RAMP AND TRANSIT – ATA 104 LEVEL II
AUTO FLIGHT
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EDUCATIONAL PURPOSE ONLY
Rev. 01
RAMP AND TRANSIT
GENERAL
The Automatic Flight System (AFS) calculates orders to automatically control the flight controls and the engines. It
computes orders and sends them to the Electrical Flight Control System (EFCS) and to the Full Authority Digital Engine
Control (FADEC) to control flying surfaces and engines. When the AFS is not active, the above-mentioned components are
controlled by the same systems but orders are generated by specific devices: side sticks and thrust levers.
NAVIGATION
A fundamental function of the AFS is to calculate the aircraft position.
To compute the aircraft position, the system uses several aircraft sensors, which give useful information for this purpose.
FLIGHT PLAN
The AFS has several flight plans predetermined by the airline in its memory. A flight plan describes a complete flight from
departure to arrival; it gives vertical information and all intermediate waypoints. The plan can be displayed on the EFIS or
on the Multipurpose Control & Display Units (MCDU).
OPERATION
There are several ways to use the AFS but the normal and recommended one is to use it to follow the flight plan
automatically. Knowing the position of the aircraft and the flight plan chosen by the pilot, the system is able to compute
the orders sent to the flying surfaces and the engines so that the aircraft follows the flight plan. The pilot has an important
monitoring role.
NOTE: During AFS operation, side sticks and thrust levers do not move
automatically.
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FLY BY WIRE
If the pilot moves the side stick when the AFS is active, it disengages the autopilot. Back to manual flight, when the
sidestick is released, the EFCS maintains the actual aircraft attitude.
SYSTEM DESIGN
To meet the necessary reliability, the AFS is built around 4 computers.
There are two interchangeable Flight Management and Guidance Computers (FMGCs) and two interchangeable Flight
Augmentation Computers (FACs). It is a FAIL OPERATIVE system. Each FMGC and FAC has a command part and a monitor
part to be FAIL PASSIVE.
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GENERAL
The Automatic Flight System (AFS) gives the pilots the functions reducing their workload and improving the safety and the
regularity of the flight. The AFS is designed around:
- 2 Flight Management and Guidance Computers (FMGCs),
- 2 Flight Augmentation Computers (FACs),
- 2 Multipurpose Control and Display Units (MCDUs),
- 1 Flight Control Unit (FCU).
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FLIGHT AUGMENTATION COMPUTER (FAC)
FUNCTIONS
The basic functions of the Flight Augmentation Computer (FAC) are:
- yaw damper,
- rudder trim,
- rudder travel limitation,
- flight envelope protection,
- Fault Isolation and Detection System (FIDS).
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FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC)
GENERAL
The Flight Management and Guidance Computer (FMGC) functions, Flight Management (FM) and Flight
Guidance (FG), are mainly controlled from the Multipurpose Control and Display Units (MCDUs) and the Flight
Control Unit (FCU).
Typical actions are:
- before departure, on the MCDUs, the pilots select the flight plan which will be followed later on by the
aircraft.
- in flight, on the FCU, the pilots can engage the AP and can modify different flight parameters leading to an
immediate change in the control of the aircraft.
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AUTOPILOT PRESENTATION
GENERAL
The AP is engaged from the Flight Control Unit (FCU) by the related pushbuttons. AP engagement is indicated by the illumination of
the AP 1 P/BSW or/and the AP 2 P/BSW (Three green bars) and by the white "AP1", "AP2" or "AP1+ 2" indication on the top right
corner of each PFD.
The AP guidance modes are selected from the FCU or the Flight Management and Guidance Computers (FMGCs). The AP function is
a loop where, after a comparison between real and reference parameters, the FMGC computes orders, which are sent to the flight
controls. The loop is closed by real values coming from sensors and given by other systems (e.g. ADIRS) to the FMGCs. When the AP
is engaged, the load thresholds on the rudder pedals and the side sticks are increased. If a
pedal or side stick load threshold is overridden, the AP disengages.
MODES
There are lateral modes and vertical modes. Basically, one of each is chosen by the pilot or by the system. The AP being engaged,
one lateral mode and one vertical mode are simultaneously active.
According to flight phases, the lateral mode controls:
- the ailerons via the ELevator Aileron Computers (ELACs),
- the spoilers via the ELACs and the Spoiler Elevator Computers (SECs),
- the rudder via the Flight Augmentation Computers (FACs),
- the nose wheel via the ELACs and the Braking/Steering Control Unit
(BSCU).
The vertical mode controls the elevators and the THS via the ELACs
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AUTOTHRUST PRESENTATION
AUTOTHRUST FUNCTION
The A/THR function sends a computed thrust command (thrust target) to the Full Authority Digital Engine Control (FADEC)
for automatic engine control.
