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INTRODUCTION
There is a direct relationship between aircraft pitch control, and engine thrust control.
This relationship is designed to manage the aircrafts energy.
If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):
Therefore, any change in the AP/FD pitch mode is associated with a change in the A/THR mode.
Note:
For this reason, the FMA displays the A/THR mode and the AP/FD
vertical mode columns next to each other.
In climb, when the flight crew selects a climb mode, they usually define an altitude target,
and expect the aircraft to capture and track this altitude.
Therefore, when the flight crew selects a climb mode,
the next logical mode is automatically armed.
For example:
Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL.
When the capture or tracking conditions occur, the mode will change sequentially.
These logical mode changes occur, when the modes are armed.
They appear in blue on the FMA.
MODE REVERSIONS
GENERAL
Mode reversions are automatic mode changes that unexpectedly occur, but are designed to
ensure coherent AP, FD, and A/THR operations, in conjunction with flight crew input
(or when entering a F-PLN discontinuity).
FLIGHT CREW CHANGE OF FCU ALT TARGET ACTIVE VERTICAL MODE NOT POSSIBLE
This reversion is due to the integration of the AP, FD, and A/THR with the FMS.
When the flight crew defines a F-PLN, the FMS considers this F-PLN
as a whole (lateral + vertical).
Therefore, the AP will guide the aircraft along the entire F-PLN:
Along the LAT F-PLN (NAV APP NAV modes)
Along the VERT F-PLN (CLB DES FINAL modes).
Vertical managed modes can only be used, if the lateral managed NAV mode is used.
If the flight crew decides to divert from the lateral F-PLN,
the autopilot will no longer guide the aircraft along the vertical F-PLN.
Therefore, in climb:
In descent:
If the flight crew does not follow the FD pitch orders, an A/THR mode reversion occurs.
This reversion is effective, when the A/THR is in THRUST MODE (THR IDLE, THR CLB),
and the aircraft reaches the limits of the speed envelope (VLS, VMAX):
INTRODUCTION
There is a direct relationship between aircraft pitch control, and engine thrust control.
This relationship is designed to manage the aircrafts energy.
If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):
Therefore, any change in the AP/FD pitch mode is associated with a change in the A/THR mode.
Note:
For this reason, the FMA displays the A/THR mode and the AP/FD vertical mode
columns next to each other.
In climb, when the flight crew selects a climb mode, they usually define an altitude target,
and expect the aircraft to capture and track this altitude.
Therefore, when the flight crew selects a climb mode, the next logical mode is automatically armed.
For example:
Typically, the flight crew may arm NAV, LOC-G/S and F-LOC-F-G/S.
When the capture or tracking conditions occur, the mode will change sequentially.
These logical mode changes occur, when the modes are armed. They appear in blue on the FMA
MODE REVERSIONS
GENERAL
Mode reversions are automatic mode changes that unexpectedly occur, but are designed to
ensure coherent AP, FD, and A/THR operations, in conjunction with flight crew input
(or when entering a F-PLN discontinuity).
Due to the unexpected nature of their occurrence, the FMA should be closely-monitored for
mode reversions.
FLIGHT CREW CHANGE OF FCU ALT TARGET ACTIVE VERTICAL MODE NOT POSSIBLE
This reversion is due to the integration of the AP, FD, and A/THR with the FMS.
When the flight crew defines a F-PLN, the FMS considers this F-PLN as
a whole (lateral + vertical).
Therefore, the AP will guide the aircraft along the entire F-PLN:
Vertical managed modes can only be used, if the lateral managed NAV mode is used.
If the flight crew decides to divert from the lateral F-PLN,
the autopilot will no longer guide the aircraft along the vertical F-PLN.
Therefore, in climb:
In descent:
If the flight crew does not follow the FD pitch orders, an A/THR mode reversion occurs.
This reversion is effective, when the A/THR is in THRUST MODE (THR IDLE, THR CLB),
and the aircraft reaches the limits of the speed envelope (VLS, VMAX):
A/THR in SPEED mode automatically readjusts thrust to regain the target speed. The FD bars
will disappear, because they are not being followed by the PF.
TRIPLE CLICK
The PFD FMA highlights a mode change or reversion with a white box around the new mode,
and the pulsing of its associated FD bar.
The reversions, described in the previous paragraph, are also emphasized via the triple click aural
alert.
Note:
The triple click also appears in the following, less usual, cases:
SRS CLB (OPCLB) reversion: If, the flight crew selects a speed on the FCU
The V/S selection is "refused" during ALT *:
The flight crew pulls the V/S knob, while in ALT*
The V/S target is not followed, because the selected target is too high,
and leads to VMIN/VMAX.