A330

TECHNICAL TRAINING MANUAL

T1+T2 Mechanical and Avionics A330 RR TRENT 700
22-AUTO FLIGHT
This document must be used for training purposes only.

Under no circumstances should this document be used as a reference.

It will not be updated.

All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.

AIRBUS Environmental Recommendation.

Please consider your environmental responsability before printing this document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

Flight Envelope General Description........................................2

Flight Envelope Protection D/O................................................4
Flight Guidance General Description.....................................12
Flight Guidance Autothrust D/O.............................................26
Flight Guidance Priority Logic D/O.........................................36
Auto Flight System Operation, Control and Indicating...........38
Flight Planning D/O................................................................40
Power Interruptions and Power Up Tests D/O.......................44
Auto Flight System Component location................................52
Auto Flight System Line Maintenance....................................60

TABLE OF CONTENTS Page 1

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT ENVELOPE GENERAL DESCRIPTION

GENERAL
In addition to the acquisition of the aircraft parameters used by the Auto
Flight System (AFS), the Flight Envelope (FE) function basically consists
of the speed envelope computation and the detection of abnormal flight
conditions.

FM22DB000000001_005 - Flight Envelope General Description Page 2

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

GENERAL

FM22DB000000001_005 - Flight Envelope General Description Page 3

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT ENVELOPE PROTECTION D/O

GENERAL
The Flight Envelope (FE) part detects A/C configurations outside the
normal flight envelope such as windshear conditions and aft Center of
Gravity (CG) out of tolerated limit. The FE part also acquires and
transmits the alphafloor signal from the Flight Control Primary Computers
(FCPCs) to the Flight Guidance (FG) part.
FE processing is autonomous. A single detection by one of the two Flight
Management Guidance and Envelope Computers (FMGECs) is enough
to activate one of these three functions.
The FE function computes the limit and manoeuvering speeds which are
displayed on the speed scale of the Primary Flight Display (PFD).

DETECTION AVAILABILITY
Windshear detection, aft CG detection or alphafloor detection depend on
flight conditions. Windshear detection is available during 30 seconds
after take-off under 250 feet Radio Altimeter (RA) and from 1300 feet
RA to 50 feet RA in approach. It is inhibited in clean configuration. AFT
CG detection is available in clean configuration and above 20,000 feet.
Alphafloor acquisition is available from take-off to a radio altitude of
100 feet before landing.

FM22D1000000002_006 - Flight Envelope Protection D/O Page 4

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

GENERAL & DETECTION AVAILABILITY

FM22D1000000002_006 - Flight Envelope Protection D/O Page 5

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT ENVELOPE PROTECTION D/O

WINDSHEAR DETECTION
If windshear is detected, the FE function computes a windshear warning.
A visual indication is given on the PFD and an aural warning can be
heard from the cockpit loudspeakers. This signal computation is based
on an algorithm taking into account longitudinal shears, vertical
acceleration, wind components given by the Air Data and Inertial
Reference Unit (ADIRU) and slat/flap position given by the Slat Flap
Control Computer (SFCC).
WINDSHEAR WARNING
The warning is triggered depending on the shear intensity and a
minimal safe A/C energy (according to speed and flight path).

NOTE: Note that if both RAs have failed, the windshear warning is
not available. This warning loss is displayed on the ECAM
status page.

FM22D1000000002_006 - Flight Envelope Protection D/O Page 6

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

WINDSHEAR DETECTION - WINDSHEAR WARNING

FM22D1000000002_006 - Flight Envelope Protection D/O Page 7

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT ENVELOPE PROTECTION D/O

AFT CENTER OF GRAVITY DETECTION
In order to improve A/C performance, the Fuel Control and Monitoring
Computer (FCMC) controls the CG position by transferring fuel forward.
The FE function monitors the non-overshoot of the aft CG limits by a
computation fully independent of the FCMC.
AFT CG OVERSHOOT
If the FE CG is greater than the aft CG caution limit, the information
is transmitted to the FCMC which stops fuel transfer during a time
limit.
AFT CG WARNING
The FE function provides the Flight Warning Computers (FWCs)
with a CG monitoring availability signal. If the CG is greater than the
limit CG, the FE function sends an aft CG warning signal followed
by an ECAM message to the FWCs.
Aft CG warning and caution are computed with CG and weight
estimations made by the FE part, mainly by using THS deflection.

