for the aircraft by the replacement of the OBRM(s) in the shop. If the computer installed
was modified for the aircraft by the replacement of the OBRM(s) in the shop, you must do the additional
check.

A.
REFERENCE
No specific
B.
QTY
DESIGNATION
1

ZONE/ACCESS
127
128
824
ZONE DESCRIPTION
C.
REFERENCE
22-10-00-710-002-A
22-70-00-610-008-A
DESIGNATION
Operational Test of Autopilot Disengagement and Locking Devices of the Side
Stick Controller and Rudder Pedals
22-96-00-710-001-A
22-97-00-710-001-A

24-41-00-861-002-A
24-41-00-861-002-A-01
24-41-00-861-002-A-02
31-32-00-860-001-A
52-41-00-410-002-A

3.
Job Set-up
Subtask 22-83-34-860-050-A
A.
AES

(1)
824 in zone 128.
(2)
22-83-34 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-83-34-865-051-A
B.
PANEL
FOR FIN 1CA1
49VU
AUTO FLT/FMGC/1
10CA1
B02
FOR FIN 1CA2

121VU
AUTO FLT/FMGC/2
10CA2
M17
4.
DESIGNATION
FIN
LOCATION
Procedure
Subtask 22-83-34-420-051-A
A.

(1)
(2)
(3)
Remove the blanking caps from the electrical connectors (1).
(4)
Make sure that the electrical connectors (1) are in the correct condition.
(5)
Install the FMGC (5) on its rack (2).
(6)
Push the FMGC (5) on the rack (2) to connect the electrical connectors (1).
CAUTION :
(7)
LOCKED.
Subtask 22-83-34-865-052-A
B.
PANEL
FOR FIN 1CA1
49VU
DESIGNATION
FIN
LOCATION
AUTO FLT/FMGC/1
10CA1
B02
FOR FIN 1CA2

121VU
AUTO FLT/FMGC/2
10CA2
M17
Subtask 22-83-34-860-052-A
C.
AES

(1)

24-41-00-861-002-A-02).
(2)
On
.
.
.
.
the center pedestal, on the MCDU related to the replacement FMGC:

make sure that the PERF FACTOR value is the same as the value you wrote during the removal. If
not:
- write the PERF FACTOR value in the scratchpad,
22-83-34 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
.
- enter this value in line (6R),

Subtask 22-83-34-710-063-A
D.
Do these tests:
(1)
Operational Test of the AFS (Ref. TASK 22-96-00-710-001-A).

NOTE :
(2)
As an alternative, you can do this operational test without the CFDS (Ref. TASK
22-10-00-710-002-A).
On the center pedestal, on the MCDU 1 or 2:

. get access to the A/C STATUS page.
(a)
On the A/C STATUS page:

. do a check of the active data base of the installed FMGC (it is necessary to open the circuit
breaker of the opposite FMGC).
If not, do the loading of the correct data base (Ref. TASK 22-70-00-610-008-A).
NOTE :
If the aircraft is operated in CAT 3 conditions, you must also do this test: Land CAT 3
Capability Test (Ref. TASK 22-97-00-710-001-A).
Subtask 22-83-34-710-052-A
E.
Additional check (CFDS available)

(1)
Do the procedure to get the SYSTEM REPORT/TEST page (Ref. TASK 31-32-00-860-001-A).
NOTE :
The actions and results of this procedure occur the MCDU you use.
ACTION
1.Push the line key adjacent to the AFS indication.
2.Push the line key adjacent to the LRU IDENT
indication.
.
.
RESULT
The AFS/LRU IDENTIFICATION page comes into
view.
Make sure that the P/N shown on the LRU IDENTIFICATION page is the same as the computer P/N
(given on the front face).
NOTE :
5.
If the P/N is not the same, you must remove the computer and return it to the shop.
Close-up
Subtask 22-83-34-410-050-A
A.
AES
Close Access
(1)
(2)
(3)
22-83-34 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 005-099
Task 22-83-34-400-001-D
FIN 1CA1, 1CA2
1.
Reason for the Job

NOTE :
2.
This installation procedure includes the usual test and an additional check. The additional check is for a
computer modified for the aircraft by the replacement of the OBRM(s) in the shop. If the computer installed
was modified for the aircraft by the replacement of the OBRM(s) in the shop, you must do the additional
check.

A.
REFERENCE
No specific
B.
QTY
DESIGNATION
1

ZONE/ACCESS
127
128
824
ZONE DESCRIPTION
C.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
31-32-00-860-001-A
52-41-00-410-002-A

3.
Job Set-up
Subtask 22-83-34-860-057-A
A.

(1)
824 in zone 128.
(2)
Subtask 22-83-34-865-057-A
B.
PANEL
FOR FIN 1CA1
49VU
AES
DESIGNATION
AUTO FLT/FMGC/1
FIN
10CA1
LOCATION
B02
22-83-34 PB401
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
PANEL
FOR FIN 1CA2
121VU
4.
DESIGNATION
AUTO FLT/FMGC/2
FIN
10CA2
LOCATION
M17
Procedure
Subtask 22-83-34-420-054-A
A.

(1)
(2)
(3)
Remove the blanking caps from the electrical connectors (1).
(4)
Make sure that the electrical connectors (1) are in the correct condition.
(5)
Install the FMGC (5) on its rack (2).
(6)
Push the FMGC (5) on the rack (2) to connect the electrical connectors (1).
CAUTION :
(7)
LOCKED.
Subtask 22-83-34-865-058-A
B.
PANEL
FOR FIN 1CA1
49VU
DESIGNATION
FIN
LOCATION
AUTO FLT/FMGC/1
10CA1
B02
FOR FIN 1CA2

121VU
AUTO FLT/FMGC/2
10CA2
M17
Subtask 22-83-34-860-058-A
C.

(1)

24-41-00-861-002-A-02).
(2)
On
.
.
.
.
AES
the center pedestal, on the MCDU related to the replacement FMGC:

make sure that the PERF FACTOR value is the same as the value you wrote during the removal. If
not:
- write the PERF FACTOR value in the scratchpad,
- enter this value in line (6R),
22-83-34 PB401
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
Subtask 22-83-34-710-058-A
D.
Additional check (CFDS available)

(1)
Do the procedure to get the SYSTEM REPORT/TEST page (Ref. TASK 31-32-00-860-001-A).
NOTE :
The actions and results of this procedure occur the MCDU you use.
ACTION
1.Push the line key adjacent to the AFS indication.
RESULT
2.Push the line key adjacent to the LRU IDENT

. The AFS/LRU IDENTIFICATION page comes into
indication.
view.
Make sure that the P/N shown on the LRU IDENTIFICATION page is the same as the computer P/N
(given on the front face).
NOTE :
5.
If the P/N is not the same, you must remove the computer and return it to the shop.
Close-up
Subtask 22-83-34-410-053-A
A.
AES
Close Access
(1)
(2)
(3)
22-83-34 PB401
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
FMGS: ELECTRICAL POWER SUPPLY - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
Location of Circuit Breakers

The circuit breakers associated with the FMGS circuits are located on the overhead C/B panel (49VU) and the rear
C/B panel (121VU) (Ref 22-00-00 for A/C General Power Supply).
AES
22-84-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
System Description
A.

(Ref. Fig. 22-84-00-12600-A - Power Supply of FMGCs)
(1) 28VDC Power Supply
The FMGCs are supplied with 28VDC.
(2) Miscellaneous
In addition to the 28VDC power supply, the following signals are fed to the FMGCs:
. chassis ground,
. side 1 signals (C and M) wired to the ground on the FMGC1 only (priority).
B.
Power Supply of FCU

(Ref. Fig. 22-84-00-13100-A - Power Supply of FCU)
(1) 28VDC Power Supply
The FCU is supplied with 28VDC.
The chassis ground of the FCU is connected to the aircraft ground.
(2) Lighting
The FCU is supplied with three lighting power supplies:
(a) Lighting voltages for engaged modes.
. The 5VAC/3VAC variable voltage is controlled by means of the INT LT/ANN LT switch located
on the overhead panel (Ref. 33-14-00-00).
. At system or mode engagement, this voltage enables the illumination of the green indication on
the corresponding pushbutton switch.
(b) FCU lighting voltage
. The 5VAC/3VAC variable voltage is controlled by means of a potentiometer located under the
FCU (Ref. 33-13-00-00).
. This voltage enables the illumination of the front panel of the FCU.
(c) Integral lighting voltage
. The 5VAC/3VAC variable voltage is controlled by means of a potentiometer located under the
FCU (Ref. 33-13-00-00).
Considering the dissipated power, this voltage is delivered to the FCU in two steps
. This voltage is used for LCD and placard lighting.
(d) Lamp test
A lamp test signal can be fed to the FCU by means of the INT LT/ANN LT switch on the overhead
panel (Ref. 33-14-00-00).
During the test, this signal activates the lighting of the LCD engaged mode indications and placards.
C.
Side Stick and Rudder Pedals Locking Circuits

The aircraft 28VDC is delivered through relays controlled by the FMGCs to:
. the Captain and First Officer side-stick locking solenoids,
. the artificial feel stiffening solenoids (Ref. 22-11-00, Para. 2).
D. Power Supply of MCDUs

** On A/C 003-004
Power Supply of MCDUs and Carry on Data Loader
(Ref. Fig. 22-84-00-13800-A - MCDUs and Data Loader - Power Supply)
** On A/C 005-099
AES
22-84-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
(Ref. Fig. 22-84-00-13800-B - MCDUs - Power Supply)
** On A/C ALL
(1) 115VAC Power Supply
The MCDUs are supplied with 115VAC/400Hz. The connectors associated with the data loader are
supplied with the same 115V as the MCDUs.
(2) Lighting Voltages
Each MCDU is supplied with two types of lighting voltages.
(a) Annunciator lighting
The 5VAC/3VAC voltage is controlled by means of the INT LT/ANN LT switch located on the
overhead panel (Ref. 33-14-00-00).
(b) Integral lighting
The 5VAC/3VAC variable voltage is controlled by means of the potentiometer associated with the
center pedestal and instrument panel lighting (Ref. 33-13-00-00).
(c) Miscellaneous
AES
Ground
In addition to the 115VAC ground, each MCDU receives a chassis ground as well as pin program
ground(s) which determine the side.
A chassis ground is also wired to the FMS LOAD connectors.
Lamp test
The INT LT/ANN LT switch (Ref. 33-14-00-00) enables, through a discrete, the annunciator light
test to be performed.
22-84-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
+
10CA1
CHASSIS GROUND
SIDE 1 (C)
SIDE 1 (M)
1CA1 FMGC1
+
10CA2
28VDC
CHASSIS GROUND
1CA2 FMGC2
N_MM_228400_0_ACM0_01_00
AES
FIGURE 22-84-00-12600-A SHEET 1

22-84-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
PRISE A
(FCU SIDE 1)
(+)
9CA1
28VDC
()
INSTRUMENT AND
PANEL INTEGRAL
LIGHTING 33 13
(H)
VIZOR LIGHT
(L)
ANNUNCIATOR LIGHT
TEST AND DIMMING
33 14
LAMP TEST
(H)
MODE ILLUMINATION
(L)
PRISE B
(FCU SIDE 2)
(+)
9CA2
28VDC
()
CHASSIS GROUND
(H)
INSTRUMENT AND
PANEL INTEGRAL
LIGHTING 33 13
(L)
(H)
(L)
INTEGRATED
LIGHT
INTEGRATED
LIGHT
2CA FCU
N_MM_228400_0_AEM0_01_00
AES
FIGURE 22-84-00-13100-A SHEET 1

Power Supply of FCU
22-84-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 003-004
115VAC
(H) (L)
CHASSIS GROUND
4CA1
(H)
11CA2
115VAC 400Hz
(L)
CHASSIS GROUND
SIDE 1 PROGRAM
(H)
ANNUNTIATOR LIGHT
TEST AND DIMMING
3314
INSTRUMENT AND
PANEL INTEGRAL
LIGHTING 3313
ANN LTG
(L)
LAMP TEST
(H)
INT LTG
(L)
3CA1 MCDU1
(L)
INSTRUMENT AND
PANEL INTEGRAL
LIGHTING 3313
INTG LTG
(H)
LAMP TEST
ANNUNTIATOR LIGHT
TEST AND DIMMING
3314
(L)
ANN LTG
(H)
SIDE 2 PROGRAM
CHASSIS GROUND
(L)
115VAC 400Hz
(H)
11CA2
3CA2 MCDU2
4CA2
(H) (L)
115VAC CHASSIS GROUD
N_MM_228400_0_AGM0_01_00
AES
FIGURE 22-84-00-13800-A SHEET 1

MCDUs and Data Loader - Power Supply
22-84-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C 005-099
(H)
11CA2
115VAC 400Hz
(L)
CHASSIS GROUND
SIDE 1 PROGRAM
(H)
ANNUNTIATOR LIGHT
TEST AND DIMMING
3314
INSTRUMENT AND
PANEL INTEGRAL
LIGHTING 3313
ANN LTG
(L)
LAMP TEST
(H)
INT LTG
(L)
3CA1 MCDU1
(L)
INTG LTG
INSTRUMENT AND
PANEL INTEGRAL
LIGHTING 3313
(H)
ANNUNTIATOR LIGHT
TEST AND DIMMING
3314
(L)
LAMP TEST
ANN LTG
(H)
SIDE 2 PROGRAM
CHASSIS GROUND
(L)
115VAC 400Hz
(H)
11CA2
3CA2 MCDU2
N_MM_228400_0_AGN0_01_00
AES
FIGURE 22-84-00-13800-B SHEET 1

MCDUs - Power Supply
22-84-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
FMGS: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
There is a segregation in the aircraft electrical routing between the side 1 and the side 2. The wires for the command
channel and those for the monitoring channel are also separated in each side.
The different interconnections are defined in the schematic diagrams of the circuit CA.
AES
22-85-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Discrete Signals
A.
FMGC (Flight Management and Guidance Computer)
(1) Discrete inputs (pin programs are not listed)

--------------------------------------------------------------------------NAME
ELECTRICAL LEVEL
FROM
SIGNAL STATUS
--------------------------------------------------------------------------FAC OPP HLTY COM
GND/O.C.
FAC OPP
GND=HEALTHY
FAC OPP HLTY MON
GND/O.C.
FAC OPP
GND=HEALTHY
ATH OPP ENGD COM
GND/O.C.
FCU OPP
GND=ENGAGED
ATH OPP ENGD MON
GND/O.C.
FCU OPP
GND=ENGAGED
ELAC OPP AP DISC COM
GND/O.C.
ELAC OPP
O.C.=DISCONNECTION
ELAC OPP AP DISC MON
GND/O.C.
ELAC OPP
O.C.=DISCONNECTION
AP OPP ENGD COM
GND/O.C.
FMGC OPP
GND=ENGAGED
AP OPP ENGD MON
GND/O.C.
FMGC OPP
GND=ENGAGED
FD OPP ENGD COM
GND/O.C.
FMGC OPP
GND=ENGAGED
FD OPP ENGD MON
GND/O.C.
FMGC OPP
GND=ENGAGED
BSCU OPP VALID COM
GND/O.C.
BSCU
GND=VALID
BSCU OPP VALID MON
GND/O.C.
BSCU
GND=VALID
FAC OWN HLTY COM
GND/O.C.
FAC OWN
GND=HEALTHY
FAC OWN HLTY MON
GND/O.C.
FAC OWN
GND=HEALTHY
ATH OWN ENGD COM OPP
GND/O.C.
FMGC OPP
GND=ENGAGED
ATH OWN ENGD COM OWN
GND/O.C.
FCU OWN
GND=ENGAGED
ATH OWN ENGD MON OPP
GND/O.C.
FMGC OPP
GND=ENGAGED
ATH OWN ENGD MON OWN
GND/O.C.
FCU OWN
GND=ENGAGED
ELAC OWN AP DISC COM
GND/O.C.
ELAC OWN
O.C.=DISCONNECTION
ELAC OWN AP DISC MON
GND/O.C.
ELAC OWN
O.C.=DISCONNECTION
AP OWN ENGD COM OWN
GND/O.C.
FMGC OWN
GND=ENGAGED
AP OWN ENGD COM OPP
GND/O.C.
FMGC OWN
GND=ENGAGED
AP OWN ENGD MON OWN
GND/O.C.
FMGC OWN
GND=ENGAGED
AP OWN ENGD MON OPP
GND/O.C.
FMGC OWN
GND=ENGAGED
BSCU OWN VALID COM
GND/O.C.
BSCU
GND=VALID
BSCU OWN VALID MON
GND/O.C.
BSCU
GND=VALID
FCU OWN AP SW COM
GND/O.C.
FCU OWN
GND=PUSHED
FCU OWN AP SW MON
GND/O.C.
FCU OWN
GND=PUSHED
AP INST DISC NC
GND/O.C.
RELAY
O.C.=ACTION
AP INST DISC NO
GND/O.C.
RELAY
O.C.=ACTION
RIGHT WHEEL SPD
GND/O.C.
BSCU
GND=SPD>70KT
LEFT WHEEL SPD
GND/O.C.
BSCU
GND=SPD>70KT
FWC OWN VALID
GND/O.C.
FWC OWN
GND=VALID
FWC OPP VALID
GND/O.C.
FWC OPP
GND=VALID
PFD OWN VALID
GND/O.C.
DMC OWN
GND=VALID
PFD OPP VALID
GND/O.C.
DMC OPP
GND=VALID
PS SPLIT
GND/O.C.
CNTORS
GND=PS SPLIT
FCU OWN ATH SW COM
GND/O.C.
FCU OWN
GND=PUSHED
FCU OWN ATH SW MON
GND/O.C.
FCU OWN
GND=PUSHED
ATH INST DISC NC
GND/O.C.
RELAYS
O.C.=ACTION
ATH INST DISC NO
GND/O.C.
RELAYS
O.C.=ACTION
ATT 3 SW
GND/O.C.
SWITCHES
GND=ATT 3
NOSE GEAR OWN
GND/O.C.
LGCIU OWN
GND=GEAR PRESSED
ADC 3 SW
GND/O.C.
SWITCHES
GND=ADC 3
AES
22-85-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
SIDE 1 (COM)
GND/O.C.
A/C GND
SIDE 1 (MON)
GND/O.C.
A/C GND
FCU OWN HLTY

FCU OPP HLTY
ENG OWN STOP
ENG OPP STOP
MCDU OPP FAIL
NAV CONTROL OWN
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
FCU OWN
FCU OPP
SW ENG
SW ENG
MCDU OPP
RMP OWN
NAV CONTROL OPP
GND/O.C.
RMP OPP
MCDU
FMGC
DATA
DATA
DATA
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
MCDU OWN
FMGC OPP
I DATA
I LOADER
I
OWN FAIL
OPP HLTY
LOADER 1
LOADER 2
LOADER 3
GND=SIDE 1
(O.C.=SIDE 2)
GND=SIDE 1
(O.C.=SIDE 2)
GND=HEALTHY
GND=HEALTHY
GND=STOPPED
GND=STOPPED
O.C.=FAIL
GND=FM CTL
(O.C.=RMP CTL)
GND=FM CTL
(O.C.=RMP CTL)
O.C.=FAIL
GND=HEALTHY
I GND=DATA
I LOADER
I CONNECTED
(2) Discrete outputs

