340 200 180 160 140 120 100 SF

340 200 180 160 140 120 100 SF
SPEED
SPD SEL 150
340
200
180
160
140
ALT
GS
CAT 3 AP 1+2
DUAL 1 FD 2
VERT DISCON AHEAD MDA 211 A/THR
3000
030
129
10
S
F
10
25
1
10
10
120
2440
100
IGLC
109.3
7.0 NM
HDG
LOC
233
22
24
26
28
80
60
50
6
OM
020
TRU
29.95
QNH
30
265
COLUMN 1
COLUMN 2
COLUMN 3
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
SPEED
COLUMN 4
AP, FD and
APPROACH
A/THR
CAPABILITIES ENGAGEMENT
DH or MDA
STATUS
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
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
COLUMN 2
COLUMN 3
COLUMN 4
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
APPROACH
CAPABILITIES
DH or MDA
SPEED
CAT 3
DUAL
VERT DISCON AHEAD MDA 211
ALT *
GS
HDG
LOC
COLUMN 5
AP, FD and
A/THR
ENGAGEMENT
STATUS
AP 1+2
1 FD 2
A/THR
1ST LINE
2ND LINE
3RD LINE
COLUMN 1
AUTOTHRUST OPERATION - FIRST LINE
INDICATION
DESCRIPTION
MAN
TOGA
A/THR is armed. At least one thrust lever is in the TOGA detent.
MAN
FLX 55
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.
MAN
MCT
A/THR is armed. At least one thrust lever is in the MCT/FLX detent, the other being at or
below this detent.
MAN
THR
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.
THR MCT
A/THR is active and the most advanced thrust lever is in the MCT/FLX detent (engine out).
THR CLB
A/THR is active and the most advanced thrust lever is in the CL detent.
THR IDLE
A/THR is active in thrust mode and commands idle thrust.
THR LVR
A/THR is active with both thrust levers below CL detent or the live thrust lever (engine out)
below MCT.
SPEED
MACH
A/THR is active in SPEED/MACH mode.
A. FLOOR
A/THR is active and commands TOGA thrust while ALPHA FLOOR conditions are met.
TOGA LK
A/THR is active and TOGA thrust is locked (ALPHA FLOOR conditions are no longer met).
FOR TRAINING PURPOSES ONLY
FMA2
COLUMN 1
COLUMN 2
COLUMN 3
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
SPEED
COLUMN 4
AP, FD and
APPROACH
A/THR
CAPABILITIES ENGAGEMENT
DH or MDA
STATUS
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
COLUMN 1
AUTOTHRUST OPERATION - THIRD LINE
INDICATION
LVR CLB
(Flashing)
DESCRIPTION
Request to set the thrust levers in CL detent.
LVR MCT
(Flashing)
Request to set the live thrust lever in MCT/ FLX detent (single engine).
LVR ASYM
(2 engines only). One thrust lever is in CL or MCT/FLX detent and the other one is not in this
detent.
THR LK
(Flashing)
NOTE:
After A/THR disconnection (pilot’s 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.
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
COLUMN 2
COLUMN 3
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
SPEED
COLUMN 4
AP, FD and
APPROACH
A/THR
CAPABILITIES ENGAGEMENT
DH or MDA
STATUS
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
COLUMN 2
AP/FD VERTICAL MODES - FIRST LINE
INDICATION
DESCRIPTION
SRS
Takeoff or go around mode is engaged.
CLB
Climb mode is engaged. The FMGS target altitude is higher than the actual altitude. ALT
CSTR are taken into account.
OP CLB
ALT *
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 CST *
ALT CAPTURE is engaged; ALT CST* green in case of ALT CSTR capture (vertical profile).
ALT
ALTITUDE HOLD mode is engaged; ALT is green when the FCU selected altitude is held.
ALT CST
ALTITUDE HOLD mode is engaged; ALT CST is green when an ALT CSTR is held (vertical
profile).
ALT CRZ
ALT mode is engaged and CRZ FL is held.