FM22D1000000002_006 - Flight Envelope Protection D/O Page 8

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

AFT CENTER OF GRAVITY DETECTION - AFT CG OVERSHOOT & AFT CG WARNING

FM22D1000000002_006 - Flight Envelope Protection D/O Page 9

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT ENVELOPE PROTECTION D/O

ALPHAFLOOR ACQUISITION
The FE part only acquires the Alphafloor detection/activation signal
coming from the FCPC. This creates the Alphafloor condition. The FE
part is involved as a letter box between the FCPCs and the FG part. The
alphafloor condition is used by the FG part and the opposite FMGEC.
ALPHAFLOOR PROTECTION OF THE AUTOTHRUST
The alphafloor protection of the autothrust function is active when
the detection is performed by at least one of the three FCPCs. The
Alphafloor acquisition function has full authority on the autothrust
via the FG part. It forces the autothrust to Take-Off/Go-Around
(TO/GA) thrust even if the autothrust was not previously engaged.
ALPHAFLOOR WARNING MESSAGES
Warning messages are displayed on the PFD and on the EWD.
The FE function provides the Display Management Computers
(DMCs) via the Flight Control Unit (FCU) with a Flight Mode
Annunciator (FMA) amber message A. FLOOR in the autothrust zone
and an EWD amber message A FLOOR at the top left of the screen.

FM22D1000000002_006 - Flight Envelope Protection D/O Page 10

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

ALPHAFLOOR ACQUISITION - ALPHAFLOOR PROTECTION OF THE AUTOTHRUST & ALPHAFLOOR WARNING MESSAGES

FM22D1000000002_006 - Flight Envelope Protection D/O Page 11

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE GENERAL DESCRIPTION

GENERAL
The Flight Guidance (FG) functional portion of the Flight Management
Envelope and Guidance Computers (FMGECs) performs three functions:
- Autopilot (AP),
- Flight Director (FD),
- Autothrust (A/THR).
The FG part contains the engagement logics, the operational mode logics
and the control laws associated to these functions. The control laws
provide AP guidance orders, FD orders and a thrust command to stabilize
and to guide the aircraft.

FM22DC000000031_001 - Flight Guidance General Description Page 12

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

GENERAL

FM22DC000000031_001 - Flight Guidance General Description Page 13

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE GENERAL DESCRIPTION

AUTOPILOT FUNCTION AUTOTHRUST FUNCTION
The autopilot function computes lateral and longitudinal guidance orders The Autothrust (A/THR) function sends a computed thrust command
used by the Flight Control Primary Computers (FCPCs) for automatic (thrust target) to the Full Authority Digital Engine Control (FADEC) for
deflection of the flight control surfaces as well as for nose wheel steering automatic engine control. The A/THR functions are:
through the Braking/Steering Control Unit (BSCU). The autopilot - Acquisition and holding of a speed or a mach number,
functions are: - Acquisition and holding of a thrust,
- Acquisition and holding of a flight path and stabilization of the aircraft - Reduction of the thrust to idle during descent and during flare in final
around its Center of Gravity (CG), approach,
- Acquisition and holding of a flight level, - Protection against excessive angle-of-attack (called alphafloor
- Acquisition and holding of a speed, protection) by ordering a maximum thrust.
- Automatic landing including roll-out,
- Go around.
The autopilot can also do avoidance maneuvers when the TCAS RA is
activated.

FLIGHT DIRECTOR FUNCTION

When the autopilot is not engaged, the Flight Director (FD) function
displays guidance orders to the pilot to apply on the controls to follow
the optimum flight path which would be ordered by the autopilot if it
was engaged. The FD guidance orders are displayed on the center section
of the EFIS PFDs:
- Generally pitch and roll orders,
- A yaw order during take-off and landing.
When the autopilot is engaged, the FD function displays the autopilot
orders.
If activated, the FD function also displays the orders of TCAS for manual
or automatic collision avoidance when the AP is not engaged or engaged.

FM22DC000000031_001 - Flight Guidance General Description Page 14

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

AUTOPILOT FUNCTION ... AUTOTHRUST FUNCTION

FM22DC000000031_001 - Flight Guidance General Description Page 15

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE GENERAL DESCRIPTION

FLIGHT DIRECTOR ENGAGEMENT
The FD is automatically engaged at FMGEC power-up and the 2 dedicated
FCU P/Bs are lit. However, the FD guidance orders will be displayed on
the PFDs from take-off only. Then, they can be displayed or not by using
the same FCU P/Bs.
The FD is also automatically engaged after engagement of GO-AROUND
mode or if AP is lost when ROLL-OUT mode is engaged.
The FD engagement status is displayed on the FMA.