------------------------------------------------------------------------NAME
ELECTRICAL LEVEL
TO
SIGNAL STATUS
------------------------------------------------------------------------ILS TEST INHIBIT
GND/O.C.
ILS OWN
GND=INHIBITED
FCU OWN FAIL
GND/O.C.
FCU OWN
GND=VALID
ATH OWN ENGD COM OPP
GND/O.C.
FCU OWN
GND=ENGAGED
AP OWN ENGD COM OWN
GND/O.C.
FCU OWN
GND=ENGAGED
FD OWN ENGD COM OPP
GND/O.C.
FCU OWN
GND=ENGAGED
ATH OWN ENGD COM OWN
GND/O.C.
FMGC&FCU OWN GND=ENGAGED
AP OWN ENGD COM OPP
GND/O.C.
FMGC OWN&OPP GND=ENGAGED
FD OWN ENGD COM OWN
GND/O.C.
FCU OWN
GND=ENGAGED
STICK LOCK COM
28V/O.C.
RELAYS
GND=LOCKED
RUDDER LOCK COM
28V/O.C.
RELAY
GND=LOCKED
FMGC HLTY
GND/O.C.
MCDU OWN
GND=HEALTHY
ATH OWN ENGD MON OPP
GND/O.C.
AP OWN ENGD MON OWN
GND/O.C.
FCU OWN
GND=ENGAGED
FD OWN ENGD MON OPP
GND/O.C.
FMGC OPP
GND=ENGAGED
ATH OWN ENGD MON OWN
GND/O.C.
FCU OWN
GND=ENGAGED
AP OWN ENGD MON OPP
GND/O.C.
FD OWN ENGD MON OWN
GND/O.C.
FCU OWN
GND=ENGAGED
STICK LOCK MON
GND/O.C.
RELAYS
GND=LOCKED
RUDDER LOCK MON
GND/O.C.
RELAY
GND=LOCKED
B.
FCU (Flight Control Unit)
(1) Discrete inputs

------------------------------------------------------------------------NAME
ELECTRICAL LEVEL
FROM
SIGNAL STATUS
------------------------------------------------------------------------FD1 ENGD MON OWN
GND/O.C.
FMGC1
GND=ENGAGED
FD1 ENGD COM OWN
GND/O.C.
FMGC1
GND=ENGAGED
FD2 ENGD MON OWN
GND/O.C.
FMGC2
GND=ENGAGED
FD2 ENGD COM OWN
GND/O.C.
FMGC2
GND=ENGAGED
LAMP TEST
GND/O.C.
RELAY
GND=TEST
AES
22-85-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
FCU1 FAIL
ATH1 ENGD MON OWN
ATH1 ENGD COM OWN
ATH2 ENGD MON OWN
ATH2 ENGD COM OWN
AP1 ENGD MON OWN
AP1 ENGD COM OWN
AP2 ENGD MON OWN
AP2 ENGD COM OWN
FD1 ENGD MON OWN
FD1 ENGD COM OWN
FD2 ENGD MON OWN
FD2 ENGD COM OWN
CHASSIS GROUND
FCU2 FAIL
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
GND/O.C.
FMGC1
FMGC1
FMGC1
FMGC2
FMGC2
FMGC1
FMGC1
FMGC2
FMGC2
FMGC1
FMGC1
FMGC2
FMGC2
A/C GND
FMGC2
GND=VALID
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
GND=ENGAGED
PERMANENT
GND=VALID
(2) Discrete outputs

------------------------------------------------------------------------NAME
ELECTRICAL LEVEL
TO
SIGNAL STATUS
------------------------------------------------------------------------ATH1 SW COM
GND/O.C.
FMGC1
GND=PUSHED
ATH1 SW MON
GND/O.C.
FMGC1
GND=PUSHED
ATH2 SW COM
GND/O.C.
FMGC2
GND=PUSHED
ATH2 SW MON
GND/O.C.
FMGC2
GND=PUSHED
FCU1 HLTY
GND/O.C.
FMGC1
GND=HEALTHY
FCU2 HLTY
GND/O.C.
FMGC2
GND=HEALTHY
CMD1 SW COM
GND/O.C.
FMGC1
GND=PUSHED
CMD1 SW MON
GND/O.C.
FMGC1
GND=PUSHED
CMD2 SW COM
GND/O.C.
FMGC2
GND=PUSHED
CMD2 SW MON
GND/O.C.
FMGC2
GND=PUSHED
C. MCDU (Multipurpose Control and Display Unit) - Discrete inputs
_______________________________________________________________________
!
NAME
ELECTRICAL LEVEL
SIGNAL STATUS
!
!---------------------------------------------------------------------!
! SDI1
GND/O.C.
I see the
!
! SDI2
GND/O.C.
I note
!
! LAMP TEST
GND/O.C.
GND=TEST
!
! ACTIVE PORT PROGRAM GND/O.C.
GND=HEALTHY
!
!
(FMGC HLTY)
!
!_____________________________________________________________________!
NOTE :
(A/C GND = 1)
SD1=1,SD2=0 for the MCDU1.
SD1=0,SD2=1 for the MCDU2.
D. MCDU (Multipurpose Control and Display Unit) - Discrete outputs

_______________________________________________________________________
!
NAME
ELECTRICAL LEVEL
TO
SIGNAL STATUS
!
!---------------------------------------------------------------------!
! MCDU FAIL DISCRETE
GND/O.C.
FMGC1 & 2
O.C.=FAIL
!
!_____________________________________________________________________!
AES
22-85-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
NOTE :
AES
If the MCDU3 is installed, the MCDU FAIL DISCRETE is not wired.
22-85-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
FMGS: BUS INTERFACES - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
There is a segregation in the routing of the ARINC buses in the aircraft:
. between the side 1 and the side 2
. between the command and the monitoring channels in each side.
The detail of the wiring is shown in the schematic diagrams of the circuit CA.
AES
22-86-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
ARINC Interconnections
A.
FMGC (Flight Management and Guidance Computer)

(1) ARINC inputs
------------------------------------------------------------------NAME
SPD
FROM
REMARK
------------------------------------------------------------------CLOCK
LS
CLOCK
FAC OPP (COM)
HS
FAC OPP
FAC OPP (MON)
HS
FAC OPP
FAC OWN (COM)
HS
FAC OWN
FAC OWN (MON)
HS
FAC OWN
ADC I ADIRS
LS
I ADIRU
IRS I
3
HS
I
3
ADC I ADIRS
LS
I ADIRU
IRS I
OPP
HS
I
OPP
ADC I ADIRS
LS
I ADIRU
IRS I
OWN
HS
I
OWN
FADEC OPP A
LS
ENG OPP ECU
FADEC OPP B
LS
ENG OPP ECU
FADEC OWN A
LS
ENG OWN ECU
FADEC OWN B
LS
ENG OWN ECU
FCDC OPP
LS
FCDC OPP
FCDC OWN
LS
FCDC OWN
FQI
LS
FQIC
RA OPP
LS
RA OPP XCVR
RA OWN
LS
RA OWN XCVR
DME OPP
LS
DME OPP INTRG
DME OWN
LS
DME OWN INTRG
VOR OPP
LS
VOR/MKR OPP RCVR
VOR OWN
LS
VOR/MKR OWN RCVR
ILS OPP
LS
ILS OPP RCVR
ILS OWN
LS
ILS OWN RCVR
ACARS
LS
ACARS MU
OPTIONAL
PRINTER
LS
PRINTER
OPTIONAL
WBS
LS
WBS
OPTIONAL
ISB IN
HS
FMGC OPP
FMGC MON IN
HS
FMGC OWN
FMGC OPP A (MON) HS
FMGC OPP
FMGC OPP A (COM) HS
FMGC OPP
FMGC OWN A
HS
FMGC OWN
FMGC OWN B
LS
FMGC OWN
MCDU OPP IN
LS
MCDU OPP
MCDU OWN IN
LS
MCDU OWN
DATA LOADER IN
LS
CARRY ON LOADER
PORTABLE
(2) ARINC outputs
------------------------------------------------------------------NAME
SPD
TO
REMARK
------------------------------------------------------------------ISB OUT
HS
FMGC OPP
FMGC MON OUT
HS
FMGC OWN
AES
22-86-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
AIDS/ACARS
EIS
FMGC OWN A
FMGC OWN B
FMGC OWN CB1
FMGC OWN CB2
MCDU OPP OUT
MCDU OWN OUT
DATA LOADER OUT
LS
HS
HS
LS
LS
LS
HS
HS
LS
PRINTER/ACARS MU
DMC1/2/3
FAC1/2
FAC1/2
I NAV/COM
I
LRUs
MCDU OPP
MCDU OWN
CARRY ON LOADER
OPTIONAL
PORTABLE
(3) Labels of ARINC outputs - General