DES
OP DES
G/S *
G/S
V/S
_ xxxx
+
_ xx
FPA +
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
COLUMN 2
COLUMN 3
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
SPEED
COLUMN 4
AP, FD and
APPROACH
A/THR
CAPABILITIES ENGAGEMENT
DH or MDA
STATUS
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
COLUMN 2
INDICATION
AP/FD VERTICAL MODES - SECOND LINE
DESCRIPTION
CLB
Climb mode is armed.
ALT
Altitude mode is armed when the target altitude is the FCU selected altitude.
ALT
Altitude mode is armed when the target altitude is an altitude constraint.
DES
Descent mode is armed for the descent phase.
G/S
Glide scope mode is armed.
FINAL
Final descent mode is armed.
ALT G/S
ALT and G/S modes are armed.
ALT G/S
ALT CSTR and G/S modes are armed.
ALT FINAL
ALT and FINAL modes are armed.
ALT FINAL
ALT CSTR and FINAL modes are armed.
DES G/S
DES FINAL
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
COLUMN 2
COLUMN 3
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
SPEED
COLUMN 4
AP, FD and
APPROACH
A/THR
CAPABILITIES ENGAGEMENT
DH or MDA
STATUS
HDG
LOC
CAT 3
DUAL
VERT DISCON AHEAD MDA 211
ALT *
GS
COLUMN 5
AP 1+2
1 FD 2
A/THR
1ST LINE
2ND LINE
3RD LINE
COLUMN 3
AP/FD LATERAL MODES - FIRST LINE
INDICATION
RWY
RWY TRK
DESCRIPTION
RWY mode is engaged.
RWY mode is engaged once airborne at or above 30 feet RA.
HEADING mode is engaged.
HDG
TRACK
NAV
TRACK mode is engaged.
NAV mode is engaged to guide the aircraft along the FM lateral F-PLN.
LOC *
LOC capture mode is engaged.
LOC track mode is engaged.
LOC
APP NAV
NAV mode is engaged during a NON ILS approach.
GA TRK
GO AROUND track mode is engaged.
AP/FD LATERAL MODES - SECOND LINE
NAV
NAV mode is armed.
LOC
LOC mode is armed.
APP NAV
NAV mode is armed for a NON ILS approach.
COLUMNS 2 and 3
AP/FD COMMON MODES
These modes cover both the vertical and lateral AP/FD mode columns (columns 2 & 3)
LAND
Land mode is engaged below 400 feet RA.
FLARE
Flare mode is engaged.
ROLL OUT
Roll out mode is engaged.
FINAL APP
APP NAV and FINAL APP modes are engaged during an RNAV approach.
FOR TRAINING PURPOSES ONLY
FMA6
COLUMN 1
COLUMN 2
COLUMN 3
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
SPEED
COLUMN 4
AP, FD and
APPROACH
A/THR
CAPABILITIES ENGAGEMENT
DH or MDA
STATUS
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
COLUMN 4
APPROACH CAPABILITIES - FIRST LINE
INDICATION
DESCRIPTION
CAT 1
CAT 1 capability available.
CAT 2
CAT 2 capability available.
CAT 3
CAT 3 capability available.
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
COLUMN 2
COLUMN 3
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
SPEED
COLUMN 4
AP, FD and
APPROACH
A/THR
CAPABILITIES ENGAGEMENT
DH or MDA
STATUS
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
COLUMN 5
AP/FD A/THR ENGAGEMENT STATUS - FIRST LINE
INDICATION
AP 1+2
DESCRIPTION
Autopilots 1 and 2 are engaged.
• The LOC/GS, Roll-out or Go-around mode must be armed or engaged.
AP 1
Autopilot 1 is engaged.
AP 2
Autopilot 2 is engaged.
AP/FD A/THR ENGAGEMENT STATUS - SECOND LINE
X FD Y
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
AP/FD A/THR ENGAGEMENT STATUS - THIRD LINE
A/THR
A/THR
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.