NOTE: : On the A330-800 and A330-900 (NEO), through software

adaptation of the FMGECs, the FD is automatically set at Take
Off if it was not previously displayed
To engage FD, both hardware and software logics inside FMGEC must
be satisfied.

FM22DC000000031_001 - Flight Guidance General Description Page 16

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT DIRECTOR ENGAGEMENT

FM22DC000000031_001 - Flight Guidance General Description Page 17

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE GENERAL DESCRIPTION

AUTOPILOT ENGAGEMENT
Autopilot engagement is always done manually through 2 dedicated
Flight Control Unit (FCU) P/Bs. Only one autopilot can normally be
engaged at a time. Dual autopilot engagement is possible, but in approach
and go around phases (to maximize the autopilot availability during
automatic landing). When the autopilot is engaged:
- The associated FCU AP P/B is lit,
- The engagement status is displayed on the Flight Mode Annunciator
(FMA) of the PFDs,
- The side sticks are locked and the rudder pedals feel force threshold is
increased.
Autopilot disengagement can be done manually or automatically.
Manually, at any time on ground or in flight:
- Either through the associated FCU P/B (AP engagement feedback),
- Or through the side sticks by an unlocking action or by pressing the
take-over priority P/BSWs,
- Or through the rudder pedals.
Automatically, in case of failure detection or protection activation (for
example, overspeed protection).
To engage or disengage the AP, the corresponding hardware and software
conditions must be covered.
On top of the above, the AP engagement has also operational limitations:
- Aircraft speed must be within Lower Selectable Speed (VLS) and Vmax,
- Aircraft pitch angle does not exceed 10 degrees nose down or 22 degrees
nose up,
- Bank angle is less than 40 degrees.

FM22DC000000031_001 - Flight Guidance General Description Page 18

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

AUTOPILOT ENGAGEMENT

FM22DC000000031_001 - Flight Guidance General Description Page 19

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE GENERAL DESCRIPTION

AUTOTHRUST ENGAGEMENT
The autothrust engagement is done either automatically or manually:
- Automatically when in take-off or go around phases, or when alpha
floor protection is activated,
- Manually through a dedicated FCU P/B.
When autothrust is engaged:
- The FCU A/THR pushbutton is lit,
- The engagement status is displayed on the FMA.
When engaged, the autothrust can be active or not depending on the
position of the thrust levers. When engaged and not active, the thrust
control is manual. The thrust is commanded according to the position of
the thrust levers. When engaged and active, the thrust control is automatic,
and the thrust is commanded according to the autothrust computed thrust
target.
A/THR disengagement can be done manually:
- By pressing the autothrust instinctive disconnect switch on any thrust
lever,
- By setting all thrust levers to idle position,
- Through the dedicated FCU pushbutton.
The A/THR is disengaged automatically in case of failure detection.
The A/THR function can be engaged according to AP, FD and A/THR
common conditions and some specific conditions.

FM22DC000000031_001 - Flight Guidance General Description Page 20

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

AUTOTHRUST ENGAGEMENT

FM22DC000000031_001 - Flight Guidance General Description Page 21

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE GENERAL DESCRIPTION

SPEED CONTROL
In flight, the speed is a safety parameter used as a reference for the
longitudinal guidance. As a consequence, the FG functional part
continuously controls the Speed/Mach parameter either by the AP/FD
longitudinal guidance or the autothrust. The reference speed is always
limited by the Flight Envelope (FE) characteristic speeds computation.
It is displayed on the speed scale of the PFDs.
The speed reference is computed by the FM functional part by pushing
the FCU knob in, this is called "managed speed". If the speed reference
comes from the FCU, by pulling the corresponding knob out, it is called
"selected speed".

FM22DC000000031_001 - Flight Guidance General Description Page 22

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

SPEED CONTROL

FM22DC000000031_001 - Flight Guidance General Description Page 23

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE GENERAL DESCRIPTION

LANDING CAPABILITY COMPUTATION
Each FMGEC computes the landing capability (CAT1 / CAT2 / CAT3
/ SINGLE/CAT3 DUAL) during the whole flight:
- When the AP and FD are disengaged for one FMGEC, the landing
capability corresponds to the category of the available FMGEC.
- When AP and FD are engaged for both FMGECs, the landing capability
corresponds to the lowest category sent by the FMGECs.
The computation depends on Auto Flight System (AFS) and peripheral
systems availability. The landing capability availability is displayed on
the (Electronic Centralized Aircraft Monitoring) ECAM STATUS page
and, when in approach, on the fourth column of the FMA. Depending on
the availability of peripherals, the landing capability can be downgraded.
A triple click aural warning is generated if landing capability is
downgraded.