This table contains all the output parameters in digital form. They are sorted as per the numerical order of
their output label.
The following table gives:
. SYS LABEL SDI: (SDAC, FWC, DMC...) output label for which the parameter is available.
. PARAMETER DEFINITION: parameter name.
. RANGE ACCURACY: measurement range. Maximum value transmitted. When the digital value
changes, the change step is equal to the accuracy.
. UNIT: unit in which the digital value is transmitted.
. SIG BIT: indicates whether a sign bit is available.
. DATA BITS: number of bits used by the parameter in the label.
. UPD/MSEC: output transmission interval. The refresh rate is given in milliseconds.
. CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code.
. ALPHA CODE: indicates the parameter mnemonic code.
. SOURCE ORIGIN: parameter source computer or system.
(4) Labels of ARINC outputs - FMGC OWN A - Table (Part 1)
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.033.00
! ILS FREQ !W 108-111.95! MHZ!
! 4 ! 360! BCD!
!
!
!
2.033.00
! OPP
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.040.00
! CITY PAIR!
!
!
!
! 360! ISO!
!
!
!
2.040.00
!
!
!
!
!
!
!
!
!
!
!
TO
!
!
!
!
!
!
!
!
!
!
!
1.042.00
!
!
!
!
!
!
!
!
!
!
!
2.042.00
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.050.00
!LOC SENSIB! W +/- 8
!
! 29 ! 15 ! 60 ! BNR!
!
!
!
2.050.00
!ILITY CORR!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
AES
22-86-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
AES
1.051.00
2.051.00
1.057.00
2.057.00
1.060.00
2.060.00
1.061.00
2.061.00
1.062.00
2.062.00
1.063.00
2.063.00
1.073.00
2.073.00
1.077.00
2.077.00
1.103.00
2.103.00
1.105.00
2.105.00
1.106.00
2.106.00
1.107.00
2.107.00
1.131.00
2.131.00
1.132.00
!MANEUVRING!
!SPEED REF !
!
!
!DELTA Q
!
!COM
!
!UPSTREAM !
!VOTER
!
!
!
!DELTA P
!
!(AIL)
!
!UPSTREAM !
!VOTER
!
!
!
!DELTA P
!
!(SPL)
!
!UPSTREAM !
!VOTER
!
!
!
!DELTA R
!
!UPSTREAM !
!VOTER
!
!
!
!DELTA NOSE!
!WHEEL
!
!UPSTREAM !
!VOTER
!
!
!
!V2 SPEED !
!
!
!
!
!APPROACH !
!SPEED FM !
!
!
!PFD SEL
!
!SPEED
!
!
!
!RUNWAY
!
!HDG MEM
!
!
!
!PRESET
!
!MACH FROM !
!FCU OR
!
!MCDU
!
!
!
!PRESET
!
!SPD FROM !
!FCU OR
!
!MCDU
!
!
!
!
!
!
!
!
!
!DVCH
!
W 512
!
!
!
W +/- 32 !
!
!
!
!
W +/- 32 !
!
!
!
!
W +/- 64 !
!
!
!
!
W +/- 32 !
!
!
!
W +/- 32 !
!
!
!
!
W 512
!
!
!
W 512
!
!
!
W 512
!
!
!
W +/- 180 !
!
!
W 4.096 !
!
!
!
!
W 512
!
!
!
!
!
W 65536 !
!
!
W 1024
!
KT !
!
!
DEG!
!
!
!
!
DEG!
!
!
!
!
DEG!
!
!
!
!
DEG!
!
!
!
DEG!
!
!
!
!
KT !
!
!
KT !
!
!
KT !
!
!
DEG!
!
!
M !
!
!
!
!
KT !
!
!
!
!
m !
!
!
KT !
29
29
29
29
29
29
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
15 !
!
!
15 !
!
!
!
!
15 !
!
!
!
!
15 !
!
!
!
!
15 !
!
!
!
15 !
!
!
!
!
11 !
!
!
11 !
!
!
11 !
!
!
11 !
!
!
12 !
!
!
!
!
11 !
!
!
!
!
15 !
!
!
15 !
60 !
!
!
60 !
!
!
!
!
60 !
!
!
!
!
60 !
!
!
!
!
60 !
!
!
!
60 !
!
!
!
!
60 !
!
!
60 !
!
!
60 !
!
!
360!
!
!
360!
!
!
!
!
360!
!
!
!
!
60!
!
!
60!
BNR!
!
!
BNR!
!
!
!
!
BNR!
!
!
!
!
BNR!
!
!
!
!
BNR!
!
!
!
BNR!
!
!
!
!
BNR!
!
!
BNR!
!
!
BNR!
!
!
BNR!
!
!
BNR!
!
!
!
!
BNR!
!
!
!
!
BNR!
!
!
BNR!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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!
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!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
22-86-00 PB001
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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!
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!
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!
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Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
2.132.00
!
!
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!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------(5) Labels of ARINC outputs - FMGC OWN A - Table (Part 2)
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.133.00
!THROTTLE !
W 180
! DEG!
! 15 ! 60 ! BNR!
!
!
!
2.133.00
!POS (TLA) !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.140.00
!ROLL FD
! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR!
!
!
!
2.140.00
!COM
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.141.00
!PITCH
! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR!
!
!
!
2.141.00
!FD COM
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.143.00
!YAW
! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR!
!
!
!
2.143.00
!FD COM
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.144.00
!ACCURACY ! W +/- 45 ! DEG! 29 ! 15 ! 60 ! BNR!
!
!
!
2.144.00
!INPUT
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.145.00
!DISCRETE !
!
!
! 13 ! 60 ! DIS!
!
!
!
2.145.00
!WORD 5
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!MACH SEL !Bit status 1!
! 11 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!V. PATH/ !Bit status 1!
! 12 !
!
!
!
!
!
!
!SPEED
!
!
!
!
!
!
!
!
!
!
!SUBMODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!V. PATH/ !Bit status 1!
! 13 !
!
!
!
!
!
!
!THRUST
!
!
!
!
!
!
!
!
!
!
!SUBMODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!V/S SEL
!Bit status 1!
! 14 !
!
!
!
!
!
AES
22-86-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
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!SUBMODE
!
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!
!
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!
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!
!
!
!
!
!
!
!
!
!
!
!FPA SEL
!Bit status 1!
! 15 !
!
!
!
!
!
!
!SUBMODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!ALT SEL
!Bit status 1!
! 16 !
!
!
!
!
!
!
!SUBMODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPD THRUST!Bit status 1!
! 17 !
!
!
!
!
!
!
!SUBMODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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!
!
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!
!
!SPARE
!
!
! 18 !
!
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!
!
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!
!
!
!
!
!
!
!
!
!
!AUTO SPD !Bit status 1!
! 19 !
!
!
!
!
!
!
!CONTROL
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!MANUAL SPD!Bit status 1!
! 20 !
!
!
!
!
!
!
!CONTROL
!
!
!
!
!
!
!
!
!
!
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!
!
!
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!
!
!
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!
!
!SPARE
!
!
! 21 !
!
!
!
!
!
!
!
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!
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!
!
!
!
!
!
!
!SPARE
!
!
! 22 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 23 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!PITCH FD !Bit status 1!
! 24 !
!
!
!
!
!
!
!BARS
!
!
!
!
!
!
!
!
!
!
!FLASHING !
!
!
!
!
!
!
!
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!
!
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!
!
!SPARE
!
!
! 25 !
!
!
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!
!
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!
!
!
!
!
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!SPARE
!
!
! 26 !
!
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!
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!
!
!
!
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!
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!SPD WINDOW!Bit status 1!
! 27 !
!
!
!
!
!
!
!DISPLAY
!
!
!
!
!
!
!
!
!
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!
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!
!
!
!
!
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!
!
!
!TOP OF SPD!Bit status 1!
! 28 !
!
!
!
!
!
!
!SYNCHRO
!
!
!
!
!
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!
!
!
!
!
!FMS MACH !Bit status 1!
! 29 !
!
!
!
!
!
!
!SELECTION !
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
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|
|
|
|
|
|
|
|
|CONV
|
-------------------------------------------------------------------------------
AES
22-86-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
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!
AES
1.146.00
2.146.00
!DISCRETE !
!WORD 4
!
!
!
!AP INSTINC!Bit
!TIVE DISC !
!
!
!AP ENGAGED!Bit
!
!
!FD ENGAGED!Bit
!
!
!LAND TRK !Bit
!MODE
!
!
!
!SPARE
!
!
!
!LAND II
!Bit
!CAPABILITY!
!
!
!LAND III !Bit
!FAIL PASSI!
!VE CAPLTY !
!
!
!LAND III !Bit
!FAIL OPER !
!CAPLTY
!
!
!
!AP INOP
!Bit
!
!
!LAND II
!Bit
!INOP
!
!
!
!LAND III !Bit
!FAIL PASSI!
!VE INOP
!
!
!
!LAND III !Bit
!FAIL OPER !
!INOP
!
!
!
!LAND II
!Bit
!CAPACITY !
!
!
!LAND III !Bit
!FAIL
!
!PASSIVE
!
!CAPACITY !
!
!
!LAND III !Bit
!FAIL OPER !
!CAPACITY !
!
!
!RWY HDG
!Bit
!MEM
!
status
status
status
status
status
status
status
status
status
status
status
status
status
status
status
!
!
!
0!
!
!
1!
!
1!
!
1!
!
!
!
!
1!
!
!
1!
!
!
!
1!
!
!
!
1!
!
1!
!
!
1!
!
!
!
1!
!
!
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1!
!
!
1!
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1!
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1!
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11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
! 15 ! 60 ! DIS!
!
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22-86-00 PB001
!
!
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Page 7
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Revision n: 40
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!
!
!
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!
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!SPARE
!
!
! 27 !
!
!
!
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!
!
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!
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!
!SPARE
!
!
! 28 !
!
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!SPARE
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! 29 !
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------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.155.00
!theta c AP! W +/- 20 ! DEG! 29 ! 15 ! 60 ! BNR!
!
!
!
2.155.00
!UPR MODES !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.156.00
!DNZC AP
! W +/- 1.2 ! g ! 29 ! 15 ! 60 ! BNR!
!
!
!
2.156.00
!UPR MODES !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.157.00
!phi c AP ! W +/- 45 ! DEG! 29 ! 15 ! 60 ! BNR!
!
!
!
2.157.00
!UPR MODES !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.160.00
!theta c FD! W +/- 180 ! DEG! 29 ! 15 ! 60 ! BNR!
!
!
!
2.160.00
!UPR MODE !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.164.00
!FM ALT
! W 65536
! FT !
! 16 ! 360! BNR!
!
!
!
2.164.00
!CONSTRAINT!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.165.00
!RADIO
! W +/- 8192! FT ! 29 ! 16 ! 60 ! BNR!
!
!
!
2.165.00
!HEIGHT OPP!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.172.00
!RUNWAY
! W +/- 180 ! DEG! 29 ! 11 ! 360! BNR!
!
!
!
2.172.00
!HDG OPP
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.173.00
!LOCALIZER ! W +/- 0.4 ! DDM! 29 ! 12 ! 60 ! BNR!
!
!
!
2.173.00
!DEV OPP
!
!
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!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
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1.174.00
!GLIDE DEV ! W +/- 0.8 ! DDM! 29 ! 12 ! 60 ! BNR!
!
!
!
2.174.00
!OPP
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.204.00
!ALTITUDE !W +/- 131072! FT ! 29 ! 17 ! 360! BNR!
!
!
!
2.204.00
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.205.00
!MACH
!
W 4.096 ! M !
! 16 ! 60 ! BNR!
!
!
!
2.205.00
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.206.00
!CAS
!
W 1024 ! KT !
! 14 ! 60 ! BNR!
!
!
!
2.206.00
!
!
!
!
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!
!
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AES
22-86-00 PB001
Page 8
May 01/12
Revision n: 40
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1.214.00
!FLX TO
! W +/- 128 ! C ! 29 ! 7 ! 360! BNR!
!
!
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2.214.00
!TEMP
!
!
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!
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1.233.00
!FLIGHT
!
!
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! 16 ! 360! ISO!
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2.233.00
!NUMBER
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TO
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1.236.00
!
!
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2.236.00
!
!
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PARAMETER LIST
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|BIT |
|INTV|
|CODE |ORIGIN |
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|BUS No.|
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|ATA REF|
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|CONV
|
------------------------------------------------------------------------------!
1.270.00
!ATS
!
!
!
! 10 ! 60 ! DIS!
!
!
!
2.270.00
!DISCRETE !
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!WORD
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!SPARE
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! 12 !
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!A/THR
!Bit status 1!
! 13 !
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!ENGAGED
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!Bit status 1!
! 14 !
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!ACTIVE
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!Bit 13 = 1 !
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!ARMED
!Bit 14 = 0 !
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!ATS
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!INSTINCT !
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!DISCONNECT!
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!ATS SPD
!Bit status 1!
! 18 !
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!MACH MODE !
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!FCU MACH !Bit status 1!
! 19 !
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!SELECTION !
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!RETARD
!Bit status 1!
! 20 !
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AES
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Page 9
May 01/12
Revision n: 40
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!MODE
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!THRUST N1 !Bit status 1!
! 21 !
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!MODE
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!THRUST EPR!Bit status 1!
! 22 !
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!MODE
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!ATS ALPHA !Bit status 1!
! 23 !
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!FLOOR
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!A/THR INOP!Bit status 1!
! 24 !
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!SPARE
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!SPARE
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!SPARE
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!SPARE
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PARAMETER LIST
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|BIT |
|INTV|
|CODE |ORIGIN |
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|BUS No.|
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|ATA REF|
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|CONV
|
------------------------------------------------------------------------------!
1.271.00
!ATS FMA DW!
!
!
! 13 ! 60 ! DIS!
!
!
!
2.271.00
!
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!TO/GA
!Bit status 1!
! 11 !
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!DISPLAY
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!MCT
!Bit status 1!
! 12 !
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!DISPLAY
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!FLX
!Bit status 1!
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!DISPLAY
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!CLB
!Bit status 1!
! 14 !
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!DISPLAY
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!THR
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! 15 !
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!DISPLAY
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!IDLE
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May 01/12
Revision n: 40
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!DISPLAY
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!Bit status 1!
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!MACH
!Bit status 1!
! 20 !
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!DISPLAY
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!ASYM
!Bit status 1!
! 21 !
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!DISPLAY
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!CLB DEMAND!Bit status 1!
! 22 !
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!DISPLAY
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!MCT DEMAND!Bit status 1!
! 23 !
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!DISPLAY
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!SPARE
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! 24 !
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!SPARE
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! 25 !
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!SPARE
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! 28 !
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!SPARE
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! 29 !
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PARAMETER LIST
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|BIT |
|INTV|
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|BUS No.|
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|ATA REF|
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|CONV
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------------------------------------------------------------------------------!
1.272.00
!FADEC DW !
!
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! 4 ! 60 ! DIS!
!
!
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2.272.00
!
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!SPARE
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! 11 !
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AES
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Page 11
May 01/12
Revision n: 40
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!SPARE
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! 14 !
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! 15 !
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!A/THR SEL !Bit status 1!
! 19 !
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! 20 !
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! 22 !
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!FLEX TO
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! 23 !
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! 24 !
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!SPARE
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! 25 !
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!SPARE
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! 26 !
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!ENGINE
!Bit status 1!
! 28 !
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!AT OR
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!ABOVE IDLE!
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!(EPR more !
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!than or
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!equal to !
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!EPR IDLE) !
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!EPR IDLE !Bit status 1!
! 29 !
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PARAMETER LIST
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|CONV
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------------------------------------------------------------------------------!
1.273.00
!DISCRETE !
!
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! 13 ! 60 ! DIS!
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Revision n: 40
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AES
2.273.00
!WORD 3
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!HDG PRESET!Bit
!
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!ALT ACQ
!Bit
!ARM
!
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!ALT ACQ
!Bit
!MODE ARM !
!POSSIBLE !
!
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!NAV ARM
!Bit
!
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!ALT ACQ
!
!MODE ARM !
!POSSIBLE !
!
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!LOC MODE !Bit
!ARM
!
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!FG
!
!APPROACH !
!PHSASE
!
!
!
!FMA LONGI !
!MODE
!
!
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!LOC BACK !
!BEAM
!
!SELECTION !
!
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!LAND MODE !Bit
!ARM
!
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!GS CAPT
!
!BEFORE LOC!
!CAPT
!
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!GLIDE ARM !Bit
!
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!FINAL
!Bit
!DISARM
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!CLIMB ARM !Bit
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!DESCENT
!Bit
!ARM
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!LONG MODE !Bit
!RESET
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!LAT MODE !Bit
!RESET
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status
status
status
status
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1.276.00
!DISCRETE !
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1.304.00
!APPROACH !
W 512
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AES
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!SYNCHRO
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2.305.00
!SPD VALUE ! W 4.096
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1.306.00
!LOW TARGET!
W 512
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2.306.00
!SPD MARGIN!
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!HI TARGET !
W 512
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!SPD MARGIN!
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1.310.00
!DELTA P
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2.310.00
!(AIL)
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!VOTED COM !
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1.311.00
!DELTA P
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2.311.00
!(SPL)
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!VOTED COM !
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1.312.00
!DELTA R
! W +/- 32 ! DEG! 29 ! 15 ! 60 ! BNR!
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2.312.00
!VOTED COM !
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1.313.00
!DELTA NOSE! W +/- 32 ! DEG! 29 ! 15 ! 60 ! BNR!
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2.313.00
!WHL VOTED !
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!COM
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1.314.00
!DELTA Q
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2.314.00
!VOTED COM !
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1.317.00
!TRACK
! W +/- 180 ! DEG! 29 ! 15 ! 360! BNR!
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2.317.00
!
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1.320.00
!HEADING
! W +/- 180 ! DEG! 29 ! 15 ! 360! BNR!
!
!
!
2.320.00
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.322.00
!FPA
! W +/- 180 ! DEG! 29 ! 12 ! 360! BNR!
!
!
!
2.322.00
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.343.00
!EPR
!
W 4
! EPR!
! 15 ! 60 ! BNR!
!
!
!
2.343.00
!TARGET COM!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.346.00
!EPR
!
W 4
! EPR!
! 15 ! 60 ! BNR!
!
!
!
2.346.00
!ACTUAL
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
AES
22-86-00 PB001
Page 18
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
1.365.00
!ALTITUDE ! W +/- 32768! FT/! 29 ! 15 ! 360! BNR!
!
!
!
2.365.00
!RATE
!
! MN !
!
!
!
!
!
!
------------------------------------------------------------------------------(18) Labels of ARINC outputs - FMGC OWN B - Table (Part 1)
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.074.00
!WEIGHT
! W 1310720 ! Lbs!
! 15 ! 360! BNR!
!
!
!
2.074.00
!(FAC)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.075.00
!WEIGHT
! W 1310720 ! Lbs!
! 15 ! 360! BNR!
!
!
!
2.075.00
!(FM)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.076.00
!CENTER
! W 163.84
! % !
! 14 ! 360! BNR!
!
!
!
2.076.00
!OF GRVTY !
!
!
!
!
!
!
!
!
!
!(FAC)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.077.00
!CENTER
! W 163.84
! % !
! 14 ! 360! BNR!
!
!
!
2.077.00
!OF GRVTY !
!
!
!
!
!
!
!
!
!
!(FM)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.164.00
!FG RADIO ! W +/- 8192 ! Ft ! 29 ! 16 ! 180! BNR!
!
!
!
2.164.00
!HEIGHT
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.146.00
!DISCRETE ! See bus A !
!
! 15 ! 60! DIS!
!
!
!
2.146.00
!WORD 4
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.270.00
!ATS
! See bus A !
!
! 10 ! 60! DIS!
!
!
!
2.270.00
!DISCRETE !
!
!
!
!
!
!
!
!
!
!WORD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.273.00
!
! 13 ! 60! DIS!
!
!
!
2.273.00
!WORD 3
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.274.00
!
! 17 ! 60! DIS!
!
!
!
2.274.00
!WORD 1
!
!
!
!
!
!
!
!
!
AES
22-86-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
1.275.00
!
! 15 ! 60! DIS!
!
!
!
2.275.00
!WORD 2
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.304.00
!APPROACH !
W 512
! KT !
! 11 ! 180! BNR!
!
!
!
2.304.00
!SPD TARGET!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.310.00
!DELTA P
! W +/- 32 ! DEG! 29 ! 15 ! 60! BNR!
!
!
!
2.310.00
!(AIL)
!
!
!
!
!
!
!
!
!
!
!VOTED COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.311.00
!DELTA P
! W +/- 64 ! DEG! 29 ! 15 ! 60! BNR!
!
!
!
2.311.00
!(SPL)
!
!
!
!
!
!
!
!
!
!
!VOTED COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.312.00
!DELTA R
! W +/- 32 ! DEG! 29 ! 15 ! 60! BNR!
!
!
!
2.312.00
!VOTED COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.313.00
!DELTA NOSE! W +/- 32 ! DEG! 29 ! 15 ! 60! BNR!
!
!
!
2.313.00
!WHL VOTED !
!
!
!
!
!
!
!
!
!
!COM
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.314.00
!DELTA Q
! W +/- 32 ! DEG! 29 ! 15 ! 60! BNR!
!
!
!
2.314.00
!VOTED COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.316.00
!RUDDER
! W +/- 180 ! DEG! 29 ! 11 ! 360! BNR!
!
!
!
2.316.00
!TRIM POS !
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.345.00
!EPR LEFT !
W 4
! EPR!
! 15 ! 180! BNR!
!
!
!
2.345.00
!ENGINE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.346.00
!EPR RIGHT !
W 4
! EPR!
! 15 ! 180! BNR!
!
!
AES
22-86-00 PB001
Page 20
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
2.346.00
!ENGINE
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------(22) Labels of ARINC outputs - FMGC OWN C - Table (Part 1)
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.001.00
!DISTANCE !W +/- 3999.9! NM ! 29 ! 5 ! 180! BCD!
!
!
!
2.001.00
!TO GO
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.002.00
!TIME TO
! W 0.3999 ! MN !
! 4 ! 180! BCD!
!
!
!
2.002.00
!GO
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.012.00
!GND SPEED ! W 0-2000 ! KT !
! 4 ! 360! BCD!
!
!
!
2.012.00
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.017.00
!RUNWAY
! W 0-359.9 ! DEG!
! 4 !167-! BCD!
!
!
!
2.017.00
!HEADING
!
!
!
!
!333 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.024.00
!SELECTED ! W 0-359.9 ! DEG!
! 3 !167-! BCD!
!
!
!
2.024.00
!COURSE
!
!
!
!
!333 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.032.00
!ADF
! W 190-1750 ! KHZ!
! 4 ! 180! BCD!
!
!
!
2.032.00
!FREQUENCY !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.033.00
!ILS
!W 108-111.95! MHZ!
! 4 !167-! BCD!
!
!
!
2.033.00
!FREQUENCY !
!
!
!
!333 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.034.00
!VOR
!W 108-135.95! MHZ!
! 4 !167-! BCD!
!
!
!
2.034.00
!FREQUENCY !
!
!
!
!333 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.035.00
!DME
!W 108-135.95! MHZ!
! 4 ! 180! BCD!
!
!
!
2.035.00
!FREQUENCY !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.041.00
!SET
! W +/- 180 ! DEG! 29 ! 6 ! 360! BCD!
!
!
!
2.041.00
!LATITUDE !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.042.00
!SET
! W +/- 180 ! DEG! 29 ! 6 ! 360! BCD!
!
!
!
2.042.00
!LONGITUDE !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.043.00
!SET MAGN !
! DEG!
!
!
! BCD!
!
!
!
2.043.00
!HEADING
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.075.00
!GROSS
! W 1310720 ! Lbs!
! 15 ! 180! BNR!
!
!
!
2.075.00
!WEIGHT
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.077.00
!CENTER OF ! W 163.84 ! % !
! 14 !167-! BNR!
!
!
AES
22-86-00 PB001
Page 21
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
AES
2.077.00
1.100.00
2.100.00
1.105.00
2.105.00
1.115.00
2.115.00
1.116.00
2.116.00
1.124.00
2.124.00
1.125.00
2.125.00
1.126.00
2.126.00
1.127.00
2.127.00
1.131.00
2.131.00
1.132.00
2.132.00
1.135.00
2.135.00
1.140.00
2.140.00
1.143.00
2.143.00
1.144.00
2.144.00
1.150.00
2.150.00
1.152.00
2.152.00
1.153.00
2.153.00
!GRAVITY
!
!
!
!
!
!
!
!SELECTED ! W +/- 180 ! DEG!
!COURSE
!
!
!
!
!
!
!
!RUNWAY
! W +/- 180 ! DEG!
!HEADING
!
!
!
!
!
!
!
!BEARING
! W +/- 180 ! DEG!
!TO GO
!
!
!
!
!
!
!
!CROSSTRACK! W +/- 128 ! NM !
!ERROR
!
!
!
!
!
!
!
!VERTICAL !
W +/- 1 !
!
!ANGULAR
!
!
!
!DEV
!
!
!
!
!
!
!
!FLT PATH !W +/- 131072! FT !
!ALTITUDE !
!
!
!
!
!
!
!SAT DESEL1!
!
!
!DW
!
!
!
!
!
!
!
!SAT DESEL2!
!
!
!DW
!
!
!
!
!
!
!
!WPT LONG ! +/-180
! DEG!
!
!
!
!
!
!
!
!
!WPT LAT
! +/-180
! DEG!
!
!
!
!
!
!
!
!
!WPT ETA
! 0/23:59
!HR/ !
!
!
! MN !
!
!
!
!
!DEST QNH ! W 745-1050 ! mb !
!
!
!
!
!
!
!
!
!DEST LONG ! +/-180
! DEG!
!
!
!
!
!
!
!
!
!DEST LAT ! +/-180
! DEG!
!
!
!
!
!
!
!
!
! UTC
!
!HR/ !
!
!
!MN/S!
!
!
!
!
!DEST ETA !
!HR/ !
!
!
! MN !
!
!
!
!
!MLS AZIMUT!
! DEG!
!ANGLE
!
!
!
29
29
29
29
29
29
29
29
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
12
11
12
15
17
18
18
11
18
18
!333 !
!
!
!167-!
!333 !
!
!
!167-!
!333 !
!
!
! 60 !
!
!
!
!
! 60 !
!
!
!
!
! 60 !
!
!
!
!
!
!
! 60 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 60 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!1080!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!1080!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
BNR!
!
!
BNR!
!
!
BNR!
!
!
BNR!
!
!
BNR!
!
!
!
BNR!
!
!
!
!
!
!
!
!
BNR!
!
!
BNR!
!
!
BNR!
!
!
BCD!
!
!
BNR!
!
!
BNR!
!
!
BNR!
!
!
HYB!
!
!
HYB!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
22-86-00 PB001
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
Page 22
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
1.155.00
!MLS GLIDE !
! DEG!
!
!
! HYB!
!
!
!
2.155.00
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.175.00
!MLS
!
!
!
!
!
!
!
!
!
!
2.175.00
!BACKBEAM !
! DEG!
!
!
! HYB!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.230.00
!NAV DATA !DAY/MONTH
!
!
!
!1080!
!
!
!
!
2.230.00
!BASE EFF !
!
!
!
!
!
!
!
!
!
!END DATE !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.233.00
!FLT NBR 1 !
!
!
!
! 360! ISO!
!
!
!
2.233.00
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.234.00
!FLT NBR 2 !
!
!
!
! 360! ISO!
!
!
!
2.234.00
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.235.00
!FLT NBR 3 !
!
!
!
! 360! ISO!
!
!
!
2.235.00
!
!
!
!
!
!
!
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!FLT NBR 4 !
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1.251.00
!REMAINING !
W 512
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!TIME PPOS !
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!REMAINING !
W 512
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2.252.00
!DESCEND
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1.253.00
!REMAINING !
W 512
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! 10 !1080! BNR!
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!TIME TO
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1.254.00
!REMAINING !
W 512
! MN !
! 10 !1080! BNR!
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2.254.00
!TIME TO
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!T/D
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!CRZ FL
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W 512
! FL !
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!LANDING
!W-2048/16384! FT !
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2.256.00
!ELEVATION !
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!DATE/FLT !YEAR/MONTH/ !
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!1080! BCD!
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2.260.00
!LEG
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DAY !
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AES
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Page 23
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1.270.00
!DISCRETE !
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!WORD 1
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1.271.00
!DISCRETE !
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!WORD 2
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!RNAV
!Bit
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!Bit
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!NDB
!Bit
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!Bit
!AUTO
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!NAV
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!ACCURACY !
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!NAV
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!ACCURACY !
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!SPECIFIED !Bit
!NAVAID
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!CHECK APPR!Bit
!GUIDANCE !
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!VOR MODE !Bit
!DSENGD
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!EXTEND
!Bit
!NEXT CONF !
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!SPEED
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!VOR MODE !Bit
status 0!
0!
1!
status 0!
1!
0!
status 0!
1!
1!
status 1!
0!
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status 1!
0!
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status 1!
1!
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status 1!
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status 1!
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status 1!
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status 1!
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status 1!
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status 1!
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status 1!
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status 1!
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1.272.00
!DISCRETE !
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! 18 ! 180! DIS!
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2.272.00
!WORD 4
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!CLIMB LIM !Bit status 1!
! 28 !
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!AT 1500 FT!
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!CLIMB LIM !Bit status 1!
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PARAMETER LIST
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AES
22-86-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
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|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.310.00
!PRESENT
! W +/- 180 ! DEG! 29 ! 20 ! 360! BNR!
!
!
!
2.310.00
!POS - LAT !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.311.00
!PRESENT
! W +/- 180 ! DEG! 29 ! 20 ! 360! BNR!
!
!
!
2.311.00
!POS - LONG!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.315.00
!WIND
!
! KT !
!
!
! BNR!
!
!
!
2.315.00
!VELOCITY !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.316.00
!WIND
!
! DEG!
!
!
! BNR!
!
!
!
2.316.00
!DIRECTION !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.351.00
!DISCRETE !
!
!
! 7 !1080! DIS!
!
!
!
2.351.00
!WORD 3
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!REMAINING !Bit status 1!
! 11 !
!
!
!
!
!
!
!TIME TO
!
!
!
!
!
!
!
!
!
!
!T/C
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 12 !
!
!
!
!
!
!
!TIME TO
!
!
!
!
!
!
!
!
!
!
!T/D
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 13 !
!
!
!
!
!
!
!TIME TO
!
!
!
!
!
!
!
!
!
!
!DEST
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FMGC
!Bit status 1!
! 14 !
!
!
!
!
!
!
!PRIORITY !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!TAKE OFF !Bit status 1!
! 15 !
!
!
!
!
!
!
!MODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FMS NAV
!Bit status 1!
! 16 !
!
!
!
!
!
!
!MODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!AP ENGAGE !Bit status 1!
! 17 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 18 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 19 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 20 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 21 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 22 !
!
!
!
!
!
AES
22-86-00 PB001
Page 28
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Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 23 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 24 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 25 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 26 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 27 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 28 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 29 !
!
!
!
!
!
------------------------------------------------------------------------------B.
FCU (Flight Control Unit)

(1) ARINC inputs
------------------------------------------------------------------NAME
SPD
FROM
REMARK
------------------------------------------------------------------FMGC 1 A
HS
FMGC1
FMGC 2 A
HS
FMGC2
FCU 1A F/B
LS
FCU1
FCU 1B F/B
LS
FCU1
FCU 2A F/B
LS
FCU2
FCU 2B F/B
LS
FCU2
(2) ARINC outputs
------------------------------------------------------------------NAME
SPD
TO
REMARK
------------------------------------------------------------------FCU 1A
LS
FMGC1
FCU 2A
LS
FMGC1
FCU 1B
LS
FMGC2
FCU 2B
LS
FMGC2
(3) Labels of ARINC outputs - Table (Part 1)