FOR TRAINING PURPOSES ONLY
FMA8
COLUMN 1
COLUMN 2
COLUMN 3
COLUMN 4
AUTOTHRUST
OPERATION
AP/FD
VERTICAL
MODES
AP/FD
LATERAL
MODES
APPROACH
CAPABILITIES
DH or MDA
SPEED
CAT 3
DUAL
VERT DISCON AHEAD MDA 211
ALT *
GS
HDG
LOC
COLUMN 5
AP, FD and
A/THR
ENGAGEMENT
STATUS
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
DESCRIPTION
MAN PITCH TRIM ONLY
Displayed with the loss of the L+R elevators and indicates Mechanical Backup.
USE MAN PITCH TRIM
Flight Controls are in direct law.
CHECK APP SEL
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.
SET MANAGED SPD
The SPEED target is selected but a preselected SPEED does not exist for the
next flight phase.
SET GREEN DOT SPD
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,
• ³ Green Dot + 10 kt except in ALT * or ALT mode.
SET HOLD SPD
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.
DECELERATE
This message is displayed if the thrust is not reduced when passing the top of
descent and the aircraft is above the descent profile.
MORE DRAG
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.
VERT DISCON AHEAD
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.
FOR TRAINING PURPOSES ONLY
FMA9
FMA Annunciations
Initial
Initial Indication
CLB
1FD2
Takeoff
MAN
FLX 49
SRS
CLB
RWY
1FD2
A/THR
SPEED SEL: 204
MAN
FLX 49
SRS
CLB
RWY TK
SRS
CLB
SPEED SEL: 204
FOR TRAINING PURPOSES ONLY
AP1
1FD2
A/THR
SPEED SEL: 204
MAN
FLX 49
At Takeoff Thrust
HDG
AP1
1FD2
A/THR
At 100’ AGL
(RWY TRK at 30’ AFE)
At HDG Select
(400’ AGL)
FMA10
Selected Lateral Mode Climb
MAN
FLX 49
SRS
CLB
HDG
OP CLB
ALT
HDG
ALT *
HDG
1FD2
A/THR
LVR CLB
THR CLB
SPEED
AP1
AP1
1FD2
A/THR
AP1
At Thrust Reduction Altitude
(1000’ AFE); A/THR armed
Selected vertical mode; FCU
ALT armed; A/THR engaged
Altitude capture engaged
1FD2
A/THR
SPEED
ALT
HDG
AP1
Altitude hold engaged
1FD2
A/THR
FOR TRAINING PURPOSES ONLY
FMA11
Managed Lateral Mode Climb
MAN
FLX 49
SRS
CLB
NAV
OP CLB
ALT
NAV
THR CLB
CLB
ALT
NAV
THR CLB
CLB
ALT
NAV
SPEED
ALT CST*
CLB
NAV
SPEED
ALT CST
CLB
NAV
FOR TRAINING PURPOSES ONLY
At Thrust Reduction Altitude
(1000’ AGL)
1FD2
A/THR
LVR CLB
THR CLB
AP1
AP1
1FD2
A/THR
AP1
Selected vertical mode; FCU
ALT armed; A/THR engaged
Managed vertical mode; FCU
ALT armed
1FD2
A/THR
AP1
1FD2
A/THR
AP1
1FD2
A/THR
AP1
1FD2
A/THR
Managed vertical mode; FMGC
ALT constraint armed
ALT CST capture engaged;
CLB to FCU ALT armed
ALT CST hold engaged; CLB to
FCU ALT armed
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
AP1
DH 100
SPEED
ALT*
HDG
SPEED
ALT
HDG
FCU ALT capture engaged
1FD2
A/THR
AP1
DH 100
FOR TRAINING PURPOSES ONLY
1FD2
A/THR
AP1
DH 100
OP DES selected; FCU ALT
armed; DH displayed
FCU ALT hold engaged
1FD2
A/THR
FMA13
Managed Lateral Mode Descent
THR IDLE
OP DES
ALT
NAV
AP1
DH 100
THR IDLE
DES
ALT
NAV
AP1
DH 100
SPEED
ALT CST*
DES
NAV
ALT CST
DES
NAV
VS -1000
ALT
HDG
1FD2
A/THR
AP1
DH 100
FOR TRAINING PURPOSES ONLY
1FD2
A/THR
AP1
DH 100
SPEED
1FD2
A/THR
AP1
DH 100
SPEED
1FD2
A/THR
1FD2
A/THR
OP DES selected; FCU ALT
armed; DH displayed
