SPEED

SPD SEL 150

CAT 3 AP 1+2 DUAL 1 FD 2 VERT DISCON AHEAD MDA 211 A/THR

3000 030

ALT GS

HDG LOC

340 200 180 160 140 120 100

IGLC 109.3 7.0 NM

129

S F
1

10

10

25
10 10

80 60 50

2440
233

OM
TRU

020 29.95 QNH

22

24

26

28

265

30

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

AP, FD and APPROACH A/THR CAPABILITIES ENGAGEMENT DH or MDA STATUS

COLUMN 4

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

FLIGHT MODE ANNUNCIATOR (FMA)

The flight mode annunciator (FMA), which is just above the primary flight display (PFD), shows the status of the autothrust, vertical and lateral modes of the auto pilot and flight director, approach capabilities, and the engagement status of the autopilot (AP), flight director (FD) and autothrust (A/THR). Columns 1, 2 and 3: The first line shows the engaged mode in green. (When autothrust is in the armed mode, Column 1 will display in white with a box around it.) The second line shows the armed modes in blue. (Magenta indicates that modes are armed because of a constraint.) The third line displays special messages. (Columns 2 and 3 only)

Column 4: Displays the approach capabilities in white. Displays DH or MDA with a blue value.

Column 5: Displays the engagement status of the autopilot, flight directors, and autothrust in white. Displays A/THR in blue when autothrust is in the armed mode.

After each mode change, the FMA displays a white box around the new annunciation for ten seconds.

FOR TRAINING PURPOSES ONLY

FMA1

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

COLUMN 4
APPROACH CAPABILITIES DH or MDA

AP, FD and A/THR ENGAGEMENT STATUS

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

COLUMN 1

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

AUTOTHRUST OPERATION - FIRST LINE INDICATION

MAN TOGA MAN FLX 55 MAN MCT MAN THR THR MCT THR CLB THR IDLE THR LVR SPEED MACH A. FLOOR TOGA LK

DESCRIPTION
A/THR is armed. At least one thrust lever is in the TOGA detent. A/THR is armed. At least one thrust lever is in the MCT/FLX detent with FLX TO temp set at XX. The other thrust lever is at or below the MCT/FLX detent. A/THR is armed. At least one thrust lever is in the MCT/FLX detent, the other being at or below this detent. A/THR is armed, and the most advanced thrust lever is above CL detent (2 engines operative) or one above MCT/FLX (engine out) and not in a detent. A/THR is active and the most advanced thrust lever is in the MCT/FLX detent (engine out). A/THR is active and the most advanced thrust lever is in the CL detent. A/THR is active in thrust mode and commands idle thrust. A/THR is active with both thrust levers below CL detent or the live thrust lever (engine out) below MCT. A/THR is active in SPEED/MACH mode. A/THR is active and commands TOGA thrust while ALPHA FLOOR conditions are met. A/THR is active and TOGA thrust is locked (ALPHA FLOOR conditions are no longer met).

FOR TRAINING PURPOSES ONLY

FMA2

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

AP, FD and APPROACH A/THR CAPABILITIES ENGAGEMENT DH or MDA STATUS

COLUMN 4

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

COLUMN 1
AUTOTHRUST OPERATION - THIRD LINE INDICATION
LVR CLB (Flashing) LVR MCT (Flashing) LVR ASYM
THR LK

DESCRIPTION
Request to set the thrust levers in CL detent. Request to set the live thrust lever in MCT/ FLX detent (single engine). (2 engines only). One thrust lever is in CL or MCT/FLX detent and the other one is not in this detent. After A/THR disconnection (pilots action on FCU or failure) resulting in thrust being frozen. Both thrust levers being in CL detent or one in MCT/FLX (engine out) detent.

(Flashing) NOTE:

The amber caution light flashes and a single chime sounds every five seconds as long as the pilot takes no appropriate action in the following cases: THR LK LVR CLB (if the thrust levers are below the CL detent) LVR MCT (if the thrust levers are below the FLX/MCT detent)

FOR TRAINING PURPOSES ONLY

FMA3

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

AP, FD and APPROACH A/THR CAPABILITIES ENGAGEMENT DH or MDA STATUS

COLUMN 4

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

COLUMN 2

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

AP/FD VERTICAL MODES - FIRST LINE INDICATION

SRS CLB OP CLB ALT * ALT CST * ALT ALT CST ALT CRZ DES OP DES G/S * G/S V/S _ xxxx + _ xx FPA +

DESCRIPTION
Takeoff or go around mode is engaged. Climb mode is engaged. The FMGS target altitude is higher than the actual altitude. ALT CSTR are taken into account. Open Climb mode is engaged. The FCU selected altitude is higher than the actual altitude. ALT CSTR are disregarded. ALT CAPTURE is engaged; ALT* green in case of FCU selected altitude capture. ALT CAPTURE is engaged; ALT CST* green in case of ALT CSTR capture (vertical profile). ALTITUDE HOLD mode is engaged; ALT is green when the FCU selected altitude is held. ALTITUDE HOLD mode is engaged; ALT CST is green when an ALT CSTR is held (vertical profile). ALT mode is engaged and CRZ FL is held. Descent mode is engaged. The FMGS target altitude is lower than the actual altitude. ALT CSTR are taken into account. Open Descent mode is engaged. The FCU selected altitude is lower than the actual altitude. Glide Slope capture mode is engaged. Glide Slope mode is engaged. Vertical speed mode is engaged to acquire and hold the V/S selected on the FCU. ALT CSTR are disregarded. Flight Path Angle mode is engaged to acquire and hold the FPA selected on the FCU. ALT CSTR are disregarded.

FOR TRAINING PURPOSES ONLY

FMA4

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

AP, FD and APPROACH A/THR CAPABILITIES ENGAGEMENT DH or MDA STATUS

COLUMN 4

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

COLUMN 2

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

INDICATION
CLB ALT ALT DES G/S FINAL ALT G/S ALT G/S ALT FINAL ALT FINAL DES G/S DES FINAL

AP/FD VERTICAL MODES - SECOND LINE DESCRIPTION

Climb mode is armed. Altitude mode is armed when the target altitude is the FCU selected altitude. Altitude mode is armed when the target altitude is an altitude constraint. Descent mode is armed for the descent phase. Glide scope mode is armed. Final descent mode is armed. ALT and G/S modes are armed. ALT CSTR and G/S modes are armed. ALT and FINAL modes are armed. ALT CSTR and FINAL modes are armed. DES and G/S modes are armed. DES and FINAL modes are armed.

AP/FD VERTICAL MODES - THIRD LINE

SPEED SEL: xxx MACH SEL: .XX

Indicates a preset speed associated with the cruise or climb phase. Indicates a preset Mach associated with the cruise or climb phase.

NOTE: These two messages use both the first and second columns (third line).

FOR TRAINING PURPOSES ONLY

FMA5

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

AP, FD and APPROACH A/THR CAPABILITIES ENGAGEMENT DH or MDA STATUS

COLUMN 4

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

COLUMN 3

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

AP/FD LATERAL MODES - FIRST LINE INDICATION

RWY RWY TRK HDG TRACK NAV LOC * LOC APP NAV GA TRK RWY mode is engaged. RWY mode is engaged once airborne at or above 30 feet RA. HEADING mode is engaged. TRACK mode is engaged. NAV mode is engaged to guide the aircraft along the FM lateral F-PLN. LOC capture mode is engaged. LOC track mode is engaged. NAV mode is engaged during a NON ILS approach. GO AROUND track mode is engaged.

DESCRIPTION

AP/FD LATERAL MODES - SECOND LINE

NAV LOC APP NAV NAV mode is armed. LOC mode is armed. NAV mode is armed for a NON ILS approach.

COLUMNS 2 and 3
These modes cover both the vertical and lateral AP/FD mode columns (columns 2 & 3) LAND FLARE ROLL OUT FINAL APP Land mode is engaged below 400 feet RA. Flare mode is engaged. Roll out mode is engaged. APP NAV and FINAL APP modes are engaged during an RNAV approach.