------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.101.00
!SELECTED ! W +/- 180 !DEG ! 29 ! 12 ! 60 ! BNR!
!
!
!
!HEADING
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.102.00
!SELECTED ! W 65536
! FT !
! 16 ! 120! BNR!
!
!
!
!ALTITUDE !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.103.00
!SELECTED !
W 512
! KT !
! 11 ! 120! BNR!
!
!
AES
22-86-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!AIRSPEED !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.104.00
!SELECTED !W +/- 16384 !FT/ ! 29 ! 10 ! 120! BNR!
!
!
!
!VERT SPD !
!MN !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.106.00
!SELECTED ! W 4.096
! M !
! 12 ! 120! BNR!
!
!
!
!MACH
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.114.00
!SELECTED ! W +/- 180 ! DEG! 29 ! 12 ! 60 ! BNR!
!
!
!
!TRACK
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.115.00
!SELECTED ! W +/- 180 ! DEG! 29 ! 12 ! 120! BNR!
!
!
!
!FPA
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
1.214.00
!FCU FLEX !
W 128
! C !
! 7 ! 240! BNR!
!
!
!
!TO TEMP
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------(4) Labels of ARINC outputs - Table (Part 2)
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.270.00
!FCU ATS
!
!
!
! 9 ! 60 ! DIS!
!
!
!
!DW
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 11 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 12 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!A/THR
!Bit status 1!
! 13 !
!
!
!
!
!
!
!ENGAGE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!A/THR
!Bit status 1!
! 14 !
!
!
!
!
!
!
!ACTIVE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!A/THR
!Bit 13 = 1 !
!
!
!
!
!
!
!
!
!ARMED
!Bit 14 = 0 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 15 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 16 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!INSTINCTIV!Bit status 1!
! 17 !
!
!
!
!
!
!
!DISC ATS !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!ATS SPD/ !Bit status 1!
! 18 !
!
!
!
!
!
!
!MACH MODE !
!
!
!
!
!
!
!
!
AES
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May 01/12
Revision n: 40
@A318/A319/A320/A321
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!
!
!
!
!
!
!
!
!
!
!
!MACH SEL !Bit status 1!
! 19 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RETARD
!Bit status 1!
! 20 !
!
!
!
!
!
!
!MODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!THRUST
!Bit status 1!
! 21 !
!
!
!
!
!
!
!N1 MODE
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!THRUST
!Bit status 1!
! 22 !
!
!
!
!
!
!
!EPR MODE !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!ATS ALPHA !Bit status 1!
! 23 !
!
!
!
!
!
!
!FLOOR
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 24 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 25 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 26 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 27 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 28 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 29 !
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.271.00
!EIS DW1
!
!
!
! 8 ! 120! DIS!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!PA/INCHES !Bit status 1!
! 11 !
!
!
!
!
!
!
!OF Hg.
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!LOGIG "O" !
!
! 12 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 13 !
!
!
!
!
!
!
!
!
!
! TO !
!
!
!
!
!
!
!
!
!
! 23 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!LOGIC "O" !
!
! 24 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SELECTOR !Bit status 1!
! 25 !
!
!
!
!
!
!
!ON 10NM
!
!
!
!
!
!
!
!
!
AES
22-86-00 PB001
Page 31
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Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
! 26 !
!
!
!
!
!
!
!ON 20NM
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 27 !
!
!
!
!
!
!
!ON 40NM
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 28 !
!
!
!
!
!
!
!ON 80NM
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 29 !
!
!
!
!
!
!
!ON 160NM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SELECTOR !Bits 25 to !
!
!
!
!
!
!
!
!
!ON 320NM !29 = 0
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
|
|BIT |
|INTV|
|CODE |ORIGIN |
|
|
|
|
|
|
|BUS No.|
|
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------!
1.272.00
!EIS DW2
!
!
!
! 8 ! 120! DIS!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!MODE PLAN !Bit status 1!
! 11 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!MODE ARC !Bit status 1!
! 12 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!MODE ROSE !Bit status 1!
! 13 !
!
!
!
!
!
!
!NAV
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 14 !
!
!
!
!
!
!
!VOR
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 15 !
!
!
!
!
!
!
!ILS
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SPARE
!
!
! 16 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!P/B CSTR !Bit status 1!
! 17 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!P/B WPT
!Bit status 1!
! 18 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!P/B VOR D !Bit status 1!
! 19 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!P/B NDB
!Bit status 1!
! 20 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!P/B ARPT !Bit status 1!
! 21 !
!
!
!
!
!
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Revision n: 40
@A318/A319/A320/A321
!
!
!
!
!
!
!
!
!
!
!
!
!P/B ILS
!Bit status 1!
! 22 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!P/B FD OFF!Bit status 1!
! 23 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!ADF1 BRG !Bit status 1!
! 24 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!ADF2 BRG !Bit status 1!
! 25 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!VOR1 BRG !Bit status 1!
! 26 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!VOR2 BRG !Bit status 1!
! 27 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!STD SEL
!Bit status 1!
! 28 !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!QNH SEL
!Bit status 1!
! 29 !
!
!
!
!
!
------------------------------------------------------------------------------|
PARAMETER LIST
|
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------------------------------------------------------------------------------!
1.273.00
!FCU DW2
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! 16 ! 60 ! DIS!
!
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!PUSH LAT !Bit status 1!
! 11 !
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!KNOB
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!PULL LAT !Bit status 1!
! 12 !
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!KNOB
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!P/B LOC
!Bit status 1!
! 13 !
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!LAT SET
!Bit status 1!
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!CHANGE
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!FCU 1 SEL !Bit status 1!
! 16 !
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! 18 !
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! 19 !
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!FMGC 1 SEL!Bit status 1!
! 20 !
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AES
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Revision n: 40
@A318/A319/A320/A321
!
!FMGC 2 SEL!Bit status 1!
! 21 !
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!DATUM ADJ !Bit status 1!
! 22 !
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!RIGHT
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!FCU 1 HLTY!Bit status 1!
! 24 !
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!FCU 2 HLTY!Bit status 1!
! 25 !
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PARAMETER LIST
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------------------------------------------------------------------------------!
1.274.00
!FCU DW1
!
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! 18 ! 60 ! DIS!
!
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!PUSH SPD/ !Bit status 1!
! 11 !
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!MACH KNOB !
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!PULL SPD/ !Bit status 1!
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!MACH KNOB !
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!ALT SET
!Bit status 1!
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!CHANGE
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!V.PATH SET!Bit status 1!
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!CHANGE
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AES
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!
!PUSH ALT !Bit status 1!
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!KNOB
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! METERS) !
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PARAMETER LIST
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------------------------------------------------------------------------------!
1.343.00
!FCU EPR
!
W 4
! EPR!
! 15 ! 60 ! BNR!
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!TARGET COM!
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AES
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C.
MCDU (Multipurpose Control and Display Unit)

(1) ARINC inputs
-------------------------------------------------------------------NAME
FROM
REMARK
-------------------------------------------------------------------ONSIDE FMGC RCVR
FMGC OWN
OFFSIDE FMGC RCVR
FMGC OPP
MAINTENANCE RCVR
CFDIU
BUS1 to MCDU1 and BUS2 to MCDU2
ACARS
(opt.)
ACARS MU BUS1 to MCDU1 and BUS2 to MCDU2
AIDS DATA IN (opt.)
DMU
BUS to MCDU1&2
(2) ARINC outputs
------------------------------------------------------------------NAME
TO
REMARK
------------------------------------------------------------------MCDU TRANSMITTER
FMGC OWN & OPP/CFDIU
AES
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Revision n: 40
@A318/A319/A320/A321
FAULT ISOLATION FUNCTION - PRINCIPLE - DESCRIPTION

AND OPERATION
** On A/C ALL
1.
General
A.
Line Maintenance
The line maintenance of the Automatic Flight System (AFS) is based on the use of the Fault Isolation and
Detection System (FIDS).
The system:
. detects, isolates and stores the AFS internal and external faults,
. initiates and performs the test after replacement of an AFS LRU,
. initiates and performs the availability test of the category III automatic landing function.
B.
Characteristics of the AFS Maintenance System

A certain number of the AFS maintenance system characteristics are common to all the aircraft systems. These
characteristics are described in ATA Ref. 31-32-00 Centralized Fault Display Interface (CFDIU) and concern:
. The built-in test equipment (BITE) operating principle:
. Transmission of fault messages in normal mode
. Transmission of maintenance data in menu mode
. The operational use of the multipurpose control and display unit (MCDU) up to access to the AFS
REPORT/TEST page.
C.
Safety
Special precautions were taken at the maintenance system design stage to ensure safety:
(1) at test level (LAND TEST, AFS TEST).
Each test request made via the MCDU is accepted only if certain conditions concerning the components
which perform the test are met:
. FIDS : The FIDS will only accept the test request if its ground condition is met (NOSE GEAR
PRESSED).
. LRUs UNDER TEST : The LRUs under test will only accept the test request if their own ground
conditions are met (NOSE GEAR PRESSED AND ENGINES STOPPED).
(2) The BITE and TEST software is only allowed to read the variables of the operational software.
AES
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** On A/C ALL
2.
Component Location
(Ref. Fig. 22-91-00-13100-A - Component Location)
FIN
1CA1
FMGC-1
1CA2
FMGC-2
2CA
FCU
3CA1
MCDU-1
3CA2
MCDU-2
1CC1
FAC-1
1CC2
FAC-2
** On A/C ALL
EMB SB 22-1085 FOR A/C 003-004
83VU
84VU
13VU
11VU
11VU
83VU
84VU
ZONE ACCESS
DOOR
127
128
210
210
210
127
128
3CA3
101VU
211
AES
MCDU-3
PANEL
22-91-00 PB001
ATA REF.
22-83-34
22-83-34
22-81-12
22-82-12
22-82-12
22-66-34
22-66-34
22-82-12
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
System Description
A.
General
The system comprises:
. A FIDS card physically located in each Flight Augmentation Computer (FAC), only the card located in the
FAC1 is activated (by the SIDE 1 signal)
. The BITEs located in these various AFS computers:
. Flight Management and Guidance Computers (FMGCs 1 and 2) (COM, MON, FM)
. FACs 1 and 2 (COM, MON)
. Flight Control Unit (Channels 1 and 2)
. MCDUs 1 and 2.
B.
Description
(Ref. Fig. 22-91-00-15100-A - Functional Block Diagram)
(1) FIDS card:
The FIDS card includes:
. a CPU (Microprocesseur and associated circuits),
. a memory module containing the application program,
. ARINC input/output circuits,
. discrete input/output circuits.
The FIDS serves as the SYSTEM BITE (maintenance data concentrator).
The FIDS is linked in acquisition and reception to the centralized fault-display interface-unit (CFDIU) and
is connected to the BITEs of the various AFS computers.
It receives commands from the CFDIU, interprets these commands and transfers them, if applicable, to the
various BITEs concerned.
It receives malfunction reports from the BITEs, manages these reports, and, if applicable, consolidates the
BITE diagnosis and generates a fault message which is sent to the CFDIU.
(2) AFS BITE
. The BITE is an electronic device (HARDWARE + SOFTWARE) located inside each AFS computer.
. Its main function is to detect, isolate and store the system failures in the non-volatile memories.
. There are different AFS BITE architectures:
* COM/MON with two level of analysis: FAC and FG
* single computer with one level of analysis: FM
* peripheral not linked to FIDS, monitored through corresponding computer: FCU (FG), MCDU (FM)
* FIDS which is monitored by the AFS computers (FAC/FG) and CFDS.
C.
FIDS operation
The system has two fault detection and isolation modes:
. Normal mode (flight) :
The system stores the failure data relevant to the AFS in non-volatile memories and transmits these data to
the CFDIU.
. Menu mode (ground):
The system transmits a menu to the MCDU via the CFDIU.
(1) Normal mode
In normal mode, the AFS maintenance system ensures the following functions:
. fault detection
The fault is detected at the level of each computer BITE by constant monitoring of specific variables of
the operational software.
. fault isolation
The detection of a fault triggers an analytic process. This process identifies the LRU from which the
fault originates. This analysis is performed in two steps:
AES
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1st step: A first analysis is made at the level of the computer which detected the fault.
This first step can itself be split into two phases at FAC and FG level (1st and 2nd phase analysis).
2nd step: A second analysis is made at FIDS level. This analysis is called the 3rd phase analysis.
Storage of faults in the non-volatile memories.
The breakdown of these functions is shown on figures:

(Ref. Fig. 22-91-00-15800-A - Fault Detection - 1st and 2nd Phase Analysis)
(Ref. Fig. 22-91-00-15900-A - 3rd Phase Analysis (Update of CD))
To perform the functions described above, the system consecutively performs the following operations:
. Interpretation and execution of the CFDIU commands by the FIDS.
. Interpretation and execution of the FIDS commands by the FAC, FG and FM BITEs.
. Fault detection at the level of each AFS BITE.
. Transmission of maintenance data by the FCU BITE to the FG and by the MCDU BITE to the FM.
. Fault isolation, creation of fault contexts and memorization of these contexts by the FAC, FG and FM
BITEs.
. Transmission of the malfunction reports of the BITEs to the FIDS.
. Management and consolidation of the malfunction reports by the FIDS.
. Generation of a fault message from this consolidated diagnosis, which is sent to the CFDIU.
. Memorization of faults by the FIDS.
(a) Interpretation and execution of the CFDIU commands by the FIDS
1
The FIDS card, connected to the CFDIU in acquisition, receives from the CFDIU:
. A control word
. Various information:
* DATE
* UTC (Universal Time Coordinated)
* Aircraft identification
* Flight phase
Use of DATE, UTC and AIRCRAFT IDENTIFICATION and FLIGHT PHASE informations. These
informations are received by the FIDS from the CFDIU.
NOTE :
.
.
.
AES
If the DATE and UTC informations are not available, the FIDS will send out for these
datas:
. DATE: /3F
. UTC: 3FHFF
The DATE and UTC informations are transmitted by the FIDS to the FAC, FG and FM
BITES in order to enhance their fault contexts.
The AIRCRAFT IDENTIFICATION information is used by the FIDS for the LRU
IDENTIFICATION option (Ref. Menu Mode)
The FLIGHT PHASE information is used at two levels:
* It is transmitted to the FAC, FG and FM BITEs by means of the command. These BITEs
use this information to manage the memory areas where the fault contexts are stored (ground
area, flight area).
* It is used by the FIDS which, during detection of flight phase change, activates a
consolidation process for the fault diagnosis sent by the BITEs (Ref. 3rd phase analysis).
Emergency operation in case of CFDIU failure or absence

. The FIDS detects CFDIU failure or absence by detecting non-refresh of the control word.
. In this case, it uses for operation the GROUND/FLIGHT information given by the wired
discrete NOSE GEAR PRESD which it receives directly:
* on the ground : the FIDS sends a command to the BITEs requesting them not to record any
more internal or external faults.
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* in flight : the FIDS sends the command DC1 to the BITEs (Ref. previous table).
(b) Interpretation and execution of the FIDS commands by the FAC, FG and FM BITEs
1
Each BITE
FAC 1 COM
FAC 1 MON
FAC 2 COM
FAC 2 MON
FG1
COM
FG1
MON
FG2
COM
FG2
MON
FM1
FM2
receives from the FIDS: - a control word
- Date, UTC.
Interpretation and execution of the commands in the ground or flight area

Each BITE stores a certain quantity of fault information (Ref. fault context) in the non-volatile
memories.
These memories are split into several areas:
. Ground area: this area is capable of storing 3 faults and their context. It is cleared at each
ground/flight transition.
. Flight area: this area is capable of storing 30 faults and their context.
When the memories are full, the first-in fault is eliminated first.
Each BITE executes these FIDS commands:
. No fault recording
. Fault recording in ground area
. Fault recording in flight area
. Fault confirmation request (Ref. 3rd phase analysis)
. Triggering variable re-initialization request (Ref. Fault Detection).
Use of DATE and UTC information

This information is used by the BITEs to enhance their fault contexts.
Emergency operation in case of inoperative FIDS.

. The BITEs detect absence or failure of the FIDS by detecting non-refresh of the control
labels.
. In this case, each BITE operates by using the ground/flight information given by the wired
discrete NOSE GEAR PRESD which each FAC and FMGC receives directly.
* on the ground : BITEs do not record faults.
* in flight : BITEs record faults in flight area.
(c) Fault detection at each BITE of the AFS

1
FAC, FG and FM BITEs

. Event trigger
A triggering event detected by the BITE function of a computer corresponds to a change in
state of a functional variable of the application software of this computer.
This event triggers a fault isolation and storage process.
In order not to report to the CFDIU too many transitory events which have no cockpit effect,
the status change of each monitored variable must have a duration greater than a
predetermined failure confirmation time.
Re-initialization purpose :
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In order to allow failure storage after CFDS phase change when the monitoring is extended
(for example when changing from ground scanning to flight one, the AFS external failures
must start to be monitored), the triggering variable detection within each BITE is reinitialised
upon FIDS request. This allows to detect a failure already present before a phase change.
(Ref. Fig. 22-91-00-15600-A - Fault Detection)

Hierarchical configuration of the triggering events (only for FAC and FG)
In order to trigger the fault isolation process, the BITE permanently scans a certain number of
functional variables. These variables are hierarchically configured in order to take into account
only the event with highest priority in the application software functional sense, i.e. the event
whose appearance may cause other events.
MCDU BITE
The MCDU performs the following tests:
. Processor test,
. RAM test,
. EPROM test,
. EEPROM test,
. Video monitoring,
. Background monitoring.
The RDY annunciator comes on (green) when the MCDU passes its long-term power- up or
power-off reset test, after its BRT knob is turned to OFF.
If a failure is found, the FAIL annunciator comes on and the MCDU FAIL discrete output is set
from ground to open circuit.
FCU BITE
The FCU BITE continuously computes the maintenance status of both FCU channels.
Consequently, the essential information is crossed between the FCU channel 1 and the FCU
channel 2. The results of this monitoring are loaded in the BITE memory.
(d) Transmission of maintenance data by the MCDU and FCU BITE

1
MCDU
The MCDU continuously sends to the FG an MCDU HLTY discrete signal relevant to its state.
FCU
The FCU continuously sends to the FG a maintenance label and an FCU HLTY discrete signal
both relevants to its state.
(e) Fault isolation at FAC, FG and FM BITE level

When a fault is detected, the system consecutively performs the following operations:
. Takes the snapshot and performs acquisition of the MCDU and FCU maintenance data
. Analyzes
Fault isolation is performed first at the level of the FAC, FG and FM BITEs then at FIDS level.
For isolation, these BITEs use the snapshots for internal variables and also use for the MCDU and
FCU the maintenance words received respectively by FM and FG.
1
AES
FAC, FG and FM snapshots

. The snapshot contains the state (0 or 1) of a certain number of application software
functional variables (a maximum of 76).
. Each time a trigger event is detected, a snapshot is taken.
. The snapshot is specific to the triggering event.
. The snapshot contains the data enabling the system to analyse the fault and isolate the faulty
LRU(s).
. Snapshots are displayed within TSD (trouble shooting data) in menu mode (words W1 to
W5).
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2
The information transmitted by the FCU and the MCDU is considered by the FG and FM BITEs
as ordinary snapshots.
Analysis
(Ref. Fig. 22-91-00-15800-A - Fault Detection - 1st and 2nd Phase Analysis)
Analysis (FAC, FG (COMMAND and MONITOR), and FM BITE levels)

a
1 st phase analysis
(Ref. Fig. 22-91-00-15700-A - 1st Phase Analysis - FAC, FG and FM BITE levels)
The 1st phase analysis is made by the side of the computer which detected the triggering
event.
The result of this analysis is named RESANAC (result of analysis in COM lane) or
RESANAM (result of analysis in MON lane).
Composition is as follows:
----------------------------------------------------------------!
!
!
!
! TYPE / SYMETRY CODE !
ERROR CODE
!
EVENT
!
!
!
!
!
----------------------------------------------------------------. Event: triggering event
. Error code: calculated from the state of the variables of the snapshot and, if applicable,
the maintenance word transmitted by the FCU.
. Type/symetry code
Type: Area where fault context is recorded (ground, flight, AFS TEST, LAND TEST).
Symetry: coded to 1 when the failure must be symmetrical i.e. detected by both sides of
the computer. In this case, an additional analysis is made at the computer command side
(2nd phase analysis).
The RESANAM is transmitted to the COMMAND side if the fault was detected on the
MONITOR side (not available for FM BITE analysis).
b
2nd phase analysis (not available for FM BITE analysis)