Managed vertical mode; FMGC
altitude constraint armed
ALT CST capture engaged;
DES to FCU ALT armed
ALT CST hold engaged; DES
to FCU ALT armed
Mode reversion at F-PLN
DISCONTINUITY (DES to V/S
& NAV to HDG) FCU ALT
armed
FMA14
ILS Approach
SPEED
ALT
HDG
LOC
AP1
DH 100
SPEED
ALT
G/S
HDG
LOC
CAT 3
SINGLE
DH 100
SPEED
ALT
G/S
HDG
LOC
CAT 3
DUAL
DH 100
SPEED
ALT
G/S
LOC*
CAT 3
DUAL
DH 100
SPEED
G/S
LOC
CAT 3
DUAL
DH 100
SPEED
LAND
CAT 3
DUAL
DH 100
FOR TRAINING PURPOSES ONLY
LOC pb selected; LOC armed
1FD2
A/THR
AP1
1FD2
A/THR
AP 1+2
APPR pb selected; G/S &
LOC armed
Second A/P pb selected
1FD2
A/THR
AP 1+2
LOC capture engaged
1FD2
A/THR
AP 1+2
LOC & G/S engaged
1FD2
A/THR
AP 1+2
1FD2
A/THR
At 400’ AGL
FMA15
RNAV Approach
SPEED
ALT
FINAL
NAV
APP NAV
AP 1
MDA 1150
SPEED
ALT
FINAL
APP NAV
SPEED
FINAL APP
Inbound course captured
1FD2
A/THR
AP 1
MDA 1150
FOR TRAINING PURPOSES ONLY
1FD2
A/THR
AP 1
MDA 1150
APPR pb selected
Glidepath captured
1FD2
A/THR
FMA16
Go Around
MAN
TOGA
SRS
CLB
GA TRK
MAN
TOGA
SRS
CLB
NAV
MAN
TOGA
CLB
ALT
NAV
ALT *
NAV
TOGA thrust; A/THR armed
1FD2
A/THR
AP 1
1FD2
A/THR
AP 1
1FD2
A/THR
LVR CLB
SPEED
AP 1
AP 1
Managed lateral mode
engaged to fly published
missed approach
At thrust reduction altitude
(1500’ AGL)
FCU ALT capture engaged
1FD2
A/THR
SPEED
ALT
NAV
AP 1
FCU ALT hold engaged
1FD2
A/THR
FOR TRAINING PURPOSES ONLY
FMA17
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
ROSE VOR
ILS APP
ILS APP
ILS2 109.3
GS 138 TAS 145
CRS 265
I
I
I
I
24
I
I
I
I
I
I
27
I I
I
CRS 220
210/45
IGLC
I
I
I
I
I
30
2
1
21
140/07
VOR 1 112.8
GS 483 TAS 451
I
I
I
I
I
27
I I
I
OOD
I
I
I
I
I
3
0
I
I
I
I
I
I
I
I
I
I
I
I
I
18
I
I
I
18
33
I
33
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
24
I
I
I
I
I
I
I
I
I
I
I
3
I
I
6
I
I
I
I
I
I
9
I I
I
I
I
I
I
I
I
I
1
2
I
I
OOD M
I
I
I
I
I
I
3
VOR 1
I
I
I
15
I
I
I
40
I
I
I
I
I
I
15
I
20
I
I
6
I
I
I
I
I
I
9
I I
I
I
I
I
I
I
12
3' 45"
VOR 2
DOO
- - -
22 NM
ILS APP
ILS APP
260º
VESTI
GS 257 TAS 288
2
1
I
I
I
I
I
I
I
I
27
I I
I
VESTI
GS 257 TAS 286
37 NM
120/25
I
NM
ARC NAV-Wx Radar
ROSE NAV
24
I
0
I
I
10
I
0
I
I
I
I
I
I
I
I
I
I
5
23 33
I
I
FESTI
I
I
I
260º
37 NM
120/25
23 34
3
0
24
23
I
25
27
26
FESTI
28
29
30
I
I
I
I
I
I
D
I
I
I
33
I
I
I
18
I
I
I
I
I
I
40
I
I
I L
I
0
I
I
I
20
I
I
I
I
15
I
I
20
I
I
I
I
40
I
3
CYN
9.9R
TILT
TILT
-3.00
-3.00
I
I
I
I
6
I
I
I
I
I
I
9
I I
I
I
I
I
I
I
1
2
PLAN
ILS APP
VESTI
GS 257 TAS 288
260º
37 NM
120/25
23 33
N
RBV
E
W
D
GXV
FESTI
GLOW
20
40
S
FOR TRAINING PURPOSES ONLY
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 Captain’s
or First Officer’s 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
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.
.2R
TRU
24
DESCRIPTION
27
30
Aircraft Heading
• The yellow line displays the aircraft’s 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.
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 Captain’s of First Officer’s 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
DESCRIPTION
INDICATION
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.