AP/FD COMMON MODES

FOR TRAINING PURPOSES ONLY

FMA6

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

AP, FD and APPROACH A/THR CAPABILITIES ENGAGEMENT DH or MDA STATUS

COLUMN 4

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

COLUMN 4

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

APPROACH CAPABILITIES - FIRST LINE INDICATION

CAT 1 CAT 2 CAT 3 CAT 1 capability available. CAT 2 capability available. CAT 3 capability available.

DESCRIPTION

APPROACH CAPABILITIES - SECOND LINE

SINGLE DUAL CAT 3 capability available with FAIL PASSIVE condition. CAT 3 capability available with FAIL OPERATIONAL condition.

APPROACH CAPABILITIES - THIRD LINE

MDA xxxx DH xxxx NO DH Minimum descent altitude is inserted by the pilot on the MCDU PERF APPR page. Decision height as inserted by the pilot on the MCDU PERF APPR page (will be seen for either DH or AH). When NO inserted on PERF APPR page.

FOR TRAINING PURPOSES ONLY

FMA7

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

AP, FD and APPROACH A/THR CAPABILITIES ENGAGEMENT DH or MDA STATUS

COLUMN 4

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

COLUMN 5

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

AP/FD A/THR ENGAGEMENT STATUS - FIRST LINE INDICATION

AP 1+2 AP 1 AP 2

DESCRIPTION
Autopilots 1 and 2 are engaged. The LOC/GS, Roll-out or Go-around mode must be armed or engaged. Autopilot 1 is engaged. Autopilot 2 is engaged.

AP/FD A/THR ENGAGEMENT STATUS - SECOND LINE

X and Y give the FD engagement status on PFD1 and PFD2. X and Y can be 1, 2, or . : no FD is engaged on the corresponding PFD 1: FD1 is engaged on the corresponding PFD 2: FD2 is engaged on the corresponding PFD e.g.: the normal status (FD 1 and 2 engaged) is: 1 FD 2. A/THR is active

X FD Y

AP/FD A/THR ENGAGEMENT STATUS - THIRD LINE

A/THR is activated by: setting the thrust levers between the CL and IDLE detents (two engines running) if previously armed. setting the thrust levers between the MCT and IDLE detents (one engine running) if previously armed. depressing the A/THR pb on the FCU while the thrust levers are in the active range. When ALPHA FLOOR is activated. A/THR is armed on the ground - by setting the thrust levers at the FLX or TOGA detent when the engines are running. in flight - by pushing the A/THR pushbutton on the FCU while the thrust levers are out of the active range; or - while A/THR being active (A/THR white on FMA), the pilot sets both thrust levers beyond the CL detent or one above the MCT detent; or - by engaging the go around mode. FMA8

A/THR

A/THR

FOR TRAINING PURPOSES ONLY

COLUMN 1
AUTOTHRUST OPERATION

COLUMN 2
AP/FD VERTICAL MODES

COLUMN 3
AP/FD LATERAL MODES

COLUMN 4
APPROACH CAPABILITIES DH or MDA

AP, FD and A/THR ENGAGEMENT STATUS

COLUMN 5

SPEED

CAT 3 DUAL VERT DISCON AHEAD MDA 211 ALT * GS

HDG LOC

AP 1+2 1 FD 2 A/THR

1ST LINE 2ND LINE 3RD LINE

SPECIAL MESSAGES (FMA COLUMNS 2 AND 3, THIRD LINE)

The priority of these messages are: 1. Flight control messages 2. Flight Management messages 3. EFIS reconfiguration Messages

INDICATION
MAN PITCH TRIM ONLY USE MAN PITCH TRIM CHECK APP SEL

DESCRIPTION
Displayed with the loss of the L+R elevators and indicates Mechanical Backup. Flight Controls are in direct law. The aircraft is in cruise at less than 100 NM from Top of Descent, in descent or in approach and a non ILS approach has been selected. an ILS frequency is tuned on the RAD NAV page. The SPEED target is selected but a preselected SPEED does not exist for the next flight phase. The aircraft is in Engine Out mode and the SPEED target is selected. This message is displayed if the FCU selected speed is Green Dot - 10 kt or, Green Dot + 10 kt except in ALT * or ALT mode. The aircraft is in selected SPEED, a holding pattern is inserted in the F-PLN, and the aircraft is 30 seconds before the deceleration point to the precomputed HOLD SPEED. This message is displayed if the thrust is not reduced when passing the top of descent and the aircraft is above the descent profile. DES mode is engaged, idle is selected, and: either the aircraft is above the vertical profile and the predicted intercept point of the theoretical profile is at less than 2 NM from the next ALT CSTR; or in auto speed control and the aircraft enters in a speedbrake decelerating segment. DES mode is engaged and: a TOO STEEP path exists on the next leg. the aircraft is less than 30 seconds from the TOO STEEP path.

SET MANAGED SPD

SET GREEN DOT SPD

SET HOLD SPD DECELERATE

MORE DRAG

VERT DISCON AHEAD

FOR TRAINING PURPOSES ONLY

FMA9

FMA Annunciations

Initial

Initial Indication CLB 1FD2

Takeoff

MAN FLX 49

SRS CLB

RWY 1FD2 A/THR

At Takeoff Thrust

SPEED SEL: 204

MAN FLX 49

SRS CLB

RWY TK

AP1 1FD2 A/THR

At 100 AGL (RWY TRK at 30 AFE)

SPEED SEL: 204

MAN FLX 49

SRS CLB

HDG

AP1 1FD2 A/THR

SPEED SEL: 204

At HDG Select (400 AGL)

FOR TRAINING PURPOSES ONLY

FMA10

Selected Lateral Mode Climb

MAN FLX 49 LVR CLB

SRS CLB

HDG

AP1 1FD2 A/THR

At Thrust Reduction Altitude (1000 AFE); A/THR armed

THR CLB

OP CLB ALT

HDG

AP1 1FD2 A/THR

Selected vertical mode; FCU ALT armed; A/THR engaged

SPEED

ALT *

HDG

AP1 1FD2 A/THR

Altitude capture engaged

SPEED

ALT

HDG

AP1 1FD2 A/THR

Altitude hold engaged

FOR TRAINING PURPOSES ONLY

FMA11

Managed Lateral Mode Climb

MAN FLX 49 LVR CLB

SRS CLB

NAV

AP1 1FD2 A/THR

At Thrust Reduction Altitude (1000 AGL)

THR CLB

OP CLB ALT

NAV

AP1 1FD2 A/THR

Selected vertical mode; FCU ALT armed; A/THR engaged

THR CLB

CLB ALT

NAV

AP1 1FD2 A/THR

Managed vertical mode; FCU ALT armed

THR CLB

CLB ALT

NAV

AP1 1FD2 A/THR

Managed vertical mode; FMGC ALT constraint armed

SPEED

ALT CST* CLB

NAV

AP1 1FD2 A/THR

ALT CST capture engaged; CLB to FCU ALT armed

SPEED

ALT CST CLB

NAV

AP1 1FD2 A/THR

ALT CST hold engaged; CLB to FCU ALT armed

FOR TRAINING PURPOSES ONLY

FMA12

Cruise Altitude

MACH

ALT CRZ

NAV

AP1 1FD2 A/THR

Altitude hold is engaged at cruise FL [PROG]