FM22DC000000031_001 - Flight Guidance General Description Page 24

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

LANDING CAPABILITY COMPUTATION

FM22DC000000031_001 - Flight Guidance General Description Page 25

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE AUTOTHRUST D/O

ENGAGEMENT
MANUAL ENGAGEMENT
The engagement of the autothrust function can be manual or automatic.
The autothrust is engaged manually by pressing the A/THR P/B on
the Flight Control Unit (FCU). This is inhibited below 100 feet Radio
Altimeter (RA), with engines running.

NOTE: Note that to effectively have autothrust on engines, the

engagement of the autothrust is confirmed by a logic of
activation in the Engine Electronic Controller (EEC) for
Pratt & Whitney and Rolls Royce Engines and in the Engine
Control Unit (ECU) for General Electrics (GE) engines.
AUTOMATIC ENGAGEMENT
The autothrust is engaged automatically:
- when the Autopilot/Flight Director (AP/FD) modes are engaged at
take-off or go-around,
- in flight, when the alphafloor (protection against high angle-of-attack)
is activated; this is inhibited below 100 feet RA except during the 15
seconds following the lift-off.
After engagement, the autothrust can be active or not active depending
on the thrust lever position.

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 26

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

ENGAGEMENT - MANUAL ENGAGEMENT & AUTOMATIC ENGAGEMENT

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 27

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE AUTOTHRUST D/O

- the alphafloor protection is not active.
A/THR LOOP PRINCIPLE When the autothrust function is engaged and not active:
- the thrust levers control the engines (as long as a thrust lever is
To apply the autothrust function, the master Flight Management Guidance
outside the autothrust active area),
and Envelope Computer (FMGEC) communicates with the Full Authority
- the A/THR P/B light is ON,
Digital Engine Control (FADEC) via the FCU and the Engine Interface
- the FMA displays the autothrust engagement status (in cyan in the
and Vibration Monitoring Units (EIVMUs).
right column) and the thrust setting in the left column.
A/THR FUNCTION LOGIC
NOTE: In case of engine failure, the A/THR activation zones
A/THR FUNCTION DISENGAGED become between the MCT and 0 stops.
When the autothrust function is disengaged:
- the thrust levers control the engines,
- on the FCU, the A/THR P/B light is OFF,
- the Flight Mode Annunciator (FMA) does not display the autothrust
engagement status nor the autothrust modes.
A/THR FUNCTION ENGAGED
When the autothrust engagement logic conditions are present, the
autothrust can be engaged.
Autothrust is active if:
- at least, one thrust lever is between CL detent (included) and 0 stop
(included) and, at the most, one thrust lever is between the MCT detent
and CL detent, and if there is no engine in FLEX TO mode,
- the alphafloor protection is active.
When the autothrust function is engaged and active:
- the autothrust system controls the engines,
- on the FCU, the A/THR P/B light is ON,
- the FMA displays the autothrust engagement status (in white in the
right column) and the autothrust mode in the left column.
A/THR is not active if:
- at least, one thrust lever is above the MCT detent or, all the thrust
levers are above the CL detent or, at least one engine is in FLEX TO
mode,