The A/THR functions are:
- acquisition and holding of a speed or a Mach number,
- acquisition and holding of a thrust,
- reduction of the thrust to idle during descent and during flare in final approach,
- protection against excessive Angle-Of-Attack (AOA) called alpha-floor protection, by ordering a maximum thrust when an
alpha-floor detection signal is received from the Flight Augmentation Computers (FACs).
AUTOTHRUST LOOP PRINCIPLE
To get the A/THR function, the thrust target computed by the Flight Management and Guidance Computers (FMGCs) is
chosen by the Flight Control Unit (FCU). Then each FCU processor sends, along its own bus, the thrust target to the FADEC
via the Engine Interface Units (EIUs).
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AUTOTHRUST ENGAGEMENT
The engagement of the A/THR function can be manual or automatic. The A/THR is engaged manually by pressing the
A/THR P/BSW on the FCU. This is inhibited below 100 feet RA, with engines running. The A/THR is engaged automatically:
- when the AP/Flight Director (FD) is engaged in Take-Off (TO) or Go Around (GA) modes,
- or in flight, when the alpha-floor is detected; this is inhibited below 100 feet RA except during the 15 seconds following
the lift-off.
NOTE: To effectively have A/THR on the engines, the engagement of the A/THR is confirmed by a logic of activation in the
FADEC.
When A/THR is engaged:
- the FCU A/THR P/BSW is lit,
- the engagement status is displayed on the Flight Mode Annunciator (FMA).
When engaged, the A/THR can be active or not depending on the position of the thrust levers. When engaged and not
active, the thrust control is manual. The thrust is commanded according to the position of the thrust levers. When engaged
and active, the thrust control is automatic. The thrust is commanded according to the A/THR computed thrust target.
AUTOTHRUST DISCONNECTION
A/THR disengagement can be manual or automatic. A/THR is manually disconnected:
- either by pressing the A/THR instinctive disconnect switch on any thrust lever,
- or by setting all thrust levers to idle position,
- or through the dedicated FCU P/BSW,
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AUTOMATIC FLIGHT SYS CONTROL & INDICATING
FCU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face includes an Automatic Flight System
(AFS) control panel between two EFIS control panels. The AFS control panel activates and displays the engagement of
APs and A/THR. The selection for guidance modes and flight parameters is also done on the AFS control panel.
NOTE: The EXPEDite P/BSW can be optionally removed from the AFS control panel.
The two EFIS control panels control and display, for each EFIS side, the PFD and ND functions: respectively barometric
and Flight Director (FD) conditions, and ND modes.
MCDU
Two Multipurpose Control and Display Units (MCDUs) are located on the center pedestal. The MCDU is the primary
entry/display interface between the pilot and the Flight Management (FM) part of the Flight Management and Guidance
Computer (FMGC). On the MCDU, the system control parameters and flight plans can be inserted, and is used for
subsequent modifications and revisions. The MCDU displays information regarding flight progress and aircraft
performances for monitoring and review by the flight crew.
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AUTOMATIC FLIGHT SYS CONTROL & INDICATING
ND
The two NDs are located on the main instrument panel. The ND is built from:
- flight plan data,
- data selected via the FCU,
- aircraft present position,
- wind speed/direction,
- ground speed/track.
PFD
The two PFDs are located on the main instrument panel. The Flight Mode Annunciator (FMA) is the top part of the PFD.
Each PFD displays:
- AP, FD & A/THR engagement status on the FMA,
- AP, FD & A/THR armed/engaged modes on the FMA,
- FD orders,
- Flight Augmentation Computer (FAC) characteristic speeds on the speed scale.
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THRUST LEVERS
The thrust levers are located on the center pedestal. The thrust levers are used to engage the Take-Off/Go-Around (TOGA)
modes and the A/THR.
Two A/THR instinctive disconnect P/Bs located on the thrust levers are
used to disengage the A/THR function.
SIDE STICKS
The CAPT and F/O side sticks are respectively located on the CAPT lateral panel and F/O lateral panel. The AP is
disengaged when the take over priority P/B on the side stick is pressed or when a force above a certain threshold is
applied on the side stick.
RUDDER PEDALS
The rudder pedals are installed in the CAPT and F/O positions. Rudder pedals override disconnects the AP.
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RESETS
The FMGC, FAC, FCU and MCDU resets are possible in the cockpit.
Depending on the computer (1 or 2), the circuit breakers are located either on the overhead circuit breakers panel 49VU or
on the rear circuit breakers panel 121VU.
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RMP
The Radio Management Panels (RMPs) are located on the center pedestal near MCDU1 and 2. The RMPS are used for
navaid standby selection.
EWD/SD
The EWD and the SD are located on the main instrument panel. The EWD displays AFS warning messages. The SD displays
AFS information such as inoperative systems on the STATUS page or landing capabilities availability.
ATTENTION GETTERS
The attention getters are located on the glareshield panel on the CAPT and F/O sides. The MASTER CAUTion and/or the
MASTER WARNing are activated when an AFS disconnection occurs. The AUTOLAND warning is activated when a problem
occurs during final approach in
automatic landing.
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