Selected Lateral Mode Descent

THR IDLE

OP DES ALT

NAV DH 100

AP1 1FD2 A/THR

OP DES selected; FCU ALT armed; DH displayed

SPEED

ALT*

HDG DH 100

AP1 1FD2 A/THR

FCU ALT capture engaged

SPEED

ALT

HDG DH 100

AP1 1FD2 A/THR

FCU ALT hold engaged

FOR TRAINING PURPOSES ONLY

FMA13

Managed Lateral Mode Descent

THR IDLE

OP DES ALT

NAV DH 100

AP1 1FD2 A/THR

OP DES selected; FCU ALT armed; DH displayed

THR IDLE

DES ALT

NAV DH 100

AP1 1FD2 A/THR

Managed vertical mode; FMGC altitude constraint armed

SPEED

ALT CST* DES

NAV DH 100

AP1 1FD2 A/THR

ALT CST capture engaged; DES to FCU ALT armed

SPEED

ALT CST DES

NAV DH 100

AP1 1FD2 A/THR

ALT CST hold engaged; DES to FCU ALT armed

SPEED

VS -1000 ALT

HDG DH 100

AP1 1FD2 A/THR

Mode reversion at F-PLN DISCONTINUITY (DES to V/S & NAV to HDG) FCU ALT armed

FOR TRAINING PURPOSES ONLY

FMA14

ILS Approach

SPEED

ALT

HDG LOC DH 100

AP1 1FD2 A/THR

LOC pb selected; LOC armed

SPEED

ALT G/S

HDG LOC

CAT 3 SINGLE DH 100

AP1 1FD2 A/THR

APPR pb selected; G/S & LOC armed

SPEED

ALT G/S

HDG LOC

CAT 3 DUAL DH 100

AP 1+2 1FD2 A/THR

Second A/P pb selected

SPEED

ALT G/S

LOC*

CAT 3 DUAL DH 100

AP 1+2 1FD2 A/THR

LOC capture engaged

SPEED

G/S

LOC

CAT 3 DUAL DH 100

AP 1+2 1FD2 A/THR

LOC & G/S engaged

SPEED

LAND

CAT 3 DUAL DH 100

AP 1+2 1FD2 A/THR

At 400 AGL

FOR TRAINING PURPOSES ONLY

FMA15

RNAV Approach

SPEED

ALT FINAL

NAV APP NAV MDA 1150

AP 1 1FD2 A/THR

APPR pb selected

SPEED

ALT FINAL

APP NAV MDA 1150

AP 1 1FD2 A/THR

Inbound course captured

SPEED

FINAL APP MDA 1150

AP 1 1FD2 A/THR

Glidepath captured

FOR TRAINING PURPOSES ONLY

FMA16

Go Around

MAN TOGA

SRS CLB

GA TRK

AP 1 1FD2 A/THR

TOGA thrust; A/THR armed

MAN TOGA

SRS CLB

NAV

AP 1 1FD2 A/THR

Managed lateral mode engaged to fly published missed approach

MAN TOGA LVR CLB

CLB ALT

NAV

AP 1 1FD2 A/THR

At thrust reduction altitude (1500 AGL)

SPEED

ALT *

NAV

AP 1 1FD2 A/THR

FCU ALT capture engaged

SPEED

ALT

NAV

AP 1 1FD2 A/THR

FCU ALT hold engaged

FOR TRAINING PURPOSES ONLY

FMA17

A I R B U S

Flight Mode Annunciator

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

Auto Thrust Mode TOGA FLX 42 MCT CLB IDLE ASYM A. FLOOR TOGA LK THR LK MAN TOGA MAN FLEX MAN MCT THR MCT THR CLB THR LVR THR SPEED THR IDLE SPEED MACH LVR CLB LVR MCT LVR ASYM

Vertical Mode SRS ALT ALT* ALT CRZ ALT CST V/S CLB DES OP CLB EXP CLB EXP DES G/S FINAL V/S XXXX FPA X.X

Lateral Mode RWY RWY TRK GA TRK TRACK HDG NAV LOC LOC* APP NAV

Approach Capabilities CAT 1 CAT 2 CAT 3 SINGLE CAT 3 DUAL DH XXX MDA XXXX

Auto flight Status AP 1 AP 2 AP 1+2 1FD2 1FD FD2 1FD1 2FD2 2FD FD1 A/THR

COMBINED MODES

LAND FLARE ROLL OUT FINAL APP FMA MESSAGES USE MAN PITCH TRIM MAN PITCH TRIM ONLY DECELERATE MORE DRAG VERTICAL DISCON AHEAD CHECK APP SEL SET GREEN DOT SPD SET HOLD SPEED MACH SEL .XX SPEED SEL XXX

Aircrew Training Solutions

A I R B U S

Auto Thrust Modes

TOGA FLEX 42 MCT CLB

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

The auto thrust is armed, with the most forward thrust lever in the TOGA detent The auto thrust is armed, with the most forward thrust lever in the Flex/MCT detent. The number represents the Flex temperature entered on the MCDU T/O PERF page. Single Engine: The auto thrust is armed, with the most forward thrust lever in the MCT detent. The auto thrust is armed, with the most forward thrust lever forward in the CLB detent, and the aircraft has reached the preprogrammed acceleration altitude. The auto thrust is armed, with the most forward thrust lever forward in the CLB detent. Idle power has been commanded, will be followed by a low energy warning if the engines remain at IDLE for a predetermined time. The auto thrust is armed; with the most forward thrust lever above the IDLE detent and up to and including the CLB detent. (MCT single engine) Thrust will vary as required to attempt to maintain the vertical path commanded. Airspeed is ignored if the vertical path cannot be maintained. SPEED is annunciated when IAS is being referenced MACH is annunciated when referencing MACH Indicates that A/THR is armed but both thrust levers are not in the same detent. While in Alpha Floor conditions, the A/THR is engaged and TOGA thrust is commanded regardless of thrust lever position. TOGA Lock is engaged following an Alpha Floor engagement. A/THR must be disconnected and rearmed to regain A/THR control Indicates that the A/THR has been disconnected by the A/THR p/b on the FCU or the A/THR has failed. Thrust is locked at the last known position until the thrust levers are moved. The auto thrust is armed, with the most forward thrust lever in the TOGA detent The auto thrust is armed, with the most forward thrust lever in the Flex/MCT detent. The number represents the Flex temperature entered on the MCDU T/O PERF page. The auto thrust is armed, with the most forward thrust lever in the FLX/MCT detent Two engines, the auto thrust is armed, with the most forward thrust lever above the CLB detent, BUT not in the FLX/MCT or TOGA detent. Single engine the auto thrust is armed, with the most forward thrust lever above the FLX/MCT detent, But not in the TOGA detent.

IDLE

SPEED / MACH

ASYM A. FLOOR TOGA LK THR LK MAN TOGA MAN FLEX 30 MAN MCT

MAN THR

THR SPEED

The auto thrust is armed, with the most forward thrust lever in the
Aircrew Training Solutions

A I R B U S

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

THR MCT

Single Engine: the auto thrust is armed, with the most forward thrust lever in the FLX/MCT detent. (Max Continuous thrust is commanded) If the other thrust lever is below the FLX/MCT detent, thrust for that engine would be commanded by TLA. It will be accompanied by a LVR ASYM FMA message and a AUTO FLT ECAM message The auto thrust is armed, with the most forward thrust lever in the CLB detent. (Climb thrust is commanded)

THR CLB If the other thrust lever is below the CLB detent its thrust will be commanded by TLA. It will be accompanied by a LVR ASYM FMA message and a AUTO FLT ECAM message The auto thrust is armed, with the most forward thrust lever above the IDLE detent and below the CLB detent. Thrust is commanded by the TLA. Airspeed (Managed or Selected) will be maintained by varying pitch. It will be accompanied by a LVR CLB FMA message and a AUTO FLT ECAM message. (LVR MCT if single engine) The auto thrust is armed; with the most forward thrust lever above the IDLE detent and anywhere up to and including the CLB detent. (MCT single engine) Airspeed (Managed or Selected) will be maintained by varying pitch. Flashing white, During the initial climb will occur at the thrust reduction altitude, programmed in the MCDU T/O PERF page. Flashing white is used to prompt the crew to set the thrust levers to the MCT detent. During T/O will illuminate if an engine is lost or for a single engine GO Around. In both cases it occurs at Green Dot, but only if EO CLR was not selected on the MCDU Indicates that A/THR is armed but both thrust levers are not in the same detent.