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 28

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

A/THR LOOP PRINCIPLE & A/THR FUNCTION LOGIC

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 29

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE AUTOTHRUST D/O

MODES ALPHAFLOOR
The autothrust function works according to modes and their related The autothrust function protects against an excessive angle-of-attack. In
reference parameters. The reference parameters can be: case of excessive angle-of-attack, the Flight Control Primary Computers
- a SPEED or a MACH NUMBER: in this case, the source is either the (FCPCs) send a detection signal to the FMGECs, which activates the
FCU (value chosen by the pilots) or the FMGEC itself. alphafloor protection.
- a THRUST; in that case, the sources are either the EECs / ECUs (which The alphafloor protection automatically engages and activates the
compute the thrust limit) when the thrust limit is needed, or the FMGEC autothrust function, whatever the position of the thrust levers and the
itself. A/THR engagement status: the engine thrust becomes equal to TO/GA
The possible autothrust modes are SPEED, MACH, THRUST, RETARD thrust.
and alphafloor protection. Then a green message "A.FLOOR" surrounded by a flashing amber box
is displayed on the FMA.
MODES DESCRIPTION
When the alphafloor detection is no longer present in the FCPCs, a green
The choice of the mode is made by the FMGECs according to the message "TOGALK" (LK for LOCK) surrounded by a flashing amber
AP/FD current longitudinal active mode: box is displayed on the FMA.
- SPEED or MACH mode, the reference of which is selected on the The "TOGALK" thrust can only be cancelled through the disengagement
FCU or managed by the FMGEC, of the autothrust function, via the A/THR P/B or the autothrust instinctive
- THRUST mode, where the reference agrees with the thrust limit disconnect switches.
computed by the EECs/ECUs (according to the thrust lever position),
idle thrust in descent or optimum thrust computed by the FMGEC,
- RETARD mode: the thrust is reduced and maintained at idle during
flare,
- ALPHAFLOOR PROTECTION: a TO/GA thrust is activated to
protect the A/C against excessive angle-of-attack.
DEFAULT MODE
When no longitudinal mode is active, the A/THR operates in
SPEED/MACH modes except:
- when THRUST mode engages automatically in case of alphafloor
protection activation,
- when, autothrust being in RETARD, APs and FDs disengage, the
autothrust function remains in RETARD mode.

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 30

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

MODES & ALPHAFLOOR

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 31

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE AUTOTHRUST D/O

A/THR OPERATION IN FLIGHT
Let's now see the autothrust operation in flight.
TAKE-OFF
The A/C is on ground and ready for take-off, the engines are controlled
by the thrust levers and neither AP nor autothrust are engaged. To
take off, the pilot sets the thrust levers to the TO/GA stop, or to the
FLX/MCT detent provided a flexible temperature was previously
selected on the MCDU. This engages the autothrust function (but it
is not active).
THRUST REDUCTION ALTITUDE
At thrust reduction altitude, a message on the FMAs warns the pilots
to set the thrust levers in the CL detent. As soon as the thrust levers
are in the CL detent, the autothrust is active. If a thrust lever is set
into the CL - MCT area, a message on the FMAs warns the pilot to
set the thrust lever to the CL detent (LVR CLB). The autothrust
remains active. Then, the thrust levers remain in this position until
the approach phase.
AUTOMATIC LANDING
During AUTOMATIC LANDING, before touch-down, an auto
call-out, "RETARD", warns the pilot to set the thrust levers to idle.
When the pilot put both levers on idle detent, the autothrust disengages.
This allows the automatic activation of the ground spoilers if they are
in armed condition. Then, on GROUND, the pilot sets the T/R levers
to the reverse position.

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 32

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

A/THR OPERATION IN FLIGHT - TAKE-OFF ... AUTOMATIC LANDING

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 33

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE AUTOTHRUST D/O

DISCONNECTION
The autothrust can be disengaged in two ways.
- standard disconnection: By pressing at least one of the two red instinctive
disconnect switches on the side of thrust levers or setting all thrust levers
to IDLE detent.
- non standard disconnection: By pressing the A/THR P/B on the FCU
or failure mode affecting one of the engagement condition. When the
autothrust function is active, the actual engine thrust does not necessarily
agree with the thrust lever position.
DISCONNECTION CONSEQUENCES
It is important to know what happens after autothrust disconnection.
When the autothrust function is disengaged through the instinctive
disconnect switches, or setting the levers on IDLE, the thrust on the
engines is automatically adapted to the related thrust lever position.
When the autothrust function is disengaged through the FCU A/THR
P/B or due to a system failure:
- as long as a thrust lever remains in its detent, the thrust on the related
engine is frozen at its last value just before the disconnection,
- as soon as a thrust lever is moved from the detent, or if it was not in
a detent, the thrust on the related engine is smoothly adapted to the
thrust lever position.

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 34

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

DISCONNECTION - DISCONNECTION CONSEQUENCES

FM22D3F22GK0103_006 - Flight Guidance Autothrust D/O Page 35

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE PRIORITY LOGIC D/O

FLIGHT GUIDANCE (FG)
The engagement status of the guidance function works on the
MASTER/SLAVE principle. The master Flight Management Guidance
and Envelope Computer (FMGEC) imposes all the changes of AP/Flight
Director (FD) modes and/or A/THR engagement to the slave FMGEC.
Here is an example of a master FMGEC. Look at the flow chart to
understand the priority logic. With no AP, no FD1 but FD2 engaged,
FMGEC2 is the master because, following the flow chart, the first three
answers are "NO", but the fourth one is "YES".

