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Managed Functions
If a knob is pushed, the corresponding function
is managed by the Flight Management System.
The corresponding FCU display is then dashed
and the managed guidance light turns on.
In this example, the speed, heading and
vertical speeds are managed.
Notes :
• The vertical speed/flight path angle knob
can not be managed. Pushing this knob
results in a level off action.
• Even if the vertical navigation is managed,
the FCU altitude window is never dashed.
Reminder :
Before taking off, the speed, heading and
vertical speed are managed by default. To
make sure the FCU is correctly set for take off,
remember the words “dash, ball, dash, ball,
ball, dash”. It means speed display is dashed
and speed light (ball) is on, heading is dashed
and heading light is on, altitude light is on and
vertical speed is dashed (as shown on the
image above).
This is especially important for the altitude
light, which is illuminated only if the selected
altitude is higher than the acceleration
altitude. If it is lower, the initial climb will not
be correct.
Engagement Pushbuttons
Seven engagement buttons are located on the
FCU. They illuminate when their
corresponding mode is engaged.
1 - Flight Director pushbutton : FD
Airbus Series Vol.1
AUTOFLIGHT
20 For Microsoft Flight Simulator use only. Not for use in real aviation.
This button is used to engage the flight
director. This is absolutely necessary before
engaging the autopilot. Remember that the
flight director determines how the aircraft
should be flown, and the autopilot just
executes the orders coming from the flight
director (the FD is “the brain” and the AP is
“the muscle”).
2 - Localizer : LOC
This button is used to engage the localizer
mode. When it is engaged, it commands the
lateral navigation to follow the localizer which
frequency is tuned on NAV1 (ILS).
The LOC mode should be engaged before the
APPR mode.
3-4 - Autopilot pushbuttons : AP1 and AP2
The pilot uses these buttons to engage the
autopilots. Two autopilots are provided for
redundancy. You can engage either AP1 or
AP2. However, AP1 and AP2 can be engaged
simultaneously only in approach mode, to
increase the safety of an autoland.
These pushbuttons should not be used to
disengage the autopilots. If this is done, a
continuous alarm will sound due to this
abnormal procedure. The autopilot should be
disconnected using the sidestick red button
(or assigned key stroke, eg Z). When this is
done, the warning sound is temporary.
Sidestick button simulation in Flight Simulator :
In the FS Setup section (Key Assignments), the
assignment of the FS autopilot switch to a joystick
button is recommended. If you can do so, it allows
you to simulate the real aircraft procedure that
consists in disconnecting the autopilot only through
the joystick button, and not through the AP1/AP2
pushbuttons on the FCU.
5 - Autothtrust : A/THR
Pressing this button engages or disengages
the autothrust system. This system can also
be engaged or disengaged using the thrust
levers (discussed later in this chapter).
This button illuminates when the autothrust is
armed or engaged. The only way to know the
exact status of the autothrust is by looking at
the Flight Mode Annunciator (FMA).
6 - Expedite : EXPED
Pressing this button initiates an expedited
climb or descent. An expedited climb
corresponds to an open climb at green dot
speed. An expedited descent is an open
descent at the speed of 340 kts/M.0.80,
regardless of any speed constraint.
7 - Approach : APPR
When the aircraft is on an ILS approach, press
this button to engage the ILS approach mode.
This will command the lateral and vertical
navigation to follow the localizer and glide
slope. This mode has to be engaged to effect
an autoland.
If the LOC mode was previously engaged,
engaging the APPR mode will turn the LOC
light off. Nevertheless, the APPR will guide the
aircraft on the localizer and the glide slope.
Some Advice
LOC/APPR mode usage
Real pilots say the LOC mode should ALWAYS
be engaged before the APPR mode. Even if
engaging the APPR mode before the LOC mode
is possible, it should never be done. This is
because the airport approach guides you on a
lateral and vertical path that avoids the
terrain. The terrain avoidance is totally
reliable only if you descnd on the glide slope
and when you are aligned with the runway, or
　
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