The second phase analysis is made by the COMMAND side of the computer following a
triggering event. It is triggered on reception of a RESANAC or a RESANAM.
The 2nd phase analysis computes:
. A RESANA (result of analysis of the second phase in lane COM) which has the same
composition as the RESANAC or the RESANAM and is displayed within TSD in menu
mode (C/M result of analysis).
. Two codes, CLRU1 and CLRU2, which designate two LRUs suspected as being the origin
of the analyzed fault.
CLRU1 is allocated to the LRU with the higher probability of failure.
The general computation principle is as follows:
. The 2nd phase analysis is only performed if RESANA C or M, computed by the 1st phase
analysis, comprises a bit S coded to 1 (Ref. RESANA composition).
. If this analysis is effective, a 2 second correlation window is opened to take into account,
if applicable, the result of the 1st phase analysis transmitted by the other part of the
computer.
If the fault is correlated, bit CD=0, the 3rd phase analysis will not be made at FIDS level
(CD = Correlation Demand).
If not, bit CD=1 when fault isolation cannot be performed at the level of the computer
which detected the fault, then an additional analysis is made at FIDS level (3rd phase
analysis).
. The LRU failure codes are computed from RESANA or RESANAC and RESANAM.
AES
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(f) Creation and save of the fault context in the BITE memories
. Composition of the fault context:
------------------------------------------------------------------------------!
NFIDS
!
NLRU
!
!-----------------------------------------------------------------------------!
!
FLIGHT LEG
!
!-----------------------------------------------------------------------------!
!
UTC
!
!-----------------------------------------------------------------------------!
!
DATE
!
!-----------------------------------------------------------------------------!
!
RESANA
!
!-----------------------------------------------------------------------------!
!
RESANAC (not available for FM BITE)
!
!-----------------------------------------------------------------------------!
!
RESANAM (not available for FM BITE)
!
!-----------------------------------------------------------------------------!
! SNAPSHOT (80 variables displayed in five 16-bit words: W1, W2, W3, W4, W5) !
------------------------------------------------------------------------------* NFIDS: Number generated by the FIDS to manage the fault context
* NLRU: Fault number
* FLIGHT LEG
* UTC
* DATE
* RESANA: filled in from COMMAND side only
* RESANAC: filled in from COMMAND side only
* RESANAM: filled in from MONITOR side and recopied on COMMAND side
* Snapshot
. Make-up of the fault context
* All information, except for NFIDS, making up the fault context is stored in the context at the
end of the analysis at BITE level.
* As the NFIDS is generated by the FIDS, this fault context area is only filled in after reception,
by the FIDS, of a malfunction report sent by the COMMAND side of the FAC or the FG, which
detected the failure, or by the FM.
* For the FM, RESANAC and RESANAM areas do not exist.
. Save of fault context.
This context is saved in the non-volatile memories.
(g) Creation and transmission of the anomaly report
* At the end of the analysis, a malfunction report is sent to the FIDS by the computer which detected
the fault.
* This malfunction report is composed of the RESANA (C/M result of analysis within TSD) and the
two LRU codes (described above) corresponding to the suspected LRUs.
-----------------------------------------------------!
!
!
RESANA
!
!
!
!-----------------------!----------------------------!
!
LRU 2 CODE
!
LRU 1 CODE
!
------------------------------------------------------
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(h) Management of the malfunction reports by the FIDS
1
On reception of a malfunction report, the FIDS generates and sends, to the BITE of the computer
which recorded the fault, either a clearing command if the failure occurs within a phase in which
the storage of the failure is not required, or an NFIDS management number. This number will be
used to retreive the fault. The FIDS then records this malfunction report in the non-volatile
memories.
Management of identical malfunction reports:

. 2 malfunction reports are considered as identical when the following three conditions are met:
. their two error code areas are identical
. they come from the same computer
. they occurred during the same flight.
In this case, only the first malfunction report received by the FIDS is recorded and each time
a new identical malfunction report is received, an event counter, linked to the recorded report,
is incremented (from 1 to 4).
(Ref. Fig. 22-91-00-15900-A - 3rd Phase Analysis (Update of CD))
(i) Consolidation of the malfunction reports by the FIDS, 3rd phase analysis
AES
The FIDS sends to the CFDIU a message comprising:

. an initial word including the following information:
. OF (Origin of the Failure): set to 1 when the fault is internal to the AFS system
. FW (Failure Witness): set to 1 as long as fault is present
. CFF (Current Fault Flag): set to 1 as long as the system is affected by at least one internal
or external fault
. BHF (BITE History Flag): Set to 1 as soon as the BITE memory is loaded by the detection
of an internal or external failure on the last 63 flights.
. a text of 30 characters making up the fault message displayed on the MCDU.
The FIDS consolidates the malfunction reports of the various BITEs during the 3rd phase analysis,
and generates the various information which make up the fault messages.
General principle of the 3rd phase analysis:

. Update of Failure Witness (FW)
FW allows the FIDS to correlate present faults between two computers when one has
obtained a non-coherent result of analysis between COM and MON (second phase of
analysis).
This analysis is triggered at each flight phase change.
When the malfunction is recorded in the FIDS, FW is set to 1.
For each malfunction report recorded with FW = 1, the FIDS in 3rd phase analysis mode
interrogates the BITE which sent the malfunction to know if the malfunction which initiated
the taking of the snapshot is still present.
If yes, FW remains at 1, if not FW is set to 0.
When the source of the malfunction has disappeared, the BITE is again authorized to take a
new snapshot.
Reappearance of the malfunction causes transmission of a malfunction report identical to the
one recorded in the FIDS, and forces relevant FW to 1.
This analysis permits to update the OCCURRENCE OF THE FAILURE information.
When the failure is not present at last-flight phase change, the FIDS adds the RTOK
(RETEST OK) text at the end of the message.
At each area change, the FIDS sends a command of triggering variable re-initialization to the
BITEs. In this case, the failure is dated (UTC
. Update of Correlation Demand (CD)
CD is a request from dual lane BITE (FAC/FG) emitted when the second phase result of
analysis is not coherent between COM and MON lanes (symetric fault not seen).
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.
.
This analysis is triggered at each reception of a new fault report with CD = 1 by the FIDS.
For a given malfunction report, CD is normally given by the 2nd phase analysis in the
computer and accompanies the error code.
For each malfunction report (RA) received with FW = 1 and CD = 1, the FIDS, in 3rd phase
analysis mode, interrogates its context table in order to correlate this malfunction report:
. with another malfunction report
. with FW = 1, CD = 0 and indicating same faulty LRU.
If correlation is possible, CD of RAa changes to 0.
If correlation is negative, RAa is checked to see if it has declared another LRU as faulty under
second probability. If this is the case, a correlation is made as described above. If correlation is
possible, CD of RAa changes to 0 and the LRU concerned becomes the first probable cause of
failure. If not, CD remains at 1.
Update of OF: set when 3rd phase analysis has diagnosed an internal or external LRU failure.
Update of CFF and BHF: these items of information are set by the 3rd phase analysis in
accordance with the presence or not of at least 1 failure detected by the system on the
current flight or previous flights.
Generation of failure text:
The 3rd phase analysis computes two error codes, CLRU1 and CLRU2, corresponding to the
two LRUs suspected as being the origin of the analyzed failure. The codes are planted in
decreasing failure probability order.
The final fault message is generated from the LRU code with highest failure probability.
(j) Memorization of failures by FIDS

For a given failure, the FIDS memorizes the following information:
. NFIDS
. Fault message
. RESANA, RESANAC and RESANAM
. DATE
. UTC
. OCCURRENCE OF THE FAILURE
. FAIL NUMBER (FAIL NO)
Part of this information is displayed on the MCDU in menu mode.
(2) Menu Mode
(a) General
1
AES
The menu mode is relevant to a specific operation enabled only on the ground. It is based on an
interactive dialogue between the FIDS and the MCDU.
As the principle of this dialogue is common to all the systems which dialogue with the MCDU, it
will not be described in detail in this document. For further details, refer to ATA Ref 31-32-00
(Menu mode and pseudo-menu mode).
The functions of the system in menu mode are:
. Generation of pages:
. MAIN MENU
. LAST LEG REPORT
. PREVIOUS LEG REPORT
. TROUBLE SHOOTING DATA
. GROUND SCAN
. LRU IDENTIFICATION
. LAND TEST
. AFS TEST
. WINDSHEAR TEST (if windshear function activated).
. Execution of the various options described previously.
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2
Operation: access to main menu, chaining of the various pages are described in para G. All the
pages presented by the MCDU are generated by the FIDS.
(b) Main menu

(Ref. Fig. 22-91-00-16100-A - AFS - MAIN MENU Page)
1
The MAIN MENU page is shown on figure. It gives the various options available in menu mode.
(c) Description of Main Menu option operation

1
LAST LEG REPORT

(Ref. Fig. 22-91-00-16200-A - LAST LEG and PREVIOUS LEG REPORTS/TSD Pages)
. This function gives on the ground only, the internal and external failure messages recorded
during the last flight.
. Information presented:
. FLIGHT LEG: The FLIGHT LEG number is always at blank for failures relevant to last flight
. DATE, UTC when failure was detected or taken into account
. FAULT REPORT: fault message (identical to the message transmitted in normal mode)
. ATA: ATA reference of LRU given as faulty
. ISSUED BY: computer which originated the Fault message (e.g. : FAC1C, FAC2C/M, etc.)
. FAIL NO: Number of presented fault. This counter is reset at the start of each flight phase.
The first fault presented is the fault which occurred last during the last flight.
. OCCURENCE: Number of times when the same failure occurs.
. Access to the following failure is made by pushing the NEXT PAGE key on the MCDU
. In addition, one of the main menu options:
TROUBLESHOOTING DATA is directly accessible from this function.
PREVIOUS LEG REPORT

. This function presents, on the ground only, the internal and external fault messages which
appeared during the 64 previous flights. This memo is the sum of the LAST LEG REPORT
memos of several flights.
. Information presented
The information presented is identical to that presented in the LAST LEG REPORT except
that:
FLIGHT LEG: The counter is incremented at each ground/ flight changeover.
FAIL NO: Fault number presented for a given FLIGHT LEG.
. The first fault presented corresponds to the last fault which occurred during the previous
flights.
TROUBLESHOOTING DATA
. This function presents, on the ground only, additional information relevant to the faults.
This page is established from the fault context recorded in the BITE non-volatile memories:
. DATE, UTC, Flight Leg
. COM (RESANAC), MON (RESANAM) and C/M (RESANA)
. Snapshot data (W1, W2, W3, W4 and W5)
. This function can be accessed from two levels:
a
AES
From the main menu:

. On selection of the TROUBLE SHOOTING DATA option, the FIDS generates a page for
selecting the BITE that the operator wishes to examine.
. When the BITE has been selected, the FIDS presents the content of the memories of this
BITE starting by the most recent fault. The following faults are accessible by pushing the
NEXT PAGE key on the MCDU.
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b
From the LAST LEG REPORT, PREVIOUS LEG REPORT, GROUND SCAN, LAND TEST
and AFS TEST options:
On selection of the TROUBLE SHOOTING DATA option, the FIDS directly presents the
context of the fault which is being displayed.
GROUND SCAN
(Ref. Fig. 22-91-00-16400-A - MCDU Pages MAIN MENU and Ground Scan Options)
. Access to the GROUND SCAN function
This function is accessible from the MCDU when the system is in menu mode (when the
aircraft is on the ground).
The following three functions can be accessed when the AFS /GROUND SCAN page is
displayed:
- GROUND REPORT
- PRESENT FAILURES SCAN
- PROGRAM (if active).
The line key adjacent to the RETURN indication enables selection of the previous menu page.
. GROUND REPORT function
This function enables the failures recorded in the ground area of the FIDS memory to be
displayed.
As this memory is capable of storing three contexts, the three most recent failures can be
displayed, the oldest contexts being eliminated.
The content of the ground area is erased during computer power up and engine start (NULL
to DC2).
The failures memorized and visible in the GROUND REPORT are the ones which occurred
after the last ground area initialization.
Two types of content can be displayed:
* Only the internal failures that occured on ground are normally displayed by the GROUND
REPORT function.
* After selection of the PRESENT FAILURES SCAN function (Ref. para. PRESENT
FAILURES SCAN function) all internal and external failures (considering a limit of three
contexts) found during this operation are seen in this report. As selection of the PRESENT
FAILURES SCAN function erases the content of the ground area, it is highly recommended,
prior to this selection, to display this content using the GROUND REPORT function.
Failures are presented with the following data:
- the flight counter (-00) which indicates that the failure occurred on the ground
- the ATA reference and associated message
- the computer which identified the failure.
Additional information can be obtained by selecting the TROUBLE SHOOTING DATA item
(push action on the line key adjacent to the TROUBLE SHOOTING DATA indication). The
procedure and the displayed content are similar to the LAST LEG REPORT and PREVIOUS
LEGS REPORT.
. PRESENT FAILURES SCAN function
(GROUND SCANNING)
This function is used to isolate failures present when the function is selected. Therefore an
inhibited failure will not be announced. Once the function is activated (push action on the line
key adjacent to the PRESENT FAILURES SCAN indication), a wait message is displayed for
40s while the system isolates the present failures.
After this time, the messages are displayed on the GROUND REPORT page. A maximum of
three failures, internal or external, present at that time, can be displayed.
NOTE :
AES
As soon as the PRESENT FAILURES SCAN function is selected, the ground contexts
previously recorded are erased and thus definitively lost.
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Each processor (e.g.:FMGC1 COM or FAC2 MON) can announce one failure only (the
failure with the highest priority). If two failures are present at the same time, N.1 has to
be solved first so that the concerned processor can announce N.2 in a second PRESENT
FAILURES SCAN report.
The FIDS include a PROGRAM menu. When this menu is activated it allows to obtain
more engineering messages (not useful at maintenance level).
5
LRU IDENTIFICATION
(Ref. Fig. 22-91-00-16300-A - LRU Identification Pages)
. This function presents, on the ground only, the PART NUMBER of the FACs and the
FMGCs.
. The page also gives the AIRCRAFT IDENTIFICATION.
NOTE :
The LRU IDENT can be obtained after the power-up test only. This data is available after
energization of the FAC and the FMGC as follows:
. for the FAC, after more than 90 seconds
. for the FMGC, after more than 120 seconds.
AFS TEST, LAND TEST : these two options and their operation are described in ATA REFs
22-96-00 and 22-97-00 respectively.
(3) Transmission of FLIGHT NUMBER and CITY PAIR Information

The FIDS acquires the following information from FMGC1 on line A:
. FLIGHT NUMBER Label 233, 234, 235, 236
. CITY PAIR Label 040, 041, 042
and transmits this information without check or modification to the CFDIU (parity check is performed).
AES
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** On A/C ALL
4.
FIDS Power Supply

.
.
.
AES
The FIDS card is located in the FAC, on the COMMAND side.

The COMMAND side of the FAC and the FIDS have a common power supply.
The characteristics of this electrical power supply are described in ATA Ref. 22-67-00: Electrical and Hydraulic
Power Supply (FAC).
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** On A/C ALL
5.
FIDS Interface
A.
ARINC Inputs/Outputs
* ARINC inputs
FAC OWN (HS)
FAC OPP (HS)
FMGC OWN A (HS)
FMGC OPP A (HS)
CFDIU (LS)
* ARINC outputs
FAC OWN COM and MON
CFDIU
NOTE :
The ARINC outputs are looped back for test during the safety tests.
B.
Discrete Inputs/Outputs
* Discrete inputs
SIDE 1 : ground = side 1
ATER Q : request for automatic test
LPF : Long Power Fail delivered by the COM power supply card of the FAC
TEST REQUEST : request for safety tests
NOSE GEAR OWN PRESD : ground condition
POWER FAIL : delivered by the COM power supply card of the FAC
IT POWER DOWN : delivered by the COM power supply card of the FAC
* Discrete outputs
FIDS OWN HLTY (Ref. para Safety Tests)
ATERDY : Response to automatic test request.
C.

(Ref. Fig. 22-91-00-19600-A - FIDS - BITE Interface)
. The CFDIU sends a control word (label 227) in compliance with ABD018 on its FIDS bus.
. The FIDS sends control words 354, 355, 352 and 353 to FAC1, FAC2, FMGC1 and FMGC2 respectively on
its FAC1 bus.
Words 355, 352 and 353 are transmitted via the FAC1 general bus.
. Each FAC and FMGC transmits words 350 and 351, either spontaneously during transmission of a
malfunction report, or after a FIDS command.
. Finally, the FIDS transmits a message on word 356 to the CFDIU.
D. Interface with FMGC1

The FMGC1 transmits labels 040, 041, 042 (CITY PAIR) and 233, 234, 235 and 236 (FLIGHT NUMBER) to
the FIDS. The FIDS transmits this information to the CFDIU.
AES
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** On A/C ALL
6.
Operation
A.
General
(1) Normal Mode
The use of the system in normal mode is described in ATA REF 31-32-00.
(2) Menu Mode
. Access to the main menu of the FIDS: chaining of the operations enabling display of this menu is
described in figure:
(Ref. Fig. 22-91-00-21700-A - Menu Chaining)
. Operating principle:
Chaining of the various pages of the menu mode is described in figure
(Ref. Fig. 22-91-00-16100-A - AFS - MAIN MENU Page)
The following pages show an example of LAST LEG REPORT utilization.
The utilization principle is the same for the other options of the menu because the displayed data are the
same.
. Example of LAST LEG REPORT utilization
(Ref. Fig. 22-91-00-21800-A - Example of LAST LEG REPORT Utilization (1))
These figures describe the access to the last flight failures.
. Example of LAST LEG REPORT utilization
This figure describes the elements associated with a given failure.
A snapshot must not be used at the maintenance level because the analysis of the snapshot requires a
high engineering level.
Message: ADIRU 1
Failure issued by: FAC 1 COM
RESANA: * Type/symetry: 7 ; flight and symetry
* Error code: 17 ; IRS OWN F/W
* EVENT: 6 ; monitoring of peripherals
Snapshot utilization (vendor only):
Word 1: bit 8 = 0 ; IRS OWN NOT VALID
Word 2: bit 13 = 0 ; IRS OWN ACQ NOT HLTY
Failure of IRS 1 acquisition by the FAC 1
B.
List of LRUs Covered by the FIDS

All the internal and external LRUs covered by the FIDS are listed in the table below:
(1) List of Internal AFS LRUs