FM22D4F22GB0102_008 - Flight Guidance Priority Logic D/O Page 36

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT GUIDANCE (FG)

FM22D4F22GB0102_008 - Flight Guidance Priority Logic D/O Page 37

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

AUTO FLIGHT SYSTEM CONTROL AND INDICATING (2/3)

AUTO FLIGHT SYSTEM

FCU Managed and Selected modes

AFS software reset switches (FM, FCU, FMGEC)

GM22I1AFS002001_003 - Auto Flight System Operation, Control and Indicating Page 38

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

THIS PAGE INTENTIONALLY LEFT BLANK

GM22I1AFS002001_003 - Auto Flight System Operation, Control and Indicating Page 39

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT PLANNING D/O

Air Traffic Service Unit (ATSU). Position can be updated manually
FLIGHT PLAN during the flight or automatically e.g.: on the runway threshold at take-off.
The flight plan is defined by various elements, which indicate the routes LATERAL FLIGHT PLAN
the A/C must follow with the limitations along these routes.
The elements are mainly taken from the databases or directly entered by The lateral flight plan provides the sequential track changes at each
the pilot. The limitations are mainly speed, altitude or time constraints waypoint within 3 main sections. DEPARTURE: In this phase the lateral
originated by the ATC. The function that integrates these elements and flight plan provides initial FIX (origin airport), SID (Standard Instrument
limitations to construct a flight plan is called FLIGHT PLANNING. In Departure), etc. EN ROUTE: In this phase the lateral flight plan provides
addition to this, the Flight Management (FM) part provides the A/C waypoints, navigation aids, etc. ARRIVAL: In this phase the lateral flight
position and the follow-up of the flight plan, this is called NAVIGATION. plan provides STAR (Standard Terminal Arrival Route), approach, missed
Everything can be prepared prior to take-off but can also be modified approach, go around, etc.
quickly and easily during the flight operation. The lateral steering order can be followed by the pilot or the autopilot
through the NAV mode selected on the Flight Control Unit (FCU).
NAVIGATION DATABASE
VERTICAL FLIGHT PLAN
The navigation database provides all necessary information for flight
plan construction and follow-up. The pilot will either select an already The vertical flight plan provides an accurate flight path prediction, which
assembled flight plan (company route (CO ROUTE)), or will build his requires a precise knowledge of current and forecast wind, temperature
own flight plan, using the existing database contents. This database has and the lateral flight path to be flown. The vertical flight plan is divided
a worldwide coverage, updated every 28 days. A crossloading facility is into several flight phases:
available allowing the database loading from either Flight Management - the PREFLIGHT phase in which the vertical flight plan provides fuel,
Guidance and Envelope Computer (FMGEC) database through an weight and V2 insertions,
intersystem bus. Besides this, some room is kept to allow manual entry - the TAKE-OFF phase in which the vertical flight plan provides speed
of 20 navaids, 20 waypoints, 5 routes and 10 runways. management, thrust reduction, altitude and acceleration altitude,
The database cannot be erased, except for the manually entered data. - the CLIMB phase in which the vertical flight plan provides speed limit
Two cycle databases can be inserted, the selection is made automatically and speed management,
using data from the A/C clock. - the CRUISE phase in which the vertical flight plan provides top of
climb, cruise altitude and top of descent,
NAVIGATION - the DESCENT phase in which the vertical flight plan provides speed
management and deceleration,
The navigation process provides the system with current A/C state
- the APPROACH/MISSED APPROACH/GO AROUND phase in which
information consisting of present position, altitude, winds, true airspeed
the vertical flight plan provides thrust/acceleration altitudes.
and ground speed. This is achieved using inputs from the Inertial
Reference System (IRS), Air Data System (ADS), navigation radios and,

FM22D9F22MB0232_001 - Flight Planning D/O Page 40

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

The vertical steering order can be followed by the pilot or the autopilot.
Any level change in the vertical profile is initiated after a push action on
a level change selector. The crew may send a request for wind data to
the ground via the ATSU. In response to this request, or automatically,
the ground sends climb, cruise, descent and alternate wind data to the
A/C.

PERFORMANCE
The performance database contains optimal speed schedules for the
expected range of operating conditions. Several performance modes are
available to the operator with the primary one being the ECONOMY
mode. The ECON mode can be tailored to meet specific airline
requirements using a selectable COST INDEX (CI). A CI is defined as
the ratio of cost of time to the cost of fuel. The fuel quantity is given by
the Fuel Control and Monitoring Computers (FCMCs). The speed and
the thrust values associated with a given CI are used to determine the
climb and descent profiles. FUEL and TIME are the main "actors" in this
particular part of the FM function and direct the airline choice.

