Navigation/Auto Flight

A fault is detected in air data reference

ADIRU 1 supplies data to PFD1, ND1 and DDRMI. ADIRU 2 supplies data to PFD2, ND2

Automatic tuning, manual tuning, backup tuning

RMP1 controls VOR, ILS DME and ADF receivers 1 RMP2 controls VOR, ILS DME and ADF receivers 2

During the alignment phase in case of IRS alignment fault

2 FMGS – 2 MCDU – 2 FAC – 1 FCU control panel

The MCDU "BRT" knob is dimmed

A/C Status page

Make a second "present position" entry

Single FMGC operation and the two EFIS control panels aren’t set at the same range and mode

Fuel prediction page

Turn HDG knob, set 233° pull HDG knob when ATC clears you to turn to 233°

Disengages by setting a new FCU altitude

FMGC computes and sends steering orders for navigation purposes. The pilot flies through the sidestick. Speed is adjusted in the FCU window

Activate IMM EXIT prompt

Both (DME, VOR or ILS systems) and (3 ADIRS)

An IRS cannot be up-dated during A/C motion

Press again the EXPD PB to cancel this mode

HDG and V/S

After APPR pb switch is pressed and illuminates

Yes

Alpha floor function operates

False

Localizer capture (LOC*)

No

30 KT - 10 KT - 20 KT

Autopilot disengaged

When A/THR pb is pressed on the FCU

When the aural warning announces "RETARD!"

Approaching on an ILS with no G/S

Landing capability down grading warning

The A/C has been on groun for 30 seconds following the landing

Only FMGC 1 is available (NAV function only)

2 IRS failure or 2 ADRs failures

A/C angle attack

FAC only

YAW damper 1 has priority, YAW damper actuator 2 is slaved

On ground, at computer power up

Rudder trim 1 controls its motor, rudder trim 2 is in standby

Flight management and flight guidance

A Rudder Trim

It can be manually reset and the safety tests are not performed

FMGC and FAC

FMGC1 is master

A rudder pedal deflection less than 10° out of trim

Via FMGC 1 and FMGC 2

Autopilot, Flight director, Auto-thrust

FM part of the FMGC

Automatically at system power up

The FAC

FMGCs operate according to master/slave principle

Selection of FG function modes

Ailerons, spoilers and rudder

Depends on the AP longitudinal mode

A/THR automatically engages and controls the engine with TO/GA thrust.

At any time

An AP yaw order computed by the FMGC, via the FAC

ALT in cyan indicates that ALT mode is armed

Is frozen at the existing thrust

A/THR automatically engages but is not active

DMC 1, DMC 2 and DMC 3

All pilot probes and static ports

The captain's TAT sensor

The FCU

Angle of Attack (AOA) and Total Air Temperature (TAT)

The MCDU

Set ATT HDG and AIR DATA selectors to F/O 3

The captain's PFD and ND

Bearing pointer only

Deviation bar, selected course, G/S and LOC scales

The bearing pointer goes out of view and station ID may be replaced by frequency

The VOR information flashes and the course pointer disappears

Dashes and the light is illuminated: managed speed such as V2 or memorized VAPP are automatically used by the FMGS

NAV, APPR, LOC, RWY, RWY TRK, GA TRK

400 feet

Is performed automatically at the engagement of the takeoff mode

By the altitude manually selected on the FCU

Automatically with the DMEs through the auto tuning function

The VOR bearing and the course pointer disappear

By the DMEs through the autotuning function

When an IR fault has occurred, however attitude and heading information may be recovered in ATT mode

Two

True

When a tracked aircraft enters the caution area, 40 sec from the collision area

In all ND modes except PLAN

All options

Selected and managed

MDA

200

V2 + 10 knots / Highest of V2 or current speed (Maximum V2 + 15 knots)

FCU

Two Flight Management Guidance Computers (FMGC) and Two Multipurpose Control and Display Units (MCDU) and One Flight Control Unit (FCU) and Two Flight Augmentation Computers (FAC)

Dual mode

Two independent receivers

2500 feet

1500 ft RA

At least 2 seconds

2700 feet above / 2700 feet below the aircraft