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 MMR - Control and Indicating
 Figure 008

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 MMR - ILS - Course and Frequency Selection in Manual Mode Figure 009
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 In this case, the DMC 3 totally replaces the DMC 1(2) through the stage of the output switching relay of the failed DMC. With failure of the PFD, there is an automatic transfer of the PFD image onto the ND. With failure of the CAPT (F/O) ND, you obtain the transfer of the ND image onto the CAPT (F/O) PFD when you push the PFD/ND XFR pushbutton switch on panel 301VU (500VU). When you set the PFD potentiometer to OFF on the panel 301VU (500VU) this causes:
 -deactivation of the CAPT (F/O) PFD
 -transfer of the PFD image onto the CAPT (F/O) ND.
 (5)
 Audio control The MMR applies its audio output to the audio integrating system. This system controls and directs the output to the headsets and/or the loudspeakers. The Audio Management Unit (AMU) controls the audio level through the ACP. On the ACP, the pilot must push the ILS pushbutton switch and adjust the related potentiometer to the correct audio level. With ILS/DME collocated stations, the DME identification morse code can be listened in sequence with the ILS audio signal when you push the ILS pushbutton switch on the ACP and the ILS pushbutton switch on the FCU.

 (6)
 Data display (Ref. Fig. 010)

 (a) On the PFDs
 On the right and below the attitude sphere, the deviation
 indications come into view in approach. These are:

 -
the vertical deviation scale

 -
the lateral deviation scale

 -
the related aircraft deviation symbols. If you select an ILS approach, the scales and symbols give GLIDE SLOPE and LOCALIZER deviations. The scales come into view when you push the ILS pushbutton switch on the EFIS control section of the Flight Control Unit (FCU). The deviation symbols come into view when the related G/S and LOC signals from the ILS receiver are valid. If the ILS indications are available with the ILS pushbutton switch pushed they have priority over the deviation information of the R NAV approach. In this mode the data given after are shown (item 5): in the left bottom corner:

 -
ILS frequency (plus ILS identification if available)

 -
ILS - DME distance.

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 MMR - ILS Data Display
 Figure 010

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 At the top section of the PFD a Flight Mode Annunciator shows the various armed/active longitudinal and lateral modes: (item 1): the G/S longitudinal modes are shown in the 2nd column (cyan for armed or green for active) (item 2): the LOC longitudinal modes are shown in the 3rd column (cyan for armed or green for active) VERTICAL DEVIATION (item 3) The vertical scale shows a classical glide slope deviation. It is linear with 2 dots on each side. Two dots correspond to plus (or minus) 0.175 ddm (150 microA) deviation. The index shows magenta G/S indication. Until the glide beam is captured, the glide index is not shown (No Computed Data). When the index is against one stop only one half of it is in view (the outer half index). The glide slope index and the scale flash permanently in case of G/S excessive deviation warning. With a glide fault, the G/S index goes out of view and a red G/S failure warning message is shown in the middle of the scale. (Ref. Fig. 011) LATERAL DEVIATION (item 4) The horizontal scale shows a classical LOC deviation with 2 dots on each side. Two dots correspond to plus (or minus) 0.155 ddm (150 microA) deviation. The index shows magenta LOC indication. Until the LOC is captured, the LOC index is not shown (No Computed Data). When the index is against one stop, only one half of it is shown. The LOC index and the scale flash permanently in case of LOC excessive deviation warning. With a localizer fault, the LOC index goes out of view and a red LOC failure warning message is shown in the middle of the scale. (Ref. Fig. 010, 011)
 (b) On NDs in the ROSE ILS mode In the ROSE ILS mode, the ND gives a display which is similar to that of a conventional Horizontal Situation Indicator (HSI): a heading dial orientated to the magnetic North turns and gives the actual magnetic heading of the aircraft in relation to the stable yellow lubber line. The ND is always heading up: A yellow aircraft model, at the center of the heading dial is stable and pointed up to the yellow lubber line. Small white triangles are put each 45 deg. on the circumference in relation to the lubber line. They are stable and do not turn with the heading dial. A green diamond-shaped symbol moves around the heading dial and gives the actual track of the aircraft.
　
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