DISPLAY
According to the pilot selection on the FCU, the flight plan is shown in
relation to the A/C position on the ROSE-NAV or ARC modes. The A/C
model is fixed and the chart moves. The difference between the two
modes is that the half range is available when the ND is set to NAV mode
as there is only a frontal view when it is set to ARC mode. In PLAN
mode, the flight plan is shown, with NORTH at the top of the screen,
centered on the TO waypoint (first waypoint to be met).
Depending on the selected range, the A/C may or may not be visualized
on this display. The PLAN display can be centered on the waypoint
displayed on the second line of the Multipurpose Control and Display
Unit (MCDU) screen by scrolling the flight plan on the MCDU. The
Primary Flight Display (PFD) shows the FM guidance following
engagement of the AP/FD (Autopilot/Flight Director) lateral and
longitudinal modes.

FM22D9F22MB0232_001 - Flight Planning D/O Page 41

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FLIGHT PLAN ... DISPLAY

FM22D9F22MB0232_001 - Flight Planning D/O Page 42

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

THIS PAGE INTENTIONALLY LEFT BLANK

FM22D9F22MB0232_001 - Flight Planning D/O Page 43

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

POWER INTERRUPTIONS AND POWER UP TESTS D/O

battery, the FM retrieves the flight plan data for display on the
INTERRUPTION < 10 MS MCDU whatever the interruption time.
For the Flight Management Guidance and Envelope Computer (FMGEC), POWER-UP TEST
Flight Control Unit (FCU) or MCDU, the transparency time may be
around 10 ms and these interruptions do not affect the system. [ The only Power-up tests are performed when the A/C is on the ground, following
effect is on the MCDU Cathode Ray Tube (CRT) which will momentarily a power cut longer than 5 seconds. [ The duration of the tests does not
flash. exceed 40 seconds in normal cases. The power-up tests carry out an
interface test and an analysis (sent to the Central Maintenance System
10 MS < INTERRUPTION < 200 MS (CMS)).
If interruption is between 10 ms and 200 ms, the cut-off is a short power
fail. [ The FMGEC/FCU/MCDU are recovered after the power
interruption. In particular the data displayed on the MCDU and the FCU
and the output bus data for all the equipment are recovered after a short
power fail without pilot action.

200 MS < INTERRUPTION < 5 Sec

When the interruption is between 200 ms and 5 sec, the cut-off is a long
power fail. [ A complete initialization of the system is performed,
indicating that a long power fail occurred. [ The protection of data stored
in the RAMs cannot be longer than 500 ms, except for the FM RAM
which is supplied by a 5 V back-up battery (for the FM part, the system
status prior to the interruption is stored).

INTERRUPTION > 5 Sec

When interruption is longer than 5 seconds the type of cut-off is a very
long power fail. [ This leads to an automatic reset where, as long as the
reset command is held, the computer behaves as not powered or not
active. [ This also leads to safety tests on ground.

NOTE: Note that the FCU retrieves any selected data after an
interruption of 5 minutes or less and due to the 5 V back-up

FM22D8F22SG0102_006 - Power Interruptions and Power Up Tests D/O Page 44

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

INTERRUPTION < 10 MS ... POWER-UP TEST

FM22D8F22SG0102_006 - Power Interruptions and Power Up Tests D/O Page 45

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

POWER INTERRUPTIONS AND POWER UP TESTS D/O

FM POWER-UP TEST
Following a reset or a transient reset greater than the transparency time
of 10 ms, the FM part executes specific internal tests called power-up
test. [ It verifies minimum FM hardware integrity and proper initialization.
The total execution time of this test is less than 2 seconds.

FCU POWER-UP TEST

The FCU power-up test has to be performed to confirm system availability
and is initiated automatically on the channels concerned (B/power supply
1, C/power supply 2) when the following conditions are met:
- Aircraft On Ground,
- restoration of electrical power after a power cut-off longer than 5
seconds.
The duration of this test is approximately 90 s.

NOTE: Note that at this moment, the Flight Director (FD) P/B lights
come on but the FD function is not yet available.
On initialization, the FCU returns to a neutral configuration. [ The flashing
of AP1, AP2 and A/THR P/Bs proves the success of the internal tests. [
The FD is finally engaged and the FD red flag removed from the PFDs
when the Inertial Reference (IR) system providing the position has been
correctly initialized with a delay of 10 minutes and when the present
position is entered.
FD status is indicated on the Flight Mode Annunciator (FMA). The
altitude, by default 100 feet, is displayed on the FCU. The altitude mode
is automatically armed and displayed on the FMA.