------------------------------------------------------------------------------!ATA REF.
!
LRU
!
FIN
!
!----------------------!---------------------------------!--------------------!
!22-66-34
! FAC1
! 1CC1
!
!22-66-34
! FAC2
! 1CC2
!
!22-83-34
! FMGC1
! 1CA1
!
!22-83-34
! FMGC2
! 1CA2
!
!22-81-12
! FCU
! 2CA
!
!22-82-12
! MCDU1
! 3CA1
!
!22-82-12
! MCDU2
! 3CA2
!
!27-26-51
! YAW ACTUATOR 1
! 3CC1
!
!27-26-51
! YAW ACTUATOR 2
! 3CC2
!
!27-22-51
! RUDDER TRIM ACTUATOR
! 10CC
!
!27-23-51
! RTL ACTUATOR
! 4CC
!
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!27-26-17
! YAW DAMPER POS XDCR UNIT
! 2CC
!
!27-92-41
! TAKE OVER CPT
! 8CE1
!
!27-92-41
! TAKE OVER FO
! 8CE2
!
!76-11-17
! A/THR INSTINCTIVE DISCONNECT CPT! 7CA1
!
!76-11-17
! A/THR INSTINCTIVE DISCONNECT FO ! 7CA2
!
!22-62-12/27-62-00
! RUDDER TRIM RESET SWITCH
! 8CC
!
!22-62-11/27-62-00
! RUDDER TRIM CONTROL SWITCH
! 9CC
!
!22-62-21
! RUDDER TRIM INDICATOR
! 17CC
!
!22-65-00
! FAC1 PUSH BUTTON SWITCH
! 12CC1
!
!22-65-00
! FAC2 PUSH BUTTON SWITCH
! 12CC2
!
------------------------------------------------------------------------------!
(2) List of External AFS LRUs
----------------------------------------------------------------------------!ATA REF.
!
LRU
!
FIN
! NOTE !
!----------------------!---------------------------!----------------!-------!
!31-21-21
! CLOCK
! 2FS
!
!
!34-36-31
! ILS 1
! 2RT1
!
!
!34-36-31
! ILS 2
! 2RT2
!
!
!34-51-33
! DME 1
! 2SD1
!
!
!34-51-33
! DME 2
! 2SD2
!
!
!34-55-31
! VOR 1
! 3RS1
!
!
!34-55-31
! VOR 2
! 3RS2
!
!
!34-12-34
! ADIRU 1
! 1FP1
!
!
!34-12-34
! ADIRU 2
! 1FP2
!
!
!34-12-34
! ADIRU 3
! 1FP3
!
!
!73-21-60/73-22-34
! ECU 1/EEC 1
! 4000 KS (Eng 1)!
!
!73-21-60/73-22-34
! ECU 2/EEC 2
! 4000 KS (Eng 2)!
!
!34-42-33
! R/A 1
! 2SA1
!
!
!34-42-33
! R/A 2
! 2SA2
!
!
!23-24-34
! ACARS (FP)
! 1RB
!
!
!32-31-71
! LGCIU 1
! 5GA1
!
!
!32-31-71
! LGCIU 2
! 5GA2
!
!
!28-42-34
! FQIC
! 3QT
!
!
!27-93-34
! ELAC 1
! 2CE1
!
!
!27-93-34
! ELAC 2
! 2CE2
!
!
!27-51-34
! SFCC1
! 21CV
!
!
!27-51-34
! SFCC2
! 22CV
!
!
!31-44-34
! WEIGHT & BALANCE (FP)
! 1GT1, 1GT2
!
!
!31-35-22
! PRINTER (FP)
! 4TW
!
!
!34-48-34
! GPWC
! 1WZ
!
!
!31-32-34
! CFDIU
! 1TW
!
!
!31-63-34
! DMC1 (PFD OWN VALID)
! 1WT1
!
*
!
!31-63-34
! DMC2 (PFD OPP VALID)
! 1WT2
!
*
!
!31-53-34
! FWC1 (FWC OWN VALID)
! 1WW1
!
*
!
!31-53-34
! FWC2 (FWC OPP VALID)
! 1WW2
!
*
!
!32-42-34
! BSCUA (BSCUA HLTY)
! 10GG
!
*
!
!32-42-34
! BSCUB (BSCUB HLTY)
! 10GG
!
*
!
!24-22-55
! 28V DC PWR SUPPLY SPLIT
! 11XU1, 11XU2
!
!
!29-32-12
! HYD PRESS SWITCH (YELLOW) ! 3151GN
!
!
!29-32-12
! HYD PRESS SWITCH (GREEN) ! 1151GN
!
!
!34-11-00
! AIR DATA SWITCH
! 15FP
!
!
!34-11-00
! ATTITUDE SWITCH
! 13FP
!
!
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----------------------------------------------------------------------------* Discrete signal from a computer
FP : FULL PROVISION
SP : SPACE PROVISION
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** On A/C ALL
7.
Safety Tests
.
.
.
.
.
.
AES
The following tests are performed automatically in the FIDS card on the ground after prolonged power supply
cutoff (>4s).
. Memory module checksum test
. CPU RAM test
. ARINC RAM test
. ARINC EEPROM test
. ARINC OUTPUT test by looping:
* For FIDS to CFDIU, the test is performed on label 356
* For FIDS to FAC, the test is performed on label 354.
In addition, the CPU card performs a SLOT test after each reset (card identifier)
Total duration of these tests is approximately 15 seconds.
Test results:
* If all the tests are correct, the FIDS sets its FIDS HEALTHY discrete output to 1 and performs its SYSTEM
BITE function (for FAC1 only)
* If one of the tests is incorrect, the FIDS sets FIDS HEALTHY to 0 and repeats the tests.
For all the other energization cases, FIDS HEALTHY is set to 1.
Specific case of FAC2: The CPU card permanently performs the power rise tests and sets its FIDS HEALTHY
discrete output to 1. If this card is faulty, a malfunction report delivered by the FAC2 declares the fault.
22-91-00 PB001
Page 19
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
B
B
82
VU
81VU
1CA2 1CC2
84
VU
1CC1 1CA1
83VU
86
VU
85VU
88VU
3CA1, 2, 3*
(* IF FITTED)
87VU
N_MM_229100_0_AAM0_01_00
AES
FIGURE 22-91-00-13100-A SHEET 1

Component Location
22-91-00 PB001
Page 20
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
A: FAULT DETECTION
B: FAULT ISOLATION
C: FAULT MEMORIZATION
FIDS COMMAND TO FAC 2 FMGC 1/2

UTC, DATE
(A B + C)
(A + B + C)
COM
COM
FIDS
COMMAND
TO FAC 1/2
FMGC 1/2
(A + B + C)
MON
(A + B + C)
MON
FAC 2
FAC 1 ANOMALY REPORT

FAC 2 ANOMALY REPORT
CFDIU COMMANDS
FAILURE MESSAGES
(A + B + C)
MCDU
FMGC 2 ANOMALY REPORT
CFDIU
FMGC 1 ANOMALY REPORT
FIDS
FAC 1
MCDU 1 & 2(BASIC) OR

MCDU 2 & 3(WHEN MCDU 3 IS FITTED)
(A + B + C)
(A + B + C)
(A)
FG MON
FG MON
(A)
MCDU 2
MAINTENANCE LABEL
MAINTENANCE LABEL
(A + B + C)
MAINTENANCE LABEL
DISCRETE SIGNAL:
FG COM
FCU RLTY
FCU RLTY
(A + B C)
FG COM
MCDU 1
(A + B + C)
(A)
FM
DISCRETE
SIGNAL:
MCDU HLTY
DISCRETE
SIGNAL:
MCDU HLTY
FCU 1
(A + B + C)
(A)
FM
FCU 2
FCU
FMGC 1
FMGC 2
MAINTENANCE LABEL
MAINTENANCE LABEL
N_MM_229100_0_ACM0_01_00
AES
FIGURE 22-91-00-15100-A SHEET 1

Functional Block Diagram
22-91-00 PB001
Page 21
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
t1
LEG X1
FLIGHT AREA
GROUND AREA
DC1
NULL
t0
t7
t6
t3
LEG X+1
LEG X
FLIGHT AREA
GROUND AREA
DC1
NULL
DC2
FLIGHT AREA
DC2
DC1
1
2
t2
t4
3
4
t5
5
CASE 1 INTERNAL FAILURE OCCURED AT TO AND STILL PRESENT AT T1,
STORED
1) IN GROUND AREA
OF LEG X1 WITH
UTC=T0
AND TRANSMITTED TO CFDIU AT T1.
2) IN FLIGHT AREA
OF LEG X WITH
UTC=T1
CASE 2 EXTERNAL FAILURE OCCURED AT TO AND STILL PRESENT AT T3,
STORED
1) IN GROUND AREA OF
LEG X1 WITH UTC=T0
IF GND SCAN OPTION
IS ACTIVE
2) IN FLIGHT AREA OF
LEG X WITH UTC=T3
CASE 3 EXTERNAL FAILURE OCCURED AT T2 AND STILL PRESENT AT T3,STORED
IN FLIGHT AREA OF LEG X WITH UTC=T3
CASE 4 INTERNAL FAILURE OCCURED AT T4 AND STILL PRESENT AT T6,
STORED
LEG X WITH UTC=T4
LEG X+1 WITH UTC=T6
AND TRANSMITTED TO CFDIU AT T4

AND T6.
CASE 5 EXTERNAL FAILURE OCCURED AT T5 AND STILL PRESENT AT T7,

LEG X WITH UTC=T5
STORED
LEG X+1 WITH UTC=T7
AND TRANSMITTED TO CFDIU AT T5

AND T7.
N_MM_229100_0_ADM0_01_00
AES
FIGURE 22-91-00-15600-A SHEET 1

Fault Detection
22-91-00 PB001
Page 22
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
COM (RESANAC)
MOM (RESANAM)
C/M (RESANA)
FOUR CHARACTER HEX CODE

F
EVENT CODE
ERROR CODE
FAULT REPORTING
SYMETRY
TYPE
TYPE CODE
00
LRU TEST
01
LAND TEST
10
GROUND
11
FLIGHT
TYPE/SYMETRY CODE
TYPE
NO SYMETRY
LRU TEST
SYMETRY
1
LAND TEST
GROUND
FLIGHT
N_MM_229100_0_AFM0_01_00
AES
FIGURE 22-91-00-15700-A SHEET 1

1st Phase Analysis - FAC, FG and FM BITE levels
22-91-00 PB001
Page 23
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
EVENT
DETECTION
EVENT
DETECTION
SNAPSHOT
SNAPSHOT
COMMAND
CHANNEL
ANALYSIS
(1ST PHASE)
MONITOR
CHANNEL
ANALYSIS
(1ST PHASE)
SYNTHESIS
OF COMMAND
AND MONITOR
ANALYSIS
(2ND PHASE)
RESULT
SENT TO
COMMAND
CHANNEL
RESULT
AND SNAPSHOT
IN CONTEXT
TABLE
RESULTS
AND SNAPSHOTS
IN CONTEXT
TABLE
NON VOLATILE MEMORY
NON VOLATILE MEMORY
RESULT OF
ANALYSIS
SENT TO FIDS
COMMAND CHANNEL
MONITORING CHANNEL
N_MM_229100_0_AEM0_01_00
AES
FIGURE 22-91-00-15800-A SHEET 1

Fault Detection - 1st and 2nd Phase Analysis
22-91-00 PB001
Page 24
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3RD PHASE ANALYSIS

(CD UPDATE)
RECEPTION OF A
NEW FAULT REPORT
YES
CD = 1 ?
NO
YES
CORRELATION WITH A
PREVIOUS FAULT REPORT
WITH CD = 1 ?
NO
YES
CD = 1
MESSAGE GENERATION
N_MM_229100_0_ANM0_01_00
AES
FIGURE 22-91-00-15900-A SHEET 1

3rd Phase Analysis (Update of CD)
22-91-00 PB001
Page 25
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
<
<
<
REF 229600
<
>
<
>
REF 229700
<
>
REF 226400 *
(* IF WINDSHEAR OPTION ACTIVATED)
N_MM_229100_0_BAM0_01_00
AES
FIGURE 22-91-00-16100-A SHEET 1

AFS - MAIN MENU Page
22-91-00 PB001
Page 26
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
<
<
<
<
<
>
<
>
<
<
>
<
>
<
>
<
>
<
>
<
(2ND PAGE)
<
>
N_MM_229100_0_BQM0_01_00
AES
FIGURE 22-91-00-16200-A SHEET 1

LAST LEG and PREVIOUS LEG REPORTS/TSD Pages
22-91-00 PB001
Page 27
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
>
>
>
<
>
<
>
N_MM_229100_0_BVM0_01_00
AES
FIGURE 22-91-00-16300-A SHEET 1

LRU Identification Pages
22-91-00 PB001
Page 28
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
<
<
<
>
<
<
<
<
>
<
<
<
<
>
<
>
N_MM_229100_0_BTM0_01_00
AES
FIGURE 22-91-00-16400-A SHEET 1

MCDU Pages MAIN MENU and Ground Scan Options
22-91-00 PB001
Page 29
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
GENERAL BUS (350, 351)

MCDU
CONTROL WORD
(355)
FAC 2
CONTROL
WORD
LABEL
CFDIU
HS
(227)
INTERNAL BUS
FIDS
LS
(356)
FAULT MSG
LS
HS
CONTROL WORDS
FAC 1
354
FAC 1
355
FAC 2
352
FMGC 1
353
FMGC 2
FAC 1
COM
CONTROL WORD
GENERAL BUS (352) FMGC 1
(350, 351)
BUS A
(350, 351)
CONTROL WORD
(353)
FMGC 2
BUS A (350, 351)
N_MM_229100_0_ASM0_01_00
AES
FIGURE 22-91-00-19600-A SHEET 1

22-91-00 PB001
Page 30
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
(* IF WINDSHEAR OPTION ACTIVATED)
N_MM_229100_0_AWM0_01_00
AES
FIGURE 22-91-00-21700-A SHEET 1

Menu Chaining
22-91-00 PB001
Page 31
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
N_MM_229100_0_AGM0_01_00
AES
FIGURE 22-91-00-21800-A SHEET 1

22-91-00 PB001
Page 32
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
AFS/LAST LEG REPORT

DATE
UTC
FEB/22
11H42
FAIL NO : 01
OCCURENCE:2
ATA : 272351
CHECK RTL ACTUATOR 4CC
ISSUED BY : FAC 1 COM
RETURN
PRINT
NEXT
PAGE
AFS/LAST LEG REPORT
END
RETURN
PRINT
AFS/LAST LEG REPORT

TROUBLE SHOOTING DATA
DATE
UTC
FEB/22
11H42
ISSUED BY : FAC 1 COM

RESULTS OF ANALYSIS
EVENT
COM
MON
C/M
7A85
0000
7A85
SNAPSHOT
W1
47C3
RETURN
W2
1CBF
W3
0000
W4
0000
W5
0000
PRINT
N_MM_229100_0_AJM0_01_00
AES
FIGURE 22-91-00-21900-A SHEET 1

22-91-00 PB001
Page 33
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
BLANK FOR LAST LEG REPORT

01 TO 63 FOR PREVIOUS LEG REPORT
00 FOR GROUND AREA (GROUND REPORT, AFS TEST,
LAND TEST)
FLIGHT LEG
AFS/LAST LEG REPORT

DATE
FEB/22
FAULT
NUMBER
:FAIL NO:03
TIME (UTC) AND

DATE OF FAILURE
UTC
11H42
NUMBER OF TIMES
THE FAILURE OCCURED
DURING FLIGHT LEG
OCCURENCE:2
ATA: 341234
ADIRU1
FAULT MESSAGE
ISSUED BY:FAC 1 C/M

RETURN
PRINT
COMPUTER WHICH DETECTED THE FAULT

(PUSH ACTION ON CORRESPONDING KEY
GIVES ACCESS TO THE PRIMARY DATA OF THE
ANALYSIS AS DESCRIBED BELOW)
SAME AS ABOVE PAGE
EVENT WHICH
TRIGGERED
FAULT
DETECTION
AFS/LAST LEG REPORT

DATE
UTC
FEB/22
11H42
ISSUED BY:FAC 1 COM
RESULTS OF ANALYSIS

EVENT
COM
MON
C/M
6
7176
0000
7176
SNAPSHOT
W1
3774
W2
EFB8
W3
D7C7
W4
01B4
RETURN
RESULTS OF ANALYSIS
W5
0000
PRINT
SNAPSHOT WHICH GIVES THE STATE OF A

CERTAIN NUMBER OF VARIABLES AT TIME
OF FAILURE
N_MM_229100_0_ALM0_01_00
AES
FIGURE 22-91-00-22000-A SHEET 1

22-91-00 PB001
Page 34
May 01/12
Revision n: 40
@A318/A319/A320/A321
FAULT ISOLATION FUNCTION - PRINCIPLE ADJUSTMENT/TEST

** On A/C ALL
Task 22-91-00-710-001-A
Ground Scanning of the AFS
1.
Reason for the Job

Self explanatory
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
31-32-00-860-001-A
PTU
34-10-00-860-004-A
34-10-00-860-005-A
3.
Job Set-up
Subtask 22-91-00-860-050-A
A.

(1)
AES

24-41-00-861-002-A-02).
22-91-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
(2)
Align the three ADIRS

(Ref. TASK 34-10-00-860-004-A).
(3)

(Ref. TASK 29-23-00-863-001-A) (Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003A-01).
(4)
On one MCDU:
(a)
Get the SYSTEM REPORT/TEST page

(Ref. TASK 31-32-00-860-001-A).
(b)
Push the line key adjacent to the AFS indication.
Subtask 22-91-00-865-050-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FAC1/28VDC
5CC1
B04
49VU
AUTO FLT/FAC1/26VAC
14CC1
B03
49VU
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
AUTO FLT/FAC2/26VAC
14CC2
M18
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
121VU
DUMMY CB
AUTO FLT/MCDU/2
11CA3
11CA2
N21
N20
121VU
14CA
N17
121VU
AUTO FLT/STICK/LOCK
13CA
N16
4.
FIN
LOCATION
Procedure
Subtask 22-91-00-710-050-A
A.
Do this test:
ACTION
1.On the MCDU, get the AFS MAIN MENU page:
. Push the line key adjacent to the GROUND SCAN
indication.
. Push the line key adjacent to the PRESENT
FAILURES SCAN indication.
RESULT
On the MCDU :
. The AFS/GROUND SCAN page comes into view.
.
2.If the LRU is correct.
AES
.
.
On the AFS/GROUND SCAN page,

SCAN IS RUNNING and WAIT 40 SECONDS
indications come into view.
After approximately 40 seconds, the AFS/GROUND
REPORT page comes into view.
Read the result of the test.
The END indication comes into view.
22-91-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
3.If the LRU is not correct:
. Push the line key adjacent to the ISSUED BY XXX
indication.
.
RESULT
The AFS/GROUND REPORT TROUBLE SHOOTING
DATA page comes into view. This shows the result of
the analysis and the snapshot that gives the status of
variables when the failure occurred.
Use the results you get.
4.Push the line key adjacent to the RETURN indication.

.
If the result is not correct, do the step 3 again.
If the END indication comes into view, push the line

key adjacent to the RETURN indication.
5.
NOTE :
In case of no response from one computer during

the test, it is recommended to disregard the
message inviting to remove the computer in case
of second failure and perform at least another trial
before removing the unit.
NOTE :
Disregard the AFS: ELAC1 (issued by FAC1) and

AFS: ELAC2 (issued by FAC2) messages due to
hydraulic pressure off.
An AFS/GROUND REPORT page comes into view.