•
* KPHL
* KPIT
A dashed yellow line represents th Temporary Flight Plan.
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
FOR TRAINING PURPOSES ONLY
ND5
INDICATION
DESCRIPTION
Navaids
The ND can display:
•
TACAN/DME
•
VOR
•
VOR/DME
•
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
FOR TRAINING PURPOSES ONLY
}
The screen will not display a radar image for
these failures.
ND7
Proximate
Intruder
TA Intruder
RA Intruder
TCAS : REDUCE RANGE
TCAS : REDUCE RANGE
TCAS : CHANGE MODE
TCAS : CHANGE MODE
TCAS
TA ONLY
TA ONLY
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.
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 Captain’s and First Officer’s
heading indications. This flag will appear on both NDs with an ECAM caution.
MODE CHANGE
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.
RANGE CHANGE
Indicates a discrepancy between the range selected on the EFIS control panel and the range
sent from the onside FMGC.
MAP NOT AVAIL
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.
LOC
G
/
S
VOR
VOR1
VOR2
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.
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.
DME1
DME2
CRS XXX
OFST R 12
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.
XXX APP
This message is displayed when an ILS or RNAV approach has been selected.
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 Captain’s 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.
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.
TERR
TERR AHEAD
WARNING AND CAUTION MESSAGES
• This message will flash for 9 seconds, then remain steady until the terrain caution
condition no longer exists.
TERR AHEAD
•
This message will flash for 9 seconds, then remain steady until the terrain warning
condition no longer exists.
TERR RNG
•
Indicates a RANGE error warning.
TERR TST
•
Appears during EGPWS test when the terrain pattern is displayed and there is no failure.
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
SPD SEL 145
220
120
200
180
S
160
F
140
1
PFD AIRSPEED INDICATIONS
340
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.
320
120
300
280
260
240
100
250
.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 aircraft’s
predicted speed in 10 seconds if the current acceleration or deceleration rate remains
constant.
320
340
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.
300
280
260
240
140
250
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.
220
200
180
140
320
Mach Number
The current Mach number is displayed below the airspeed scale when it is greater than .50.
300
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.
320
300
280
260
Takeoff V Speeds
145
100 131
SPD SEL
160
160
140
80
140
60
120
120
40
100
100
1
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.
180
160
140
120
S
F
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.
240
220
200
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.
180
220
200
180
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.