NOTE: If FCU fails, FMA data on PFDs are lost and on the Enhanced
GPWS panel FAULT light comes on on the SYStem P/B, due
to the loss of the QNH barometric reference.

FM22D8F22SG0102_006 - Power Interruptions and Power Up Tests D/O Page 46

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

FM POWER-UP TEST & FCU POWER-UP TEST

FM22D8F22SG0102_006 - Power Interruptions and Power Up Tests D/O Page 47

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

POWER INTERRUPTIONS AND POWER UP TESTS D/O

MCDU POWER-UP TEST
After a long-term interruption [ or the movement of the brightness knob
from the ON to OFF position, the MCDU extinguishes all annunciators
and performs its power-up self test.

FM22D8F22SG0102_006 - Power Interruptions and Power Up Tests D/O Page 48

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

MCDU POWER-UP TEST

FM22D8F22SG0102_006 - Power Interruptions and Power Up Tests D/O Page 49

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

POWER INTERRUPTIONS AND POWER UP TESTS D/O

MANUAL RESETS
The reset function is available in the cockpit on the overhead panel. [
The FM reset SW resets only the FM part. The FMGEC reset SW resets
all the FG, FE and FM parts.
Safety test will be run if the aircraft is on ground with engines stopped.
In flight, the FM or FMGEC reset SW reset leads to the disconnection
of the ownside autopilot (if it was engaged) with the resynchronization
of both FMs. [ The MCDUs are reset by the brightness knob (ON/OFF).
A complete FCU reset is performed by pulling the FCU reset SW longer
than 5 min.
The RESET is activated by sending a ground signal to the computer or
the function. When the RESET state is confirmed and as long as the
RESET command is held, the computer behaves as not powered or not
active. The operational functioning of the computer is active when the
control signal is back to the NO RESET state.

FM22D8F22SG0102_006 - Power Interruptions and Power Up Tests D/O Page 50

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

MANUAL RESETS

FM22D8F22SG0102_006 - Power Interruptions and Power Up Tests D/O Page 51

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

AUTOMATIC FLIGHT SYSTEM COMPONENT LOCATION

GENERAL
For reliability and redundancy functions, the AFS is made of two Flight
Management Guidance and Envelope Computers (FMGECs) which are
the same and interchangeable. The AFS does its primary functions through
the FMGECs. With the FMGECs, the AFS also has:
- one Flight Control Unit (FCU),
- three Multipurpose Control & Display Units (MCDUs),
- two autopilot instinctive disconnect P/B switches: one on each side
stick (these P/B switches are part of ATA27 because they are used for
the management of the side stick priority),
- two Autothrust instinctive disconnect P/B switches on each side of the
throttle levers,
- one Switching FM selector switch (2CB) on the switching panel which
is on the pedestal,
- one North Ref P/B switch (1CB) on the main panel,
- 6 reset switches (FMGEC1 and 2, FCU1 and 2, FM1 and 2).

FM22C2COMPLOC31_001 - Auto Flight System Component location Page 52

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

GENERAL

FM22C2COMPLOC31_001 - Auto Flight System Component location Page 53

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

AUTOMATIC FLIGHT SYSTEM COMPONENT LOCATION

COMPONENT LOCATION
The FGMECs, which are the primary computers of the AFS, are on the
main avionics rack 800VU.
These switches are on the overhead panel (left hand side for system1 /
right hand side for system2). They are used to reset the FM, the FMGEC
and the related Channel of the FCU.
The Flight Control Unit is on the glareshield.
Although the Multipurpose Control and Display Units are used for ATA
45 and for the access to many systems, these components obey the IPC
part of ATA 22.
The instinctive disconnect switches are on the side sticks and on the
throttles.
The North Ref P/B is on the main panel and the FM selector is on the
pedestal.

FM22C2COMPLOC31_001 - Auto Flight System Component location Page 54

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

COMPONENT LOCATION

FM22C2COMPLOC31_001 - Auto Flight System Component location Page 55

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

COMPONENT LOCATION

FM22C2COMPLOC31_001 - Auto Flight System Component location Page 56

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

COMPONENT LOCATION

FM22C2COMPLOC31_001 - Auto Flight System Component location Page 57

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