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independently (IND). Entries on one MCDU are not crosstalked to the others.
3. SINGLE If one FMGCs fails, single mode occurs. The FM source selector transfers the remaining FMGC data to the offside MCDU and
EFIs. All peripherals are still driven by the good FMGC and MCDU data is still crosstalked.
4. BACKUP If both FMGCs fail, navigation is provided by the IRS and MCDU which has memorised the flight plan. The Back Up NAV
mode is selected on the MCDU menu page. Flight Planning, Aircraft Position using onside IRS or IRS3, F-PLN display on ND, F-PLN autosequencing
and limited lateral revisions are provided. NO AP/FD NAV mode is available.
Switching The FM switching in the case of one FMGC failure for the MCDU and EFI displays is through the FM source selector at the
front of the pedestal. In the case of MCDU #1/2 failure, MCDU #3 is brought on line by selecting the affected MCDU brightness switch to
OFF; MCDU #3 then replaces the failed MCDU.
Thrust levers have the following functions:
1. Manual selection of engine thrust.
2. Arming/activation of A/THR.
3. Reverse engagement.
4. TOGA mode engagement.
5. With A/THR off, the thrust levers directly command thrust.
6. With A/THR active, the FG commands thrust, limited to max thrust lever position, according to the vertical mode logic.
7. At the idle detent, pulling reverse selects idle reverse and then selects reverse thrust.
FM performs Navigation, Flight Planning, Performance, Management of Displays. The essential navigation functions are Polar navigation,
Radio Nav tuning, IR alignment and Position computation using ADR, IR, VOR/DME, ILS, GPS, MLS. Each FMGC receives 3 IRS positions and
computes a mean weighed average position called the MIX IRS position. Each FMGC computes its own radio position using its FM onside selected
navaids (1.22.20 p2).
FG FG controls the AP, FD and A/THR through either managed or selected modes. In managed modes the aircraft is steered along a profile
defined by MCDU data entered by the pilot yielding guidance targets computed by the FM. In selected modes the aircraft is steered to target
values selected by the pilot in the FCU. The selected modes are HDG-V/S, OP CLB/DES, TRK-FPA, ALT/ALT *, FCU reference: ALL others are
managed!
FE The FE part of the FMGS acquires and monitors parameters used by the FE and FG parts, computes characteristic speeds, computes
back-up weight and CG, monitors aft CG and detects windshear.
AP AP functions are the stabilisation of the aircraft, flight path control, autoland and go-around. The AP generates commands via the
PRIM/SEC flight control computers and BSCU (Braking/Steering Control Unit) to position appropriate control surfaces and the nose wheel. AP 1/2
can be engaged on the FCU provided that the aircraft has been airborne for >5sec and:
1. 2 ADIRS are operative. 5. 1 RA operative in APPR phase.
2. FG operative. 6. Related ILS operative in LOC arm or LAND arm
modes.
3. FM operative, except if LAND < 700ft or GA
active.
7. 1 PRIM and 1 SEC active.
4. 1 FCU channel operative. 8. 1 rudder trim and pitch trim operative, except if
LAND < 200ft.
If one AP is engaged with both FDs off, the AP engages in HDG-V/S or TRK-FPA mode. If the AP is engaged with at least one FD on, the AP
engages in the current active mode. At AP engagement, the load thresholds on the side stick controllers and rudder pedals are increased. AP may
be engaged in selected modes in case of dual FM failure. The AP will disengage when:
1. The take-over pb on side stick is pressed. 5. TLA above MCT detent with aircraft on the
ground
2. The corresponding AP pb switch on FCU is
pressed.
6. When reaching MDA-50ft in APPR and a non-ILS
selected.
3. A certain force is applied to the sidestick. 7. If one of the engagement conditions is lost.
4. The other AP is engaged, except in GS, LOC or
GA modes.
8. In NL: HSS or alpha prot active or AoB > 45°.
An Autoland red warning in LAND mode occurs for:
1. AP OFF <200ft 3. Excessive G/S deviation between 100 & 200ft
2. Excessive LOC deviation between 15 & 200ft 4. No data from ILS at < 200ft
5. 15ft differential between RadAlts
A/THR The A/THR ensures that a specific thrust is maintained in THR mode, the aircraft speed is maintained in SPD/MACH mode and that thrust
protection is provided against alpha floor. The A/THR system may be used alone or with AP/FD. When used alone the A/THR, without AP/FD,
always controls the speed. If the A/THR system is used with AP/FD, the A/THR mode and AP/FD pitch modes are linked together if the AP/FD
controls a vertical path then A/THR controls speed or if the AP/FD controls a speed, the A/THR controls thrust. As part of the FMGC, the A/THR is
　
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