160
FOR TRAINING PURPOSES ONLY
PFD2
INDICATION
140
120
100
DESCRIPTION
140
VLS
120
PROT
100
VLS
VSW
MAX
Normal Law
340
320
Other Than
Normal Law
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.
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.
300
FOR TRAINING PURPOSES ONLY
PFD3
PFD Heading Indications
TRU
233
22
INDICATION
233
24
28
30
265
DESCRIPTION
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.
26
26
26
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).
26
19
24
10
265
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
30
80
25
3000
30
10
80
25
60
40
80
05
60
40
6
40
6
6
20
20
00
29.95
29.95
29.95
QNH
QNH
QNH
INDICATION
60
DESCRIPTION
Altitude Indication
80
80
80
25 60
40
NORMAL
25 60
25 60
DEVIATION
BELOW MDA
3000
40
Target and Selected Altitude
3000
30
30
80
80
25 60
25 60
40
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.
40
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.
Barometric Altimeter Reference
6
STD
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
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.
80
25 60
02
DESCRIPTION
60
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.
40
4
00
29.95
QNH
65
6
6
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.
T 6
C
A
S
FOR TRAINING PURPOSES ONLY
PFD6
PFD Attitude Indications
10
10
10
10
2440
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.
30
30
20
20
10
10
FOR TRAINING PURPOSES ONLY
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 x’s will replace these symbols if the
aircraft is in other than Normal Law.
PFD7
INDICATION
10
10
10
10
10
10
10
10
10
10
10
10
10
10
2440
10
10
DESCRIPTION
Roll Control Protection Symbols
The display shows these symbols in green at ± 67° bank. Amber x’s 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 ß 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.
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.
DH
20
FOR TRAINING PURPOSES ONLY
PFD8
PFD Approch Guidance
PFD ILS Indications
80
25
60
50
10
2440
6
OM
IGLC
109.3
7.0 NM
INDICATION
IGLC
109.3
7.0 NM
OM
MM
AWY
ILS
22
24
26
28
30
265
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.
FOR TRAINING PURPOSES ONLY
PFD9
3100
V DEV
30
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.
80
25
60
40
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 pilot’s and first
officer’s sidestick orders.
Max Sidestick Deflection
Indicated by the four white corners
and is displayed after the first
engine start
FOR TRAINING PURPOSES ONLY
X
10
10
X
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.
PFD10
PFD Flags and Messages
SPD SEL
ALT SEL
C
SI
V1
INOP
H A
CHECK ATT
E L
FD
C T
G
K
/
SPD
WIND
W/S AHEAD
ALT
ATT
SHEAR
V
FPV
V
S
/
S
/
D
E
SPD
DH
LIM
RA
MACH
V
LOC
ILS 1
HDG
DME 1
CHECK HDG
INDICATION
DESCRIPTION
SPD
SEL
Indicates failure of selected speed information
V1
INOP
Indicates V1 signal is not valid.
SPD
SPD replaces the speed scale when speed information has failed.
WIND
SHEAR
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
SPD LIM appears when both FACs are inoperative. VLS, S, F, Green Dot, Vtrend, Vmax, VFE next,
Vsw information is lost.
MACH
Indicates MACH data has failed.
ILS 1
An ILS frequency is not available or the LOC and G/S have both failed. The number following
ILS will be 1 on the Captain’s PFD and 2 on the First Officer’s PFD.
DME 1
DME is not available. The number following DME will be 1 on the Captain’s PFD and 2 on
the First Officer’s PFD.
SI
If the sideslip information is lost, the index disappears and a red SI flag appears.
FOR TRAINING PURPOSES ONLY
PFD11
CHECK ATT
W/S AHEAD
W/S AHEAD
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.
ATT
The PFD has lost all attitude information. The attitude sphere will disappear.
FPV
In TRK FPA mode, the drift angle or flight path angle is not valid.
DH
The aircraft has reached the selected DH.
RA
Both radio altimeters have failed. The RA flag appears in place of the radio altitude value.
