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transmit. On the RMP only one radio may be tuned at a time, selecting VHF 1 for
tuning will deselect the prior selection. The ACP transmit is the same way, only
one radio may be selected for transmit from that ACP at one time.
On the ACP the pilot will select “up” or “out” the radios or interphones to listen to.
You may select as many as you wish and set independent volume control on
each. Please note that you must select out a radio to listen to even if you have
pressed to tune or talk on it, the audio is NOT automatically selected when you
use the RMP.
Note: ACARS is set on RMP 3 (standby on overhead) and VHF 3 and ACARS
cannot be set to use any other radio.
US Airways Airbus A319, A320, A321 Notes
48
Auto Flight System
First, a little general autoflight theory! The Airbus has four “layers” or levels
control if you wish to call it that. The first or lowest level is manual control. This
would be the pilot controlling through the sidestick and the thrust levers.
Level 1 - “Manual”
Pilot
Flight Controls Thrust
In this case the pilot is controlling any flight control movement by use of the
sidestick, which sends its signals through the appropriate computers to the
hydraulic actuators and finally the flight control itself. The pilot can command any
flight control movement that stays within Flight Control Normal Law. The same
holds true for thrust. The pilot can manually control the thrust levers to command
any thrust level that stays within the normal engine operating parameters. This is
hand flying as you have always done. Do not confuse the flight control
computers (i.e. ELAC, SEC and FAC) with the flight management guidance
computers (FMGC).
Level 2 – “Manual with or without Flight Director or Autothrust”
Pilot
Flight Director Autothrust
Flight Controls Thrust
In this example the pilot maintains manual control of the flight control but is being
guided by the flight director. The flight director (F/D) may be getting its cues from
the FMGC or from the settings on the FCU.
The next level of control is autoflight. This is when the autopilot and autothrust
are engaged. In this case the pilot is controlling the aircraft through the settings
on the FCU for the autopilot and the thrust levers. The pilot is telling the autopilot
and autothrust directly what is wanted. For example, if a heading of 90 is
required the pilot just sets a heading of 90 in the FCU and the autopilot holds
that heading. If the pilot wants a climb of 1000 fpm then the pilot sets 1000 fpm
in the FCU.
Level 3 - “Autoflight”
Pilot
Flight Director
Autopilot Autothrust
Flight Controls Thrust
This level is basically the same as any other aircraft you have flown with autopilot
and autothrust. The autopilot and autothrust are controlling through the same
flight control system that the pilot uses when hand flying.
US Airways Airbus A319, A320, A321 Notes
49
The final and most sophisticated level is computer guided. In this case the pilot
enters the desired settings in the FMGC and the computer calculates the proper
flight path and track. The FMGC then commands the autopilot and autothrust to
properly maintain the computed track and path. If the pilot wishes to make
changes or revisions to the flight plan then it is done to the FMGC which then
recalculates the needed information. For example, if the pilot wishes to change
the flight plan route to go direct to a new fix, the new fix is typed into the MCDU
and entered into the DIR page. The FMGC now computes the new course and
commands the autopilot to turn to the new heading.
Level 4 - “Computer Guided”
Pilot
FMGC
Flight Director
Autopilot Autothrust
Flight Controls Thrust
Each higher level uses all the previous levels. In other words computer guided
flight is also using the autoflight and manual levels. The pilot can always “drop
down” from one level to a lower level by disengaging the appropriate equipment.
For example, the pilot may be climbing under computer control in Managed
Climb. By selecting a vertical speed of 1500 fpm on the FCU the pilot has now
put the vertical path in autopilot control. The FMGC is not controlling the climb
rate. If the pilot then disengages the autopilot the aircraft is now under manual
control and the pilot is now manually controlling the climb rate.
Two things that should be pointed out. You can have various levels of control at
one time. For example, the track may be computer guided by the FMGC while
the vertical path is under autopilot control. Another example is when the pilot is
　
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