THR LVR

THR IDLE

LVR CLB

LVR MCT

LVR ASYM

Aircrew Training Solutions

A I R B U S

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

Vertical Modes
Speed Reference system is engaged. The aircraft will fly the vertical path appropriate for the phase of flight. T/O = V2 + 10 Engine Failure (T/O) = V2 If failure occurs above V2, current speed up to V2 + 10 GO Around = VAPP or current speed if higher Windshear = SRS will allow the speed to decrease to maintain 120 fpm climb. SRS is only available when at least one FD is on and Flap handle greater than FLAPS 1. The FCU altitude has been captured. If a new altitude is selected prior to ALT engagement the FCU will revert to V/ S until a new vertical made is selected. On older aircraft if the FCU altitude is the cruise altitude selected in the MCDU, ALT* would be replaced by dashes in the vertical mode FMA window. An FCU altitude, which is not selected as the cruise altitude, has been engaged. The aircraft will maintain this altitude exactly. Hard Altitude The FCU altitude, which is the preprogrammed cruise altitude or an altitude higher than the preprogrammed cruise altitude, has been engaged. The aircraft will maintain a Soft Altitude 50 of the FCU altitude. Primarily to reduce power changes. Indicates a CLB or DES altitude constraint has been engaged. (* If captured) and the FCU altitude is above (CLB) or below (DES) the constraint altitude. Vertical navigation is engaged, and all constraints will be met. (Unless the FCU altitude is below the constraint altitude. NAV mode must be engaged. If NAV mode is lost or changed CLB will revert to OP CLB Vertical Navigation is engaged, and all constraints will be met. (Unless the FCU altitude is above the constraint altitude. NAV mode must be engaged. If NAV mode is lost or changed DES will revert to OP DES. If DES is pushed prior to the TOD the aircraft will enter a 900-1000 power on descent. Once the descent profile is intercepted the aircraft will attempt to fly the profile using an ECON speed range of 20 knots. VNAV calculates an IDLE descent from TOD to the first constraint, then a geometric (straight line) descent for the next segment. Note: If you must level off at an intermediate altitude, Selecting the PROG page and entering your altitude will force the VNAV to recalculate the descent. This will also allow you to change the speeds on the descent page once again if ATC issues a speed restriction

SRS

ALT*

ALT

ALT CRZ

ALT CST (*)

CLB

DES

Aircrew Training Solutions

A I R B U S

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

OP CLB

A climb utilizing the climb profile speeds at climb thrust will be flown. The aircraft will climb to the FCU altitude and will ignore all altitude constraints. The aircraft will attempt to maintain the profile speed by varying pitch. A climb at Green Dot will be flown. Disengaged by selecting another vertical mode. An idle descent at .80M/340K Disengaged by selecting another vertical mode. Note: The aircraft will not slow to 250 knots @ 10000 feet. The ILS glide slope has been engaged. G/S* If captured, G/S in blue on line to for Armed. Once captured the aircraft will ignore all FCU altitudes to maintain GS. The vertical deviation path of an Approach Nav has been engaged. Using IR data the FMGC will build its own vertical path. The Path is built from a point 50 over the approach end of the runway back to the final approach altitude. FINAL engages automatically when the aircraft intercepts this vertical path. The vertical path will clear all crossing constraints associated with the approach in a constant descent with out leveling off. A selected vertical speed has been commanded. The aircraft will use pitch and thrust to maintain the selected V/S. Speed is disregarded to maintain the desired vertical rate. A selected flight path angle has been commanded. The aircraft will use pitch and thrust to maintain the selected FPA.

EXP CLB EXP DES

G/S (*)

FINAL

V/S XXXX

FPA X.X

Note: The FPA is relative to the aircraft and not a fixed point on the ground.

Lateral Modes
RWY Provides a steering command utilizing the localizer for the departure runway from T/O roll through 30 AGL. A LOC must be associated with the runway in use. If the LOC signal is lost during the T/O roll a memorized track will be flown. Provides a lateral path along the extended runway centerline for all runways from 30 AGL, Unless NAV mode is engaged. Provides a lateral path based on the actual aircraft track at the time a GA was initiated. The heading or track selected in the FCU window will be flown. If the heading knob is pulled before it is turned, the aircraft will turn in the direction the knob is rotated. If the desired heading is set prior to pulling the knob the aircraft will turn in the direction to make the shortest turn.

RWY TRK GA TRK

HDG / TRK

Aircrew Training Solutions

A I R B U S

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

NAV

APP NAV LOC

Lateral navigation is engaged to fly the flight plan in the MCDU. NAV in blue on line 2 indicates that NAV is armed. A cross track error should be present to indicate your displacement from the desired course. If not then LNAV will not intercept the course you have selected. The APPR p/b has been pushed and the FMGC is flying the selected approach. The LOC course is engaged. LOC* in blue for capture, LOC in blue on line 2 when armed. ILS p/b need not be selected on for the AP to fly an ILS approach. However, good operating practice dictates the monitoring of raw data.

Combined Vertical / Lateral Modes

LAND At 400 AGL the dividing line on the FMA column 2 & 3 disappears along with G/S and LOC and a single mode common to both vertical and lateral guidance is engaged. LAND appears first to indicate that approach guidance can no longer be disengaged on the FCU. From this point on the crew must select TOGA to activate the GA mode and disengage the APPR mode. At approximately 40 RA LAND is replaced by FLARE. (30 for an Autoland) Lateral guidance is provided for tracking the LOC along the runway. Is the combined mode for a non ILS approach, FINAL is engaged for vertical NAV and APP NAV is engaged for vertical NAV, the APP p/b has been pushed.

FLARE ROLL OUT FINAL APP

Approach Capability
CAT 1 CAT 2 CAT 3 Single CAT 3 Dual CAT I Approaches may be flown. Autoland not available CAT I Autoland approaches may be flown to CAT II/III runways CAT II Autoland approaches may be flown to CAT II/III runways CAT 3 single will be annunciated until the second AP is coupled. Fail passive CAT III Autoland approaches may be flown to CAT III runways Fail operational Decision height for ILS approaches or MAP altitude for Non-precision approaches has been entered in the PERF page of the MCDU. At this altitude the altimeter will change to amber. Radio Altimeter for CAT II and CAT III approach has been entered in the PERF page of the MCDU.
Aircrew Training Solutions

MDA XXXX

DH XXX

A I R B U S

Speed Tape

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

Aircrew Training Solutions

A I R B U S

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

Aircrew Training Solutions

A I R B U S

ND Symbols

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

Aircrew Training Solutions

A I R B U S

A 3 2 0 / 3 1 9

S T U D Y

G U I D E

4 / 0 0

Aircrew Training Solutions

SPD SEL 145

220 200 180 160 140 120 100

120

PFD AIRSPEED INDICATIONS

S F
1

340 320 300 280 260 240

250

These airspeed indicators depict the symbols that can be displayed on the airspeed indicator. The Indication on the left depicts a low speed regime and the indication on the right depicts a high speed regime. All of the indications will not be displayed at the same time, but are shown together here for demonstration.

.52

INDICATION

DESCRIPTION
The Indicated Airspeed is depicted by a yellow index line against a moving white scale on a gray background. A vertical arrow, called the speed trend arrow, indicates the aircrafts predicted speed in 10 seconds if the current acceleration or deceleration rate remains constant.

!  ! & $

!"

Target Airspeed-Selected The Blue triangle is the FCU selected airspeed or the airspeed corresponding to the target Mach number. The numeric value is displayed above the speed scale when the selected speed is above the top of the airspeed scale and below the indicator when the selected speed is below the speed scale.
"

"   &

#

Target Airspeed-Managed The Magenta triangle is the airspeed computed by the FMGC in managed speed mode or the airspeed corresponding to the target Mach number. The numeric value is displayed above the speed scale when the target speed is greater than the displayed airspeed scale range and below the indicator when the target speed is below the speed scale range.
"

320

300

Mach Number The current Mach number is displayed below the airspeed scale when it is greater than .50.