LOC
The localizer receiver has failed. The LOC flag will be displayed on the LOC deviation scale.
HDG
The heading information has failed. The HDG flag replaced the heading scale.
CHECK HDG
ALT SEL
C
H A
E L
C T
K
G/S
V/DEV
There is a discrepancy of 5° between the Captain’s and First Officer’s 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.
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.
ALT
The altitude information has failed. The ALT flag replaces the altitude scale.
V/S
The vertical speed information has failed. The V/S flag replaces the vertical speed scale.
FD
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
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
Flight Mode Annunciator
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
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
Auto flight
Status
AP 1
AP 2
AP 1+2
1FD2
1FD
FD2
1FD1
2FD2
2FD
FD1
A/THR
A I R B U S
A 3 2 0 / 3 1 9
S T U D Y
G U I D E
Auto Thrust Modes
4 / 0 0
TOGA
The auto thrust is armed, with the most forward thrust lever in the
TOGA detent
FLEX 42
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.
MCT
Single Engine: The auto thrust is armed, with the most forward thrust
lever in the MCT detent.
CLB
IDLE
SPEED / MACH
ASYM
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.
A. FLOOR
While in Alpha Floor conditions, the A/THR is engaged and TOGA
thrust is commanded regardless of thrust lever position.
TOGA LK
TOGA Lock is engaged following an Alpha Floor engagement.
A/THR must be disconnected and rearmed to regain A/THR control
THR LK
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.
MAN TOGA
The auto thrust is armed, with the most forward thrust lever in the
TOGA detent
MAN FLEX 30
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.
MAN MCT
MAN THR
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.
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
THR MCT
S T U D Y
G U I D E
4 / 0 0
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
THR LVR
THR IDLE
LVR CLB
LVR MCT
LVR ASYM
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.
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
Vertical Modes
SRS
ALT*
ALT
ALT CRZ
ALT CST (*)
CLB
DES
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
Aircrew Training Solutions
4 / 0 0
A I R B U S
A 3 2 0 / 3 1 9
S T U D Y
G U I D E
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.
EXP CLB
A climb at Green Dot will be flown. Disengaged by selecting another
vertical mode.
EXP DES
G/S (*)
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.
FINAL
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.
V/S ± XXXX
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.
FPA ± X.X
Note: The FPA is relative to the aircraft and not a fixed point on the
ground.
Lateral Modes
RWY
RWY TRK
GA TRK
HDG / TRK
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.
Aircrew Training Solutions
4 / 0 0
A I R B U S
A 3 2 0 / 3 1 9
NAV
APP NAV
LOC
S T U D Y
G U I D E
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.
FLARE
At approximately 40’ RA LAND is replaced by FLARE.
(30’ for an Autoland)
ROLL OUT
Lateral guidance is provided for tracking the LOC along the runway.
FINAL APP
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.
Approach Capability
CAT 1
CAT I Approaches may be flown.
Autoland not available
CAT 2
CAT I Autoland approaches may be flown to CAT II/III runways
CAT 3 Single
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 3 Dual
CAT III Autoland approaches may be flown to CAT III runways
“Fail operational”
MDA XXXX
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.
DH XXX
Radio Altimeter for CAT II and CAT III approach has been entered in
the PERF page of the MCDU.
Aircrew Training Solutions
4 / 0 0
A I R B U S
A 3 2 0 / 3 1 9
Speed Tape
S T U D Y
G U I D E
Aircrew Training Solutions
4 / 0 0
A I R B U S
A 3 2 0 / 3 1 9
S T U D Y
G U I D E
Aircrew Training Solutions
4 / 0 0
A I R B U S
A 3 2 0 / 3 1 9
S T U D Y
ND Symbols
G U I D E
Aircrew Training Solutions
4 / 0 0
A I R B U S
A 3 2 0 / 3 1 9
S T U D Y
G U I D E
Aircrew Training Solutions
4 / 0 0
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