The AFS/GROUND SCAN page comes into view.
Close-up
Subtask 22-91-00-860-051-A
A.
AES

(1)
On the MCDU, push the line key adjacent to the RETURN indication until the CFDS menu page comes
into view.
(2)

(3)

(Ref. TASK 34-10-00-860-005-A).
(4)

24-41-00-862-002-A-02).
22-91-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
AFS FAULT ISOLATION - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
Refer to 22-91-00 for general information.
Only the list of error codes is given in the following tables.
Such a kind of information permits to have an idea of the encountered failure.
A.
List of FAC Error Codes
-----------------------------------------------!
EVENT
!
EVENT
!
! NO
!
!
RESANA
!
NUMBER
!DESIGNATION!
!SYMETRY!SYMETRY!
RESANAC
!------------------!-----------!
----------!-------!-------!
RESANAM
!1 AFS TEST
!
!
!LRU TEST !
0
!
1
!
--------!2 FAC MONITORING !
!
!LAND TEST!
2
!
3
!<---!.!.!.!.!--->!3 YAW DAMPER MON. !
!
! GROUND !
4
!
5
!
!-!-!-!-!
!4 RUD TRIM MON.
!
!
! FLIGHT !
6
!
7
!
! !
!5 RUD TRA LIM MON.!
!
!---------!-------!-------!
(ERROR CODE) !6 PERIPHER. MON. !
!
!------------------!-----------!
-------------------------------------------------! ERROR CODE !
DESIGNATION
!
!-------------!----------------------------------!
!
01
!
FAC OWN F/W - INTERNAL
!
!
02
!
FAC OWN F/W - POWER SUPPLY
!
!
03
!
FAC OWN F/W - YD LOGIC
!
!
04
!
FAC OWN F/W - RT LOGIC
!
!
05
!
FAC OWN F/W - RTL LOGIC
!
!
06
!
FAC OWN F/W - ARINC FEEDBACK
!
!
07
!
FAC OWN F/W - FIDS
!
!
08
!
FAC OWN F/W - SYNCHRO
!
!
09 to 0B !
NONE
!
!
0C
!
FAC OWN F/W - EEPROM BITE
!
!
0D
!
NONE
!
!
0E
!
ADIRU 1/2/3 DISAGREE
!
!
0F
!
SFCC OWN F/W
!
!-------------!----------------------------------!
!
10
!
LGCIU OWN F/W
!
!
11
!
FAC OPP F/W
!
!
12
!
FAC OWN / YD POS XDCR UNIT 2CC !
!
13
!
SPEED MONITORING
!
!
14
!
ADC OWN F/W
!
!
15
!
ADC OPP F/W
!
!
16
!
ADC 3 F/W
!
!
17
!
IRS OWN F/W
!
!
18
!
IRS OPP F/W
!
!
19
!
IRS 3 F/W
!
!
1A
!
ELAC OWN F/W
!
!
1B
!
ELAC OPP F/W
!
!
1C
!
FMGC OWN F/W
!
AES
22-92-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
1D
!
FMGC OPP F/W
!
!
1E
!
ADC MONITORING
!
!
1F
!
IRS MONITORING
!
!-------------!----------------------------------!
!
20
!
26V/400HZ MONITORING
!
!
21
!
HYDRAULIC CIRCUIT
!
!
22
!
YD BYPASS
!
!
23
!
YAW C1 COMPARISON
!
!
24
!
YD ACTUATOR OWN F/W
!
!
25
!
TRIM RESET FAIL
!
!
26
!
RUDDER TRIM C1 COMPARISON
!
!
27
!
RT ACTUATOR OWN F/W
!
!
28
!
NONE
!
!
29
!
RTL C1 COMPARISON
!
!
2A
!
RTL ACTUATOR F/W
!
!
2B
!
NONE
!
!
2C
!
FAC OWN / ELAC 1/2 WIRING
!
!
2D
!
YD C2 COMPARISON
!
!
2E
!
YD C3 COMPARISON
!
!
2F
!
RUDDER TRIM C2 COMPARISON
!
!-------------!----------------------------------!
!
30
!
RTL C2 COMPARISON
!
!
31
!
FAC OWN P/B SW F/W
!
!
32
!
RT RST SW F/W
!
!
33
!
RT CTRL SW F/W
!
!
34
!
SFCC OWN CIRCUIT F/W
!
!
35
!
LGCIU OWN CIRCUIT F/W
!
!
36
!
YD C3 COMPARISON
!
!
37
!
NONE
!
!
38
!
FAC OWN / ELAC OWN BUS WIRING !
!
39
!
FAC OWN / FMGC OWN BUS B WIRING!
!
3A
!
FAC OWN / ELAC OPP BUS WIRING !
!
3B
!
FAC OWN / FMGC OPP BUS B WIRING!
!
3C to 3D !
NONE
!
!
3E
!
FAC OWN F/W - DISCRETE INPUT
!
!
3F
!
FAC OWN F/W - ARINC INPUT
!
!------------------------------------------------!
!
40
!
FAC OWN / AP OWN ENGD WIRING
!
!
41
!
FAC OWN / AP OPP ENGD WIRING
!
!
42
!
FAC OWN / YD ENGD CHG OVER
!
!
43
!
FAC OWN / RT ENGD CHG OVER
!
!
44
!
FAC OWN / RTL ENGD CHG OVER
!
!
45
!
FAC OWN / PARITY PIN PROGRAM
!
!
46
!
ELAC OWN / BUS WIRING / FAC OWN!
!
47
!
ELAC OPP / BUS WIRING / FAC OWN!
!
48 to 4F !
NONE
!
!-------------!----------------------------------!
!
50 to 5F !
NONE
!
!-------------!----------------------------------!
!
60 to 6F !
NONE
!
!-------------!----------------------------------!
!
70
!
AFS TEST OK (PROCESSOR)
!
!
71 to 74 !
NONE
!
AES
22-92-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
75
!
AFS TEST OK (COMPUTER)
!
!
76 to 79 !
NONE
!
!
7A
!
NORMAL
!
!
7B to 7F !
NONE
!
!-------------!----------------------------------!
!
F3
! CHECK FAC OWN
!
!-------------!----------------------------------!
B.
List of FMGC/FG Error Codes
----------------------------------------------!
EVENT
!
EVENT
!
! NO
!
!
RESANA
!
NUMBER
!DESIGNATION!
!SYMETRY!SYMETRY!
RESANAC
!-----------------!-----------!
------------------!-------!
RESANAM
!1 AFS TEST
!
!
!LRU TEST ! 0
!
1
!
--------!2 FMGC MONITORING!
!
!LAND TEST! 2
!
3
!<---!.!.!.!.!--->!3 FCU MONITORING !
!
! GROUND ! 4
!
5
!
!-!-!-!-!
!4 AP ENGAG. MON. !
!
! FLIGHT ! 6
!
7
!
! !
!5 ATH ENGAG. MON.!
!
!---------!-------!-------!
(ERROR CODE) !6 FD ENGAG. MON. !
!
!7 LAND CAPA. MON.!
!
!8 INOP FUNC. MON.!
!
!9 PERIPHER. MON. !
!
!-----------------!-----------!
--------------------------------------------------------! ERROR CODE !
DESIGNATION
!
!-------------!-----------------------------------------!
!
01
!
FMGC OWN F/W - INTERNAL
!
!
02
!
FMGC OWN F/W - POWER SUPPLY
!
!
03
!
AP OWN NOT DISENGAGED
!
!
04
!
AP OPP NOT DISENGAGED
!
!
05
!
ATH OWN NOT DISENGAGED
!
!
06
!
FMGC OWN F/W - ARINC FEEDBACK
!
!
07
!
ATH OPP NOT DISENGAGED
!
!
08
!
FMGC OWN F/W - SYNCHRO
!
!
09
!
FAC 2 YD - CHECK GND SCAN
!
!
0A
!
ELAC 1
!
!
0B
!
ELAC 2
!
!
0C
!
FMGC OWN F/W - EEPROM BITE
!
!
0D
!
ELAC OPP
!
!
0E
!
CHECK FWS
!
!
0F
!
FMGC OWN F/W - FM/FG COMPATIBILITY
!
!-------------!-----------------------------------------!
!
10
!
FD OPP NOT ENGAGED
!
!
11
!
APPR NOT ENGAGED
!
!
12
!
ATH INOP
!
!
13
!
NONE
!
!
14
!
ADC OWN F/W
!
!
15
!
ADC OPP F/W
!
!
16
!
ADC 3 F/W
!
!
17
!
IRS OWN F/W
!
!
18
!
IRS OPP F/W
!
!
19
!
IRS 3 F/W
!
!
1A
!
YD OPP NOT ENGAGED
!
AES
22-92-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
1B
!
RUD TR OPP NOT ENGAGED
!
!
1C
!
AP OPP NOT ENGAGED
!
!
1D
!
NONE
!
!
1E
!
ADC MONITORING
!
!
1F
!
IRS MONITORING
!
!-------------!-----------------------------------------!
!
20
!
AP DISENGAGED
!
!
21
!
FWC INVALID
!
!
22
!
ATH DISENGAGED
!
!
23
!
FD DISENGAGED
!
!
24
!
POWER SUPPLY SPLIT F/W
!
!
25
!
ELAC AP DISCONNECT
!
!
26
!
YD DISENGAGED
!
!
27
!
RT DISENGAGED
!
!
28
!
APP OPP INOP
!
!
29
!
CDU OWN F/W
!
!
2A
!
CDU OPP F/W
!
!
2B
!
ADIRU 1/2/3 DISAGREE
!
!
2C
!
SHORT SECURITY TEST (SST)
!
!
!
FAILURE (FCU)
!
!
2D
!
CHANGE OVER TEST (COT)
!
!
!
FAILURE (FCU)
!
!
2E
!
SYNCHRONISATION FAILURE (FCU)
!
!
2F
!
FCU OPP HLTY FAILURE
!
!-------------!-----------------------------------------!
!
30
!
FCU OWN F/W
!
!
31
!
FCU OPP F/W
!
!
32
!
AUTOTHRUST NOT ACTIVE
!
!
33
!
AUTOTHRUST NOT ACTIVE / COMP N1
!
!
34
!
PFD OWN (CHECK DMC OWN - FMGC OWN CKT)!
!
35
!
PFD OPP (CHECK DMC OPP - FMGC OWN CKT)!
!
36
!
FWC OWN (CHECK FWC OWN - FMGC OWN CKT)!
!
37
!
FWC OPP (CHECK FWC OPP - FMGC OWN CKT)!
!
38
!
FMGC OWN / AP ENG FEEDBACK
!
!
39
!
FMGC OWN / ATH ENG FEEDBACK
!
!
3A
!
FMGC OWN / AP OPP ENG WIRING
!
!
3B
!
FMGC OWN / ATH OPP ENG WIRING
!
!
3C
!
FMGC OWN / FAC OWN HLTY CKT
!
!
3D
!
FMGC OWN / FAC OPP HLTY CKT
!
!
3E
!
FMGC OWN F/W - DISCRETE INPUT
!
!
3F
!
FMGC OWN F/W - ARINC INPUT
!
!-------------!-----------------------------------------!
!
40
!
FMGC OWN F/W - INNER LOOP
!
!
41
!
BSCU OWN F/W
!
!
42
!
BSCU OPP F/W
!
!
43
!
R/A OWN F/W
!
!
44
!
R/A OPP F/W
!
!
45
!
FAC OWN F/W
!
!
46
!
FAC OPP F/W
!
!
47
!
FADEC OWN F/W
!
!
48
!
FADEC OPP F/W
!
!
49
!
FADEC OWN A F/W
!
!
4A
!
FADEC OWN B F/W
!
AES
22-92-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
4B
!
FADEC OPP A F/W
!
!
4C
!
FADEC OPP B F/W
!
!
4D
!
FADEC OPP F/W
!
!
4E
!
ILS OWN F/W
!
!
4F
!
ILS OPP F/W
!
!-------------!-----------------------------------------!
!
50
!
FCU FAIL
!
!
51
!
FM OWN F/W
!
!
52
!
BOTH LGCIU FAILED
!
!
53
!
ROLLOUT F/W
!
!
54
!
NO ILS CONDITION
!
!
55
!
NO FM VALIDITY
!
!
56
!
ALPHA FLOOR MONITORING
!
!
57
!
FAC PROCESSING FAIL
!
!
58
!
NONE
!
!
59
!
AP/FD ORDERS MONITORING
!
!
5A
!
SPEED CONTROL LOST
!
!
5B
!
FMGC OWN - FMGC OPP 5FD CKT
!
!
5C
!
AP/FD LOST
!
!
5D
!
AP INST DISC F/W
!
!
5E
!
ATH INST DISC F/W
!
!
5F
!
ADIRU LOST BY FAC
!
!-------------!-----------------------------------------!
!
60
!
FCU OPP F/W
!
!
61
!
NONE
!
!
62
!
PARITY PIN PROGRAM
!
!
63
!
FMGC OWN / FCU - AP OWN SW
!
!
64
!
FMGC OWN / FCU - ARH OWN SW
!
!
65
!
NONE
!
!
66
!
FMGC OWN / FAC OWN BUS WIRING
!
!
67
!
FMGC OWN / FMGC OPP BUS WIRING
!
!
68
!
FMGC OWN / FAC OPP BUS WIRING
!
!
69
!
FMGC OWN / CHECK GND SCAN
!
!
6A
!
FAC OWN / FMGC OWN ARINC 1K
!
!
6B
!
FAC OPP / FMGC OWN ARINC 1K
!
!
6C TO 6F !
NONE
!
!-------------!-----------------------------------------!
!
70
!
AFS TEST OK (PROCESSOR)
!
!
71 to 74 !
NONE
!
!
75
!
AFS TEST OK (COMPUTER)
!
!
76 to 79 !
NONE
!
!
7A
!
NORMAL
!
!
7B to 7F !
NONE
!
!-------------!-----------------------------------------!
!
F3
!
CHECK FMGC OWN
!
!-------------!-----------------------------------------!
C.
List of FMGC/FM Error Codes
-----------------! NO
!
!
!SYMETRY! SYMETRY!
----------!-------!--------!
AES
RESANA
RESANAC
RESANAM
--------------------------------! EVENT !
EVENT
!
! NUMBER !
DESIGNATION
!
!--------!----------------------!
!1
!LRU TEST
!
22-92-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
!
!
!
--------!2
!185 HARDWARE FAIL
!
!
!
!
!<---!.!.!.!.!--->!3
!IOP HARDWARE FAIL
!
!
!
!
!
!-!-!-!-!
!4
!SOFTWARE FAIL
!
!
!
!
!
! !
!5
!LRU FAIL
!
!---------!-------!--------!
(ERROR CODE) !6
!FM POWER UP
!
!7
!DUAL FAIL
!
!--------!----------------------!
--------------------------------------------------------! ERROR CODE !
DESIGNATION
!
!-------------!-----------------------------------------!
!
01 to 0F !
NONE
!
!-------------!-----------------------------------------!
!
10 to 11 !
NONE
!
!
12
!
ADC OPP FAIL
!
!
13
!
ADC 3 FAIL
!
!
14 TO 1D !
NONE
!
!
1E
!
ADC OWN FAIL
!
!
1F
!
IRS OWN FAIL
!
!-------------!-----------------------------------------!
!
20 to 2B !
NONE
!
!
2C
!
DME OPP FAIL
!
!
2D
!
VOR OPP FAIL
!
!
2E
!
ILS OPP FAIL
!
!
2F
!
IRS OPP FAIL
!
!-------------!-----------------------------------------!
!
30
!
NONE
!
!
31
!
FAC OPP FAIL
!
!
32
!
FADEC OPP FAIL
!
!
33
!
MCDU OPP FAIL
!
!
34 TO 37 !
NONE
!
!
38
!
FM/FG POWER UP FAIL
!
!
39
!
MEMORY MODULE MISMATCH
!
!
3A
!
MEMORY MODULE REMOVED
!
!
3B
!
NAV DATA BASE MISMATCH
!
!
3C
!
PROGRAM PIN MISMATCH
!
!
3D
!
RESYNCH HAS OCCURED
!
!
3E
!
NONE
!
!
3F
!
IRS 3 FAIL
!
!-------------!-----------------------------------------!
!
40 to 4C !
NONE
!
!
4D
!
FMGC OPP FAIL
!
!
4E to 4F !
NONE
!
!-------------!-----------------------------------------!
!
50
!
FCU FAIL
!
!
51 TO 5F !
NONE
!
!-------------!-----------------------------------------!
!
60
!
ACARS OPP FAIL
!
!
61
!
RESYNCH HAS FAILED
!
!
62
!
185 HARDWARE FAIL
!
!
63
!
IOP HARWARE FAIL
!
!
64
!
SOFTWARE FAIL
!
!
65
!
DME OWN FAIL
!
!
66
!
VOR OWN FAIL
!
AES
22-92-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
!
67
!
ILS OWN FAIL
!
!
68
!
CLOCK FAIL
!
!
69
!
FAC OWN FAIL
!
!
6A
!
FADEC OWN FAIL
!
!
6B
!
FQI FAIL
!
!
6C
!
MCDU OWN FAIL
!
!
6D
!
ACARS OWN FAIL
!
!
6E
!
PRINTER FAIL
!
!
6F
!
DATA LOADER FAIL
!
!-------------!-----------------------------------------!
!
70 to 74 !
NONE
!
!
75
!
LRU TEST PASS
!
!
76
!
LRU TEST FAIL
!
!
77 to 7F !
NONE
!
!-------------!-----------------------------------------!
!
F3
!
NONE
!
!-------------!-----------------------------------------!
AES
22-92-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
AFS TEST - DESCRIPTION AND OPERATION

** On A/C ALL
1.
General
The purpose of the AFS TEST is to check the integrity of the AFS after replacement of an LRU (line replaceable
unit).
The AFS TEST completes the AFS computer monitoring and safety tests.
This test, which is performed in the FACs and the FMGCs (FM and FG sections) consists in:
. using the computer safety test results (FAC, FG, FM, FCU and MCDU)
. the test of symmetrical discrete inputs : FAC COM and FAC MON, FG COM and MON
. the test of the symmetrical ARINC inputs
. the plausibility test of the information delivered by:
- the RUD TRIM/RESET pushbutton switch
- the rudder trim control switch
- Capt A/THR instinctive disconnect pushbutton switch
- F/O A/THR instinctive disconnect pushbutton switch
- Capt takeover and priority pushbutton switch
- F/O takeover and priority pushbutton switch
- FAC engagement pushbutton switch.
AES
22-96-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
Triggering of the AFS TEST

On the ground in menu mode by selecting the AFS TEST option.
AES
22-96-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
3.
Execution of the AFS TEST in the FIDS

The test request is sent by the FIDS (fault isolation and detection system) to the various FAC, FG and FM BITEs.
In order to prevent unwanted triggering of the test in flight, these BITEs only accept the request if their ground
condition is met (NOSE GEAR PRSD).
A.
Test Execution
(Ref. Fig. 22-96-00-18000-A - Example of AFS TEST Utilization (1))
. On selection of AFS TEST option, the FIDS generates the first page.
. This page is displayed during 40 seconds and indicates that the test is under execution (AFS TEST IS
RUNNING).
. The WAIT indication is given opposite the name of each LRU under.
. After the 40 seconds, the 2nd page of the AFS TEST is displayed with the AFS TEST COMPLETED
indication.
The following indications are given opposite the name of each LRU
* PASS : If all test results are positive.
* PRESS LINE KEY : If at least one test result is negative or if the LRU is not connected or if the LRU is
not in ground condition.
Pressing the corresponding key enables access to the malfunction report issued by the BITE of the LRU
concerned.
It is identical to the report issued by the GROUND REPORT option described in ATA REF 22-91-00 Para.
3-C(3) (d).
The fault message indicates the origin of the failure detected during test execution.
NOTE :
AES
The TROUBLE SHOOTING DATA option is accessible from the AFS TEST.
When this option is selected the system presents the context of the fault associated with the malfunction
report.
22-96-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
4.
Execution of the LRU TEST in the FAC

.
AES
Reply to the AFS TEST command from the FIDS : following reception of an AFS TEST command and in
relation to the FAC ground condition (NOSE GEAR PRESSED), the FAC BITE sends either ACCEPTED or
REFUSED on the FAC OWN line.
If the BITE replies by ACCEPTED, taking of snapshot is triggered by simulation, at BITE level, of a specific
triggering event, called LRU TEST (Ref. triggering event : ATA REF 22-91-00 para 3-B-(3)(a).
On taking of snapshot, a 1st and 2nd phase analysis is triggered at FAC level: - 1st phase analysis:
computation of RESANAC or RESANAM from the results of the FAC safety tests and the plausibility tests of
the information delivered by the RUD TRIM/RESET pushbutton switch, the rudder trim control switch and the
engagement pushbutton switch.
- 2nd phase analysis, there are two cases:
if the result of the COM or MON tests by the 1st phase analysis is incorrect, the 2nd phase analysis is as per the
principle described in ATA REF 22-91-00 para 3-B (5)(c).
if the result COM and MON tests by the 1st phase analysis is correct, a specific AFS TEST 2nd phase analysis is
performed. This analysis consists in a bit-by-bit comparison of the discrete inputs COM-MON (in LRU TEST
COM and MON snapshots) and a bit-by-bit comparison of the validity signals (SSM monitoring, non-refresh and
parity) of the COM-MON symmetrical ARINC inputs. If one of the two comparisons is incorrect, the FAC AFS
TEST result is PRESS LINE KEY. Pressing the corresponding key enables access to the malfunction report
issued by the BITE of the LRU concerned. If the two comparisons are correct, the FAC AFS TEST result is
PASS:
Transmission of malfunction reports : the malfunction reports are sent to the FIDS on the FAC OWN line in a
manner similar to that described in ATA REF 22-91-00 (para 3.B.(7)).
22-96-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
5.
Execution of the LRU TEST in the FMGC

.
Reply to the AFS TEST command from the FIDS : following reception of an AFS TEST command and in
relation to the FMGC ground condition (NOSE GEAR PRESSED), the FG BITE sends either ACCEPTED or
REFUSED on the FMGC line.
If the BITE replies by ACCEPTED, taking of snapshot is triggered by simulation, at BITE level, of a triggering
event (ref. triggering event : ATA REF 22-91-00 para 3-B-(3)(a).
On taking of snapshot, a 1st and 2nd phase analysis is triggered at FG and FM levels:
A.
FG Level
. 1st phase analysis:
* computation of RESANAC or RESANAM from the results of the FG, FCU and MCDU safety tests and
the plausibility tests of the information delivered by the takeover and priority pushbutton switches and the
A/THR instinctive disconnect pushbutton switches.
. 2nd phase analysis, there are two cases:
The 2nd phase analysis is as per the principle described in ATA REF 22-91-00 para 3-B (5)(c).
A specific AFS TEST 2nd phase analysis is performed which consist in a bit-by-bit comparison of the
discrete inputs COM-MON (in LRU TEST COM and MON snapshots) and a bit-by-bit comparison of the
validity signals (SSM monitoring, non-refresh and parity) of the COM-MON symmetrical ARINC inputs.
B.
FM Level
Computation of RESANA from the results of the FM and MCDU safety tests.
. Transmission of malfunction reports : The malfunction reports are sent to the FIDS on the FMGC OWN line
in a manner similar to that described in ATA REF 22-91-00 (para 3.B.(7)).
C.
Overall Result Indication

The FIDS memorizes the FG and FM AFS TEST result.
(1) Correct FG and FM result
In this case the indication is PASS.
(2) Incorrect FG and/or FM result
The indication is PRESS LINE KEY.
(a) FG incorrect
The computer concerned is the FMGC.
(b) FM incorrect
The computer concerned is the FMGC, but FM section is specified.
AES
22-96-00 PB001
Page 5
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
6.
Operation
The following figures show an example of AFS TEST utilization from the selection of the AFS TEST option on the
AFS MAIN MENU to the primary data of the analysis performed during the test.
Utilization:
. Message : FMGC1; FMGC1 internal fault
. RESANAM : * type : AFS TEST, ground area
* S : 0 ; fault not symmetrical
* CD : 0 ; no 3rd phase analysis in the FIDS
* error code : O1H ; FMGC OWN F/W
* event : 1 ; AFS TEST
. Snapshot utilization.
Word 5 : bit 3 = 0 ; A/THR TEST FAILED
Safety test of the A/THR function incorrect on the MONITOR side.
AES
22-96-00 PB001
Page 6
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
7.
AES
Power-up Tests Initialization and Cockpit Repercussions
22-96-00 PB001
Page 7
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
AFTER 40 SECONDS )
N_MM_229600_0_ACM0_01_00
AES
FIGURE 22-96-00-18000-A SHEET 1

22-96-00 PB001
Page 8
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
AFS / TEST REPORT

LEG
00
DATE
JUL/16
UTC
21H15
ATA : 228334
FMGC1
ISSUED BY : FMGC1 MON
RETURN
PRINT
AFS / TEST REPORT

UTC
LEG
DATA
JUL 16
21H15
00
ISSUED BY : FMGC1
MON
RESULTS OF ANALYSIS
C/M
MON
EVENT
COM
1
0000
0011
0000
SNAPSHOT
W1
W2
W3
W4
W5
0671 1067
EA47
FEFC
0003
RETURN
PRINT
N_MM_229600_0_AEM0_01_00
AES
FIGURE 22-96-00-18100-A SHEET 1

22-96-00 PB001
Page 9
May 01/12
Revision n: 40
@A318/A319/A320/A321
AFS TEST - ADJUSTMENT/TEST

** On A/C ALL
Task 22-96-00-710-001-A
1.
Reason for the Job

To do a check of the integrity of the AFS.
2.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
31-32-00-860-001-A
3.
Job Set-up
Subtask 22-96-00-860-050-A
A.

(1)

24-41-00-861-002-A-02).
(2)
On one MCDU:
(a)
Get the SYSTEM REPORT/TEST page (Ref. TASK 31-32-00-860-001-A).
(b)
Subtask 22-96-00-865-050-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FAC1/28VDC
5CC1
B04
49VU
AUTO FLT/FAC1/26VAC
14CC1
B03
AES
FIN
LOCATION
22-96-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
49VU
PANEL
DESIGNATION
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
15CC
M20
121VU
AUTO FLT/FAC2/28VDC
5CC2
M19
121VU
AUTO FLT/FAC2/26VAC
14CC2
M18
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
121VU
DUMMY CB
AUTO FLT/MCDU/2
11CA3
11CA2
N21
N20
121VU
14CA
N17
121VU
AUTO FLT/STICK/LOCK
13CA
N16
4.
FIN
LOCATION
Procedure
Subtask 22-96-00-710-050-A
A.
Do this test:
ACTION
1.On the MCDU, on the AFS MAIN MENU page:
. Push the line key adjacent to the AFS TEST
indication.
RESULT
On the MCDU:
. The AFS/TEST REPORT page comes into view.
. The AFS TEST IS RUNNING indication comes into
view.
On the MCDU, after approximately 40 seconds, at the end
of the test:
. A second page comes into view.
. The AFS TEST COMPLETED indication comes into
view.
2.Read the result of the test for each LRU:

. If the LRU is correct.
. If the LRU is not correct.
3.If the LRU is not correct:
. Push the line key adjacent to the (LRU): PRESS LINE
KEY indication.
.
.
On
.
Push the line key adjacent to the ISSUED BY XX

indication.
Use the results you get.
The PASS indication comes into view.

The PRESS LINE KEY indication comes into view.
the MCDU :
The AFS/TEST REPORT page comes into view and
shows the failure indication and the computer which
found the failure.
The AFS/TEST REPORT TROUBLE SHOOTING
DATA page comes into view. This shows the result of
the analysis and the snapshot that gives the status of
variables when the failure occurred.
NOTE :
In case of no response from one computer during

the test, it is recommended disregard the message
inviting to remove the computer, and in case of
second fault perform at least another test before
removing the unit.
4.On the MCDU, push the line key adjacent to the

RETURN indication until the CFDS menu page comes
into view.
AES
22-96-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
5.
Close-up
Subtask 22-96-00-862-050-A
A.
AES

22-96-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
LAND CAT III CAPABILITY TEST - DESCRIPTION AND

OPERATION
** On A/C ALL
1.
General
The purpose of the test is to verify the capability of the involved systems to perform a CAT 3 DUAL fail-operational
automatic landing. It also verifies the takeover and priority pushbutton switches, the A/THR instinctive disconnect
pushbutton switches and the warnings associated to the automatic landing.
The LAND TEST function is mainly performed in the FIDS and utilizes FG failure detection (snapshot, analysis and
reporting).
Consequently, the LAND TEST efficiency is identical to the FG BITE efficiency.
AES
22-97-00 PB001
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
2.
System Description
All along the test, the operator is provided with:
. instructions to be applied (guided test) and visual indications on the MCDU pages
. audio indications.
The principle is to trigger a BITE analysis if the operator has pushed YES line key at the first question, or
NO for one of the others and then to build a report and display it.
No specific tool is required to perform this test.
The initial conditions are: aircraft on ground and power supply on.
AES
A.
Test Acceptation
LAND TEST selection on the MCDU causes transmission by the FIDS of a request (LAND TEST REQUEST),
confirmed by the ground condition (hard-wired discrete), to four FMGC BITEs (FG1 COM, MON, FG2 COM,
MON).
Each BITE sends the request signal to the operational software which generates the answer (LAND TEST
ACCEPTATION). This answer is then sent back to the FIDS to authorize LAND TEST initiation.
The four acceptations from the four BITEs are required by the FIDS to authorize the test. In absence of
acceptation, the LAND TEST REFUSED message is displayed on the first AFS/LAND TEST-1 page.
If the text execution request is authorized, the FIDS generates the different pages to be displayed on the MCDU
and dialogues with the four BITEs to perform the test.
B.
Test Principle
This test consists in checking the correct operation of the systems inside and outside the AFS and involved in
CAT 3 automatic landing (correct operation of BITEs, correct system reception, self-test results,
interconnections validity).
C.
Test Running
(Ref. Fig. 22-97-00-13200-B - Land Test (Accepted))
(Ref. Fig. 22-97-00-13300-A - Land Test (Refused))
If a failure occurs prior to the acceptation phase, the test is refused as mentioned above.
If a failure occurs after the acceptation phase, the FMGCs remain in LAND TEST condition since the aircraft is
on ground with engines shut down.
From AFS/LAND TEST-4 page, the operator must answer questions by YES or NO via the MCDU.
NOTE: Please answer by YES if agree with sentence, NO if disagree.
If the answer is YES, the test continues until the last page is displayed (AFS/LAND TEST-9) with TEST OK
final message.
If the answer is NO :
. an analysis is made at the level of the AFS BITEs in order to detect and isolate the failure, and
. a failure message is displayed on the AFS/LAND TEST REPORT page requesting to check the system
concerned by the analysis.
NOTE: Each AFS/LAND TEST page displays an END OF TEST indication.
Pressing the line key adjacent to this indication results in the transmission of an END OF TEST FIDS
command to the four FG BITEs.
Reception of this command causes loss of the LAND TEST ACCEPTATION condition for each BITE.
22-97-00 PB001
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
NEXT
PAGE
<
<
<
<
>
<
>
<
<
<
<
<
>
1
NEXT
PAGE
<
<
<
<
<
>
<
<
>
RETURN TO PHASE AT WHICH

"NO" KEY WAS SELECTED
NEXT
PAGE
<
<
<
>
>
<
<
>
1
<
>
N_MM_229700_0_AAN0_01_00
AES
FIGURE 22-97-00-13200-B SHEET 1

Land Test (Accepted)
22-97-00 PB001
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
** On A/C ALL
MAIN
AFS
MENU
LAND
TEST
AFS/LAND
TEST1
ACTION

BOTH
ENGINES
STOPPED
ALL BREAKERS
ON
FAC1
ENGAGED
AP1AP2 OFF
FADEC(1,2)
GND PWR ON
CAUTION:RESET
FADEC(1,2)
GND PWR AFTER
LAND TEST
PRESS
END
NEXT
PAGE
OF TEST
NEXT
PAGE
AFS/LAND
TEST2
ACTION

ADIRS
1+2+3 NAV MODE
AND ALIGN
3 HYDRAULICS
ON
BOTH THROTTLESIN
MCT
ELAC
1+2 ENGAGED
FAC2 ENGAGED
FD1+2 OFF
PRESS NEXT PAGE
LAND TEST REFUSED
END OF TEST
N_MM_229700_0_ACM0_01_00
AES
FIGURE 22-97-00-13300-A SHEET 1

Land Test (Refused)
22-97-00 PB001
Page 4
May 01/12
Revision n: 40
@A318/A319/A320/A321
LAND CAT III CAPABILITY TEST - ADJUSTMENT/TEST

** On A/C ALL
Task 22-97-00-710-001-A
1.
Reason for the Job

To make sure that the APPR mode operates correctly and to put the aircraft back to CAT III capability.
NOTE :
2.
The purpose of the Land CAT III test is to check the aircraft capability to perform a CAT III DUAL
automatic landing.

A.

ZONE/ACCESS
210
ZONE DESCRIPTION
B.
REFERENCE
24-41-00-861-002-A
DESIGNATION
24-41-00-861-002-A-01
24-41-00-861-002-A-02
24-41-00-862-002-A
24-41-00-862-002-A-01
24-41-00-862-002-A-02
29-10-00-863-003-A
29-10-00-863-003-A-01
29-10-00-864-003-A
29-23-00-863-001-A
29-23-00-864-001-A
31-32-00-860-001-A
PTU
31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A
EIS Start Procedure

EIS Stop Procedure
34-10-00-860-005-A
AES
22-97-00 PB501
Page 1
May 01/12
Revision n: 40
@A318/A319/A320/A321
3.
Job Set-up
Subtask 22-97-00-860-051-A
A.

(1)

24-41-00-861-002-A-02).
(2)

(Ref. TASK 31-60-00-860-001-A).
(3)
Align the three ADIRS

(Ref. TASK 34-10-00-860-004-A).
(4)

(Ref. TASK 29-23-00-863-001-A)
(Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).
NOTE :
You must pressurize the three hydraulic systems:

. to make sure that, when the test is completed, the system has 98% operational capability.
(5)
On the maintenance panel 50VU, make sure that the ENG/FADEC GND PWR 1 and 2 pushbutton
switches are off.
(6)
On the panel 402VU, make sure that the A/SKID & NOSE WHEEL switch is at ON.
(7)
On one MCDU:
(a)
Get the SYSTEM REPORT/TEST page

(Ref. TASK 31-32-00-860-001-A).
(b)
Subtask 22-97-00-865-050-A
B.
49VU
PANEL
DESIGNATION
AUTO FLT/FCU/1
9CA1
B05
49VU
AUTO FLT/FMGC/1
10CA1
B02
49VU
AUTO FLT/MCDU/1
11CA1
B01
121VU
AUTO FLT/FCU/2
9CA2
M21
121VU
AUTO FLT/FMGC/2
10CA2
M17
121VU
121VU
DUMMY CB
AUTO FLT/MCDU/2
11CA3
11CA2
N21
N20
121VU
14CA
N17
121VU
AUTO FLT/STICK/LOCK
13CA
N16
4.
FIN
LOCATION
Procedure
Subtask 22-97-00-710-051-B
A.
Do this test:
NOTE :
AES
The automatic landing capability can be deduced from these ECAM STATUS pages:
22-97-00 PB501
Page 2
May 01/12
Revision n: 40
@A318/A319/A320/A321
INOP indication
CAT III DUAL
CAT III
CAT II
NOTE :
Automatic Landing Capability

CAT III SINGLE
CAT II
CAT I
You can stop the LAND TEST when it is necessary. To stop the test, push the line key adjacent to
the END OF TEST indication, (the AFS MAIN MENU page comes into view).
ACTION
1.On the MCDU, on the AFS MAIN MENU page:
. Push the line key adjacent to the LAND TEST
indication (line 5R).
RESULT
On the MCDU, the AFS/LAND TEST-1 page comes into
view.
2.Make sure that the aircraft configuration is the same as

given on the AFS/LAND TEST-1 page. Then push the
NEXT PAGE function key.
On the MCDU, the AFS/LAND TEST-2 page comes into

view.
If it does not come into view, and the LAND TEST
REFUSED indication comes into view, push the line key
adjacent to the END OF TEST indication and do the test
again.
3.Make sure that the aircraft configuration is the same as

given on the AFS/LAND TEST-2 page. Then push the
NEXT PAGE function key.
The AFS/LAND TEST-3 page comes into view.
4.Do the ILS FREQ/CRS selection as given on the

AFS/LAND TEST-3 page. Then push the NEXT PAGE
function key.
NOTE :
If local airport is equipped with an ILS having a

frequency of 109.9, enter another frequency
which should be also different from the other
local ILS frequencies (if any others are existing).
5.As indicated on the AFS/LAND TEST-4 page:

. Make sure that these INOP AUTO FLT indications
(CAT2, CAT3, CAT3 DUAL) do not come into view
on the right part of ECAM STATUS page.
6.If there are no INOP AUTO FLT indications in view,

push the line key adjacent to the YES indication.
NOTE :
If the list of indications is full, an arrow comes

into view at the bottom on the line (between the
left and the right parts of the display unit).
On the ECAM control panel, push the CLR key to
get the remaining indications.
7.For each of the AFS/LAND TEST-5,6,7 and 8

procedure pages:
. Obey the instructions given on the MCDU:
.
AES
To reply YES: Push the line key adjacent to YES if

The AFS/LAND TEST-6,7 and 8 pages come into view.
the result of the visual and the aural checks is correct. The TEST OK indication comes into view on the
AFS/LAND TEST-9 page.
22-97-00 PB501
Page 3
May 01/12
Revision n: 40
@A318/A319/A320/A321
ACTION
To reply NO: Push the line key adjacent to NO.
RESULT
One AFS/LAND TEST REPORT page comes into view.
This page shows a failure indication.
To continue the test after the repair, push the line key
adjacent to the RETURN indication (the procedure in
progress comes into view).
NOTE :
8.On the MCDU, push the line key adjacent to the

RETURN indication until the CFDS menu page comes
into view.
5.
If the result of the visual and aural checks is

incorrect and the result of the test is correct:
. The procedure in progress comes into view.
On the MCDU:
. The CFDS MENU page comes into view.
Close-up
Subtask 22-97-00-860-050-A
A.

(1)

(Ref. TASK 29-23-00-864-001-A)
(Ref. TASK 29-10-00-864-003-A).
(2)
On the center pedestal 115VU, move back the throttle control levers to the IDLE STOP position.
(3)
On the maintenance panel 50VU, push the ENG/FADEC GND PWR 1 and 2 pushbutton switches (the
ON legends go off).
(4)
On the MCDU used for radio navigation mode:

- push the RAD NAV mode key and clear the ILS frequency and course.
(5)
On the FCU:
. push the APPR pusbutton switch to off (ILS frequency and course are no more displayed on the
PFDs/NDs if ROSE (I)LS mode selected)
. push the FD and (I)LS (1 & 2) pushbutton switches to off.
(6)
On the FLT CTL panel 23VU, push the FAC1 pushbutton switch (the OFF legend goes off).
(7)
On the FLT CTL panel 24VU, push the ELAC2 pushbutton switch (the OFF legend goes off).
(8)

(Ref. TASK 34-10-00-860-005-A)
(9)
Do the EIS stop procedure

(Ref. TASK 31-60-00-860-002-A).
(10) De-energize the aircraft electrical circuits

24-41-00-862-002-A-02).
AES
22-97-00 PB501
Page 4
May 01/12
Revision n: 40

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@A318/A319/A320/A321

AIRCRAFT MAINTENANCE MANUAL

CHAPTER 22 - AUTO FLIGHT

AUTO FLIGHT - GENERAL

Interface Between FMGCs and PFDs

AP/FD COND Logic

AP/FD/A THR Common Conditions

HDG/TRK Control Law

Engagement of NAV Mode at Takeoff

Engagement of NAV Mode (HDG TRK Selector Knob)

Engagement of NAV Mode (DIRECT TO)

ALT ACQ Mode

V/S FPA Mode Selection

Altitude Hold Through V/S FPA Mode

V/S FPA Control Laws

SPD/Mach Control Law

Managed Level Change When A/C Altitude < Selected Altitude

Managed Level Change - Leveling Off Caused by an Altitude Constraint

Realization of the Engage or Disengage Logic

A/THR Warnings Computation and Display

A/THR Basic Loop

FLIGHT AUGMENTATION (FAC)

FAC - Component Location (Cockpit)

FAC - Component Location (Electronics Rack)

FAC - Component Layout

FLIGHT AUGMENTATION (FAC) - ADJUSTMENT/TEST

RUDDER TRIM COMPUTATION

Operational Test of the Rudder Trim Function

Removal of the RUD TRIM Control Switch

PUSHBUTTON SWITCH - RUDDER TRIM/ RESET REMOVAL/INSTALLATION

YAW DAMPER COMPUTATION

FAC Data on the Speed Scale of the PFD (Sheet 2/2)

Speed Computations - General Architecture

Speed Computation - Use of FM Weight/CG

FAC - Computation of Aerodynamic Flight-Path Angle (Gamma-a) and

Alpha Floor _ Computation and Interface

FAC - Alpha Floor

ENGAGEMENT AND INTERNAL MONITORING

FLIGHT AUGMENTATION COMPUTER (FAC)

Removal of the FAC

Installation of the FAC

FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY

Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 channel)

Yaw Damper Servo-Actuator - Hydraulic Power Supply

FAC: DISCRETE/ANALOG INTERFACES

FAC: ARINC BUS INTERFACES

FLIGHT MANAGEMENT SYSTEM (FMS)

FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND

FMS - Predictions/Vertical Guidance Architecture

22-70-00 PB 001 CONF 02

FMS - Predictions/Vertical Guidance Architecture

Operational Test of the Multipurpose Control and Display Unit (MCDU)

Operational Test of the Initialization of the Flight Plan

FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND

FLIGHT PLAN/DATA BASE

Flight Plan in Cruise

Path and Terminator (Sheet 1/4)

Path and Terminator (Sheet 2/4)

Path and Terminator (Sheet 3/4)

Path and Terminator (Sheet 4/4)

Discontinuity between the Termination Point of the Airway and First

Progress Page (On Descent)

Secondary F-PLN Page A at Origin