280

260

.52

FOR TRAINING PURPOSES ONLY

PFD1

INDICATION
!  ! & $

DESCRIPTION
Managed Descent Speed Range In DES mode and in ECON/Auto speed mode, these two half triangles replace the selected speed symbol. They show the upper and lower speed limits calculated by the FMGC. The magenta equal sign indicates the target airspeed. The upper limit is the target speed + 20 knots, but will not exceed VMAX, VMO-3 or MMO.006 whichever is lowest. If a speed limit or speed constraint applies, the upper margin is limited to ECON SPD + 5 knots. The lower limit is the target airspeed - 20 knots but no lower than Green Dot, F speed, S speed or VLS, whichever is higher. Takeoff V Speeds
SPD SEL 160

145 100 131 80 60 40

160 140 120 100

140 120 100

Decision speed (V1)is displayed by a blue number one on the speed scale from the speed that was entered into the MCDU. If the decision speed is off scale the numeric value will be displayed in blue near the top of the airspeed indicator. Takeoff safety speed (V2) is displayed during takeoff by a magenta triangle on the speed scale from the speed that was entered into the MCDU. If V2 is off scale the numeric value will be displayed in magenta on the top off the airspeed indicator. If the V speeds are not entered in the MCDU , a red SPD SEL message will appear on the top of the speed scale.

& $ "  

5 .

Minimum Flap Retraction Speed A green F symbol is used to indicate flap retraction speed. It appears only when the flap selector is in position 3 or 2 and is the lowest speed to select flaps 1 +F. Minimum Slat Retraction Speed A green S symbol is used to indicate slat retraction speed. It appears only when the flap selector is in position 1 and is the lowest speed to select flaps 0. Approach Target speed or VAPP Target The managed speed magenta triangle indicates approach airspeed as computed by the FAC after considering VAPP and GSMINI.

"   &
  & $

Maximum Flap Extension Speed The amber = indicates VFE next, the maximum speed corresponding the next flap lever position. It appears when the aircraft is below a preselected altitude.

Green Dot Speed This green dot appears when the aircraft is flying in the clean configuration. It shows the speed corresponding to the best lift-to-drag ratio.

FOR TRAINING PURPOSES ONLY

PFD2

INDICATION

DESCRIPTION
Minimum Airspeed Limits VLS is indicated by the top of the amber line and is the lowest selectable speed. a PROT or Alpha Protection Speed is indicated by the top of the black and amber strip along the speed scale. It represents the speed corresponding to the maximum angle of attack at which alpha protection becomes active. It is only displayed in normal law. a MAX is the top of the solid red strip along the speed scale. It represents the speed corresponding to the maximum angle of attack that the aircraft can obtain in normal law. VSW or Stall Warning Speed is the top of the red and black strip along the speed scale. It is the speed corresponding to the stall warning. It is displayed when operating any other law other than normal law.

140 120 100

140

VLS
PROT MAX

120 100

VLS VSW

Normal Law

Other Than Normal Law

!" !  !

Maximum Airspeed Limits VMAX is the lower end of the red and black strip along the speed scale. It is the lowest of: - VMO or MMO - VLE or - VFE The green = sign indicates the speed at which overspeed protection becomes active.

FOR TRAINING PURPOSES ONLY

PFD3

PFD Heading Indications

!!

647

"
INDICATION

&

!
$#

DESCRIPTION
Heading Reference Line The white scale and gray background moves in front of the fixed yellow reference line to indicate actual magnetic heading. TRU appears in the upper right corner of the heading indicator when the display is showing true heading instead of magnetic heading (latitude above 73 North or below 60 South). Selected Heading or Track Index The pointer indicates the heading or track displayed by the FCU HDG-TRK window. The index is replaced by digits on the right or left side of the scale when the selected value is off the scale.

$
!!

'

"

Actual Track Symbol The current aircraft track is displayed by this green diamond.


$#

ILS Inbound Course The ILS inbound course is depicted by a magenta pointer when the course is within the heading scale display range, the ILS pb is depressed and an ILS approach is selected. The ILS course is displayed numerically in magenta on the right or left side of the scale when it is outside the display range of the heading scale. Selected Heading The horizon line is a moving heading scale. The vertical lines below the scale correspond to the same 10 increments on the heading scale. The vertical line above the reference scale is the selected heading and only displays when the FD pb is off.

FOR TRAINING PURPOSES ONLY

PFD4

PFD Altitude Indications

3000 3000 3000

30

30

10

80

80

80

25

60 40

25

60 40

05

60 40

20
29.95 QNH

20
29.95 QNH

00
29.95 QNH

INDICATION

DESCRIPTION
Altitude Indication The altitude is displayed as both a white moving scale and a green digital altitude readout. The altitude window is normally yellow but will change to amber if the aircraft deviates from the FCU selected altitude. If an MDA is set in the MCDU PERF APPR page, the altitude numbers will change to amber when the aircraft descends below the MDA. Target and Selected Altitude The bracket symbol indicates the aircraft will level at: Blue-FCU selected altitude. Magenta-FMGC constrained altitude if managed CLB or DES is engaged. If the level off altitude is not displayed on the scale, a blue or magenta numeric value will be displayed above or below the scale, reflecting the direction to the altitude.

# $
"

&

# $

&

# $
"

&

NORMAL

DEVIATION

BELOW MDA

!

!

!

!

# $
"

&

# $
"

&

Barometric Altimeter Reference

56,

The Barometric reference is displayed in blue at the bottom of the altimeter scale. The setting is selected on the FCU panel in inches of mercury (in Hg) or Hectopascals (hPa). It displays QNH and the numeric value set when the FCU reference knob is pushed and STD is displayed when the FCU reference knob is pulled for the standard 29.92 in Hg setting. The message STD pulses when: - STD not selected above transition altitude. - STD still selected in approach below transition level or 2,500' radio altimeter if transition level is not available.

FOR TRAINING PURPOSES ONLY

PFD5

INDICATION

DESCRIPTION
Vertical Deviation This magenta symbol indicates the vertical profile generated by the FMGC and is displayed from the top of the descent to the final intercept point. The VDEV can be read directly from the altitude scale. The display range of the altitude scale is approximately 500 feet and each line equals 100 feet. The VDEV displayed is -150 feet or 150 ft. below the vertical profile. If the VDEV exceeds the scale the symbol stays at the range limit. The MCDU PROG page displays the exact vertical deviation value.

# $

&

02

60 40

4 00

29.95 QNH

Landing Elevation and Ground Reference The horizontal blue bar shows the landing elevation at the flight planned destination and is displayed on approach from the 800 feet to 80 knots after landing if QNH reference mode is selected. The moving red ribbon on the right of the altitude scale represents the radio altimeter height above the field elevation and is displayed below 570 feet. When the aircraft has touched down, the top of this ribbon is at the middle of the altitude window. Vertical Speed The green analog pointer indicates aircraft vertical speed. Each graduated line interval indicates 500 ft/min The digital display appears when the vertical speed is greater the 200 ft/min and is incremented in hundreds of feet. The pointer and digital indication will change to amber if - vertical speed > 6000 ft/min (climb or descent). - vertical speed > 2000 ft/min during descent when RA is between 1000 and 2500. - vertical speed > 1200 ft/min during descent and RA < 1000. - inertial data is not available, barometric information replaces it automatically and the window around the numeric value becomes amber.

$#

TCAS Commands The TCAS escapes requirements are displayed on the vertical speed indicator.

TCAS Message The TCAS cannot deliver RA data or there is an internal TCAS failure.
6 $ + ) 5

FOR TRAINING PURPOSES ONLY

PFD6

PFD Attitude Indications









""
INDICATION DESCRIPTION

Aircraft Symbol The fixed aircraft symbol is black, outlined in yellow and represents the nose and wings of the aircraft

Roll Scale The white roll scale is marked at 0, 10, 20,30, and 45 degrees of bank. The yellow roll pointer indicates bank angle.

!  

!  

Pitch Control Protection Symbols The pitch angle is displayed between 80 nose up and 80 nose down, with 2.5 markers between 10 nose down and 30 nose up. If the pitch angle exceeds 30 (nose up or down) red arrowheads will show the direction to move the nose to correct the pitch. Pitch flight control protections are displayed as green = at 15 nose down or 30 nose up pitch. Amber xs will replace these symbols if the aircraft is in other than Normal Law.

FOR TRAINING PURPOSES ONLY

PFD7

INDICATION

DESCRIPTION





Roll Control Protection Symbols The display shows these symbols in green at 67 bank. Amber xs will replace these symbols if in other than Normal Law.













Flight Director Bars The green FD bars automatically move out of view at touchdown in ROLL OUT mode. Flash for 10 seconds and then remain steady in the following conditions: - Reversion to the HDG V/S mode - Loss of LOC or G/S in LAND mode or loss of LAND mode - At the first AP/FD engagement Sideslip Indicator/Beta Target This trapezoidal index moves beneath the roll indicator and displays sideslip or lateral acceleration of the aircraft. In case of engine failure during takeoff or go-around, the trapezoidal index changes from the yellow sideslip indicator to a blue target. When the index is centered with the roll index, the sideslip target equals sideslip for optimum aircraft performance (minimum drag). Radio Altitude Appears at altitudes below 2500 feet. The indications change every 10 feet until 50 feet radio altitude is reached, then every 5 feet down to 10 feet, then every foot. If a DH has been entered, the radio altitude will appear: In green until DH plus 100 feet. In amber below DH plus 100 feet. When the MCDU selected DH is reached, the letters DH appear in amber above the radio altitude and flash for 3 seconds, then remain steady in amber. If NO is entered for the DH in the MCDU, 0 feet becomes the reference value. If no DH is entered or both FMGCs fail, the radio height appears: In green above 400 feet. In amber below at or below 400 feet.

10

10

10

10

10

10

2440





Ground Reference Line The white line located at the bottom of the altitude indicator will begin to track towards the horizon line as the aircraft approaches the ground. When the aircraft is on the ground the lower altitude indicator line will be on the horizon line. This reference displays the same information as the altitude indicator red ribbon.

,0 
FOR TRAINING PURPOSES ONLY PFD8

PFD Approch Guidance PFD ILS Indications

80

25

60 50

10

2440

OM

IGLC 109.3
7.0 NM

22

24

26

28

30
265

INDICATION
IGLC 109.3
7.0 NM

DESCRIPTION
ILS Information If an ILS frequency and course is selected and the ILS/LS pb is depressed, the following information is displayed in the lower left corner of the PFD: ILS Identification as decoded by the ILS receiver ILS frequency DME distance if the ILS has a DME The display of the ILS identification is an indication that a valid identification signal is being received. Localizer and Glide Slope Deviation scales These scales will appear when the ILS/LS pb on the EFIS control panel is selected. The deviation symbols (diamond shapes) appear when a valid signal is received. When the localizer or glideslope is deflected full scale, half of the deviation symbol appears at the end of the scale in the direction of the localizer or glide slope. The localizer scale will flash continuously if deviation exceeds 1/4 dot for two seconds above 15 feet RA. The glide slope scale will flash continuously if the deviation exceeds one dot for two seconds above 100 feet RA. The localizer and glide slope half indices flash continually when the deviation exceeds two dots for two seconds. One dot represents a deviation of 0.8 on the localizer scale and 0.4 on the glide slope scale. Marker Beacons The following marker beacon signals are displayed: OM to indicate the outer marker MM to indicate the middle marker, and AWY to indicate an airway marker or the ILS inner marker beacon PFD marker beacon indications are independent of the ILS/LS pb. ILS Message This indication will flash when the APPR mode is armed and the ILS/LS pb is not selected. PFD9

OM
MM AWY
ILS

FOR TRAINING PURPOSES ONLY

3100 V DEV

30

80

25

60 40

RNAV Vertical Deviation Scale Index This symbol appears when FINAL is armed down to the DA and displays the vertical deviation from the FMGC vertical path. Each scale index represents 100 feet. If the ILS/LS pb is depressed, the glideslope index will appear and take priority over the vertical deviation index.
6

20
29.95 QNH

PFD Indications on the Ground

Sidestick Order Indication This is displayed as soon as one engine is started and indicates the total of the pilots and first officers sidestick orders. Max Sidestick Deflection Indicated by the four white corners and is displayed after the first engine start





:
Ground Roll Guidance Command Bar (Yaw Bar) This symbol is displayed below 30 feet RA provided a localizer is available, and indicates flight director yaw orders.

FOR TRAINING PURPOSES ONLY

PFD10

PFD Flags and Messages

SPD SEL SI

ALT SEL V1 INOP

C H A E L
G /

CHECK ATT
FD

C T K

SPD

WIND SHEAR

W/S AHEAD
ATT FPV

S
ALT

V / S

V / D E

SPD LIM

DH
RA

MACH ILS 1

LOC

HDG DME 1

CHECK HDG

INDICATION
SPD SEL V1 INOP SPD

DESCRIPTION
Indicates failure of selected speed information Indicates V1 signal is not valid. SPD replaces the speed scale when speed information has failed. The FAC has detected a reactive windshear condition: Reactive windshear warnings are available when slat/flaps are extended and - at takeoff, from 5 seconds after lift off up to 1300 feet RA. - at landing, from 1300 feet RA down to 50 feet RA. The warning will remain displayed for at least 15 seconds following the detection and is accompanied by an aural WINDSHEAR warning repeated 3 times. SPD LIM appears when both FACs are inoperative. VLS, S, F, Green Dot, Vtrend, Vmax, VFE next, Vsw information is lost. Indicates MACH data has failed. An ILS frequency is not available or the LOC and G/S have both failed. The number following ILS will be 1 on the Captains PFD and 2 on the First Officers PFD. DME is not available. The number following DME will be 1 on the Captains PFD and 2 on the First Officers PFD. If the sideslip information is lost, the index disappears and a red SI flag appears. PFD11

WIND SHEAR

SPD LIM MACH ILS 1 DME 1 SI

FOR TRAINING PURPOSES ONLY

CHECK ATT

A disagreement of at least 5 in the attitude information displayed by the two PFDs is detected. The CHECK ATT flag appears on both PFDs, and a caution appears on the ECAM. The predictive windshear system detects a windshear ahead of the aircraft. The system operates when the aircraft is below 1500 feet AGL. This message will appear in red for a warning or amber for a caution. See chapter 13 in the PH for additional information. The PFD has lost all attitude information. The attitude sphere will disappear. In TRK FPA mode, the drift angle or flight path angle is not valid. The aircraft has reached the selected DH. Both radio altimeters have failed. The RA flag appears in place of the radio altitude value. The localizer receiver has failed. The LOC flag will be displayed on the LOC deviation scale. The heading information has failed. The HDG flag replaced the heading scale. There is a discrepancy of 5 between the Captains and First Officers heading indications. Selected altitude information has failed. The difference between the two PFD altitiude indications is greater than the 250 feet when QNH is selected or 500 feet when STD is selected.

W/S AHEAD W/S AHEAD

ATT FPV

DH
RA LOC HDG
CHECK HDG

ALT SEL C H A E L C T K G/S V/DEV ALT V/S FD

The glideslope receiver has failed. The G/S flag appears on the glideslope deviation scale. The vertical deviation information has failed and the ILS/LS pb is not pressed. The V/DEV flag replaces the vertical deviation scale. The altitude information has failed. The ALT flag replaces the altitude scale. The vertical speed information has failed. The V/S flag replaces the vertical speed scale. Both FMGCs have failed or both FDs are disengaged and a FD pb is on and the altitude is valid.

FOR TRAINING PURPOSES ONLY

PFD12

The ND, positioned inboard of the PFD, is independently controlled by the captain and first officer. There are five modes available for display: ROSE NAV, ROSE ILS, ROSE VOR, ARC and Plan.

ROSE ILS
ILS APP
GS 138 TAS 145 140/07
24 I
I

ROSE VOR
ILS APP
ILS2 109.3 CRS 265 IGLC
GS 483 TAS 451 210/45
24 I
I

VOR 1 112.8 CRS 220

27 I I

27 I I

OOD

2 1

21

30
I
I

3 0
I

I
I

18

18

I
33
I

33

I
I

I
I

15 I

15 I

20

I
I

I
I

10

40

OOD M 22 NM

ROSE NAV
ILS APP
GS 257 TAS 288 120/25
24 I
I

ARC NAV-Wx Radar

ILS APP
VESTI 260

GS 257 TAS 286 120/25

37 NM
27 I I

23 33

2 1

FESTI

3 0
I

23
I

24

25

26

18

I L
I

40

15 I

20

20

40

TILT -3.00

PLAN
ILS APP
GS 257 TAS 288 120/25 VESTI 260 37 NM 23 33

RBV

W D
FESTI GLOW GXV

20

40

FOR TRAINING PURPOSES ONLY

VOR 1

27
FESTI D

CYN 9.9R

9 I I

6 I

9 I I

9 I I

3' 45"

28

6 I

1 2

I
3
I

I
I
I

6 I

I
I

1 2

12
I

VOR 2 DOO

- - -

NM

VESTI

260

37 NM 23 34

29

30

I
33
I

I
I

I
I

I
I

I
I
I

I
3

TILT -3.00

ND1

Navigation Display (ND) INFORMATION COMMON TO ALL MODES

Range Scale Each mode is capable of displaying a range scale from 10 to 320 NM, selected on the respective Captains or First Officers EFIS control panel. The maximum range from the aircraft position in the rose mode is half the selected range. In the ARC mode, the range from the aircraft position to the outer edge of the scale is equal to the selected range. The range scale will be indicated on the ND display by white dashed circular lines with blue distance markers.

INDICATION

DESCRIPTION
Aircraft Symbol/Cross Track Error This Aircraft Symbol indicates the current position and appears in the center of the ND in the ROSE mode, at the bottom of the display in the ARC mode, and along the route at the appropriate location in the PLAN mode. The Cross Track Error, the lateral deviation left or right of the active flight plan course, will be displayed next to the aircraft symbol in nautical miles. Aircraft Heading The yellow line displays the aircrafts magnetic heading on the moving white compass rose. Small white triangles are fixed at 45 intervals on the compass rose. TRU appears at the top of the compass rose if the display has changed from magnetic heading to true heading. The FCU selected heading appears as a blue triangle on the heading scale. A green diamond below the appropriate track identifies the actual aircraft track. The ground speed and true airspeed are displayed in the upper left-hand corner on the ND. This information is furnished by the ADIRS. The ground speed is operative on the ground and can assist in monitoring taxi speed. The wind direction and speed are displayed below the GS and TAS. The digital indication is based on true north. The wind arrow indicates the wind direction based on magnetic north.The wind arrow will appear when the velocity is greater than 2 knots.

.2R

TRU
24
27
30

ILS APP
RNAV APP

Approach message The type of approach selected form the MCDU database, if any, is indicated in the top center of the ND.

FOR TRAINING PURPOSES ONLY

ND2

INDICATION

DESCRIPTION
Waypoint/Navaid Information The upper right-hand corner of the ND will display navaid or waypoint information depending on the ND mode selection. When ROSE NAV ILS mode is selected, the ILS frequency course and identifiers are displayed. When ROSE NAV VOR is selected, the VOR frequency, selected course, and identifier are displayed. In ROSE NAV, ARC or PLAN modes, the TO waypoint is displayed in the upper righthand corner along with the track, distance, and ETA. Chronometer Information Each ND has an independent chronometer controlled by a CHRONO pb. The display will appear and begin timing when the pb is pressed once. The indication is in minutes and seconds from 0 to 59' 59" in hours and minutes from 1 H to 99 H 59'. The elapsed time will stop when the CHRONO pb is pressed a second time and the display will be removed when CHRONO is pressed a third time. Navaid Information When the VOR selector switch on the Captains of First Officers EFIS control panel is set to VOR, the respective ND displays the bearing pointer and the following navaid information: Type of navaid (VOR). A single line bearing pointer for VOR 1 and a double line bearing pointer for VOR 2. Navaid identification if the navaid is tuned. If the navaid is not tuned, the navaid frequency is displayed. DME. Mode of tuning: Nothing for a station tuned automatically by the FMGC. M for a for manually tuned navaid on the MCDU RAD NAV page. R for a remotely tuned navaid through the RMP. This procedure is used in the event of a failure of both FMGCs or MCDUs. If the navaid signal is lost, the ND stops displaying the associated data except for the identification or frequency.

FOR TRAINING PURPOSES ONLY

ND3

ROSE and ARC NAV MODES

ROSE and ARC modes provide the same information except the ARC mode provides only a 90 compass rose view. NAV Mode Symbols

INDICATION

DESCRIPTION
Position where the aircraft will level-off at the FCU selected altitude. The same symbol will indicate a level-off from a managed climb (CLB) or selected climb (OP CLB). Position where the aircraft will level-off at the constrained altitude entered in the MCDU. The managed CLB mode must be engaged for the altitude constraint symbol to appear and be honored. Position where the aircraft will level-off at the FCU selected altitude. The same symbol will indicate a level-off from a managed decent (DES) or selected descent (OP DES). Position where the aircraft will level-off at the constrained altitude entered in the MCDU. The managed DES mode must be engaged for the altitude constraint symbol to appear and be honored. Start of climb with the CLB mode armed. Start of climb with the CLB mode not armed. Top of Descent or continue descent with DES armed. Top of Descent or continue descent with DES not armed. Intercept point where the aircraft is predicted to intercept the FMGS computed vertical descent profile. The indicator is blue indicating the DES mode is engaged. Intercept point where the aircraft will meet the FMGS computed vertical profile. The indicator is white indicating the DES mode is not engaged. Flight Plan Waypoint FMGC Database Waypoint: Displayed when the waypoint pb is pressed on the EFIS control panel. TO Waypoint.

Speed Change Indicates the point where the aircraft will initiate an automatic acceleration or deceleration from current speed to new computed speed in case of SPD LIM, SPD CSTR, or HOLDING SPD (including 250 knots below 10,000). Deceleration Point Indicates where the aircraft will initiate an automatic deceleration toward VAPP. Managed NAV mode and managed speed must be engaged.

FOR TRAINING PURPOSES ONLY

ND4

INDICATION

DESCRIPTION
Altitude Constraints Constraint is predicted to be met when the aircraft is in managed lateral and vertical modes. Constraint is predicted to be missed. In this situation the aircraft is in the managed lateral and vertical modes; however, the FMGC will not be able to meet the altitude constraint.

Constraint is not being considered by the FMGC. Flight Plan Routes The NAV modes can display the following flight plans. A green line represents the Active Flight Plan. Managed Mode: The course line will be continuous and depict the waypoints in range that are yet to be overflown. When the range selector is set to 160 or 320 NM, only the first waypoint of a SID or the last waypoint of a STAR will be depicted. A continuous blue line depicts the Missed Approach Procedure. A dashed blue line depicts the Alternate Flight Plan until activated. Once activated, the alternate flight plan is displayed in green. If a flight plan offset is entered, the original flight plan course will be a dashed green line and the offset course will be depicted as a continuous green line. Note: When flying an ILS approach the ND course will be depicted as a continuous green line; however, course guidance is being provided by the localizer signal. The FMA must be referenced to determine the active navigation mode. Selected Mode: If HDG is selected (FCU HDG knob pulled) the active flight plan line will be dashed. When the HDG mode active with NAV armed to intercept the FMGC course, the ND will display the new active flight plan as a continuous green line once the FMGC has computed the intercept. The portion of the flight plan before the intercept, that will not be flown will be shown as a dashed line. A continuous white line depicts the Secondary Flight Plan. The ND will continue to display the active flight plan and where common legs occur, the course line will be a continuous green line. A dashed yellow line represents th Temporary Flight Plan.

* KPHL * KPIT

Airports Airports included in flight plan: If the runway is specified in the flight plan (departure or destination) it is represented by the oriented runway symbol in white. If the runway is not specified in the flight plan it is represented by a star and the identification is displayed in white. The magenta star represents the airports that are displayed by pressing the APRTS pb on the EFIS control panel. ILS Marker Beacon (Diamond Shape) Outer marker Middle marker Inner marker ND5

FOR TRAINING PURPOSES ONLY

INDICATION
Navaids The ND can display: TACAN/DME VOR VOR/DME

DESCRIPTION

NBD navaids from the database. The color of the symbols will vary depending on its current status: Green if the navaid is a current waypoint on the flight plan. White if it is the TO waypoint. Blue when the navaid is tuned for display either automatically by the FMGC or manually through the MCDU. Magenta when the navaid is not part of the flight plan and is displayed by selecting the appropriate pb on the EFIS control panel.

Holding Pattern The ND will display the holding pattern circuit when the hold is part of the active or next leg. The holding pattern will be displayed with right or left turns as appropriate. The ND will display an arc representing the holding pattern and the direction of the hold when the hold is not part of the active or next leg.

Energy Circle This symbol indicates the radius corresponding to the required distance to land from present position. This symbol will be centered on the aircraft position and oriented to the current track line and is only displayed in DES and APPR phase when a selected lateral mode is engaged (i.e. heading).

FOR TRAINING PURPOSES ONLY

ND6

Weather Radar Display The weather radar display is depicted on the ND in any mode except PLAN. The selected ND range scale will control the weather radar range. The radar returns will appear in black, green, yellow, red or magenta depending on the precipitation intensity. The antenna tilt angle will be displayed in the lower right-hand corner of the ND and is the angle between the horizon and the radar beam axis. When manual calibration mode is selected, MAN appears in green. If the TERR ON ND is selected on, the ND displays the surrounding terrain from the stored database, and the weather radar display will be suppressed. Failure messages displayed on the ND for weather radar: WXR RT WXR ANT WXR CTL WXR RNG WXR WEAK WXR ATT WXR STAB Radar transceiver failure Radar antenna failure Radar control unit failure Range error Calibration failure Attitude control failure Antenna stabilization failure

The screen will not display a radar image for these failures.

FOR TRAINING PURPOSES ONLY

ND7

Proximate Intruder TA Intruder RA Intruder

TCAS Display The TCAS detection capability is limited to intruders flying within 30 NM horizontally and 9,900' vertically. The ND will display the TCAS intruder information provided the TA/RA mode is selected on the transponder and the ND range is 10, 20 or 40 NM. Only the 8 most threatening intruders are displayed. A TA intruder will be associated with a TRAFFIC-TRAFFIC aural message. A RA intruder will be associated with vertical commands displayed on the PFD and aural messages. The relative altitude of an intruder will be displayed in hundred of feet above or below the respective symbol depending on its position. A vertical speed arrow will appear next to an intruder if its climb or descent exceeds 500 feet/Min. TCAS Mode and range Messages These messages will be displayed in the center of the ND. REDUCE RANGE is displayed when a TA or RA is detected and ND range is above 40 NM. CHANGE MODE is displayed when a TA or RA is detected and ND mode is in PLAN. TCAS Operational Messages The message appears in red in case of an internal TCAS failure. Displayed in amber when controlled by specially equipped ground control stations through transponders link. White when TA is selected by the crew.

TCAS : REDUCE RANGE TCAS : REDUCE RANGE TCAS : CHANGE MODE TCAS : CHANGE MODE

TCAS TA ONLY TA ONLY

FOR TRAINING PURPOSES ONLY

ND8

ND Warnings and Messages

HDG
CHECK HDG

HDG will flash for 9 seconds, then remain steady if heading data fails. The compass rose or arc and associated symbols disappear. Indicates the FWC detects a 5 discrepancy between the Captains and First Officers heading indications. This flag will appear on both NDs with an ECAM caution. This message appears when there is a discrepancy between the selected mode on the EFIS control panel and the mode sent to the onside FMGC, or while the DMC is preparing a new page for display. This message has priority over a Range Change message. Indicates a discrepancy between the range selected on the EFIS control panel and the range sent from the onside FMGC. Displayed if: A mode change or range change message has been displayed for more than 6 seconds. The FMGC has failed. The FMGC has delivered an invalid aircraft position. This message will flash for 9 seconds then remain steady if the localizer data fails. This message will flash for 9 seconds then remain steady if the glide slope data fails.

MODE CHANGE

RANGE CHANGE

MAP NOT AVAIL

LOC G / S VOR VOR1 VOR2 DME1 DME2 CRS XXX OFST R 12

This flag flashes for 9 seconds, then remains steady when the VOR bearing is not valid and in ROSE VOR mode. If a navigation receiver fails, the appropriate flag flashes for 9 seconds, then remains steady.

VOR course has failed. A temporary or offset flight plan has been entered. The offset value is given in NM.

FOR TRAINING PURPOSES ONLY

ND9

PRED W/S

The WINDSHEAR switch on the weather radar panel is set to AUTO, and a Predictive Windshear System fault is detected. This message appears on the ground or when flaps and slats are extended. It is associated with a single chime. The radar image remains available provided the fault does not affect the radar mode. This message is displayed when an ILS or RNAV approach has been selected.

XXX APP

MAP PARTLY DISPLAYED NAV ACCUR UPGRAD NAV ACCUR DOWNGRAD SPECIFIC VOR/D UNAVAIL CHECK VOR 1(2) CHECK ILS 1(2) SET OFFSIDE RNG/MODE GPS PRIMARY GPS PRIMARY LOST

Other Messages

Other Messages

Indicates incomplete data transmission between FMGC (priority criteria) and DMC or if DMC cannot draw the complete MAP. Indicates a change in navigation accuracy. Indicates the tuned navaid is not available. Discrepancy between the tuned FMGC ident and the ident received. If an FMGC fails, this message will be displayed on the affected ND if the EFIS range selected differs from the active ND/FMGC range. This message appears when GPS primary mode is available or has been recovered. The MCDU CLR key can clear this message.

FOR TRAINING PURPOSES ONLY

ND10

ND EGPWS Display

This message appears when GPS PRIMARY mode is not available. It cannot be cleared by pilot action. The ND will display the EGPWS terrain picture provided the ND is not in the PLAN mode: When either TERR ON ND switch is selected on. When an alert is generated and the TERR ON ND pb is not selected, the terrain is automatically displayed and ON illuminates in the TERR ON ND pb. The aircraft height above the terrain is computed using the Captains altimeter setting. The Terrain Awareness Display DOES NOT protect against altimeter setting errors. Likewise, the EGPWS terrain feature uses FMS 1 for position information and will not protect against position errors.
TERR : CHANGE MODE TERR : CHANGE MODE

If the ND is in the PLAN mode, this message is displayed in case of a Terrain Awareness Display (TAD) warning alert. If the ND is in the PLAN mode, this message is displayed in case of a Terrain Awareness Display (TAD) caution alert.

TERR

To differentiate the terrain form the weather display this will replace the weather radar tilt Indication and the display sweeps from the center outward to both sides of the ND. WARNING AND CAUTION MESSAGES This message will flash for 9 seconds, then remain steady until the terrain caution condition no longer exists. This message will flash for 9 seconds, then remain steady until the terrain warning condition no longer exists. Indicates a RANGE error warning. Appears during EGPWS test when the terrain pattern is displayed and there is no failure.

TERR AHEAD

TERR AHEAD

TERR RNG TERR TST

TERRAIN DISPLAY The terrain appears in different colors and densities according to its relative height. The reference altitude is projected downward from the actual aircraft altitude to provide a 30 second advanced display of terrain when descending at more than 1000 FPM. High density red: Terrain is at least 2000 ft. above aircraft altitude. High density yellow: Terrain is between 1000 ft. and 2000 ft. above aircraft altitude. Medium density yellow: Terrain is between -250 ft (gear down) or -500 ft (gear up) to 1000 ft above aircraft altitude. Medium density green: Terrain is between 250 ft. (gear down) or 500 ft. (gear up) to 1000 ft. below aircraft altitude. Light density green: Terrain is between 1000 ft. to 2000 ft. below aircraft altitude. FOR TRAINING PURPOSES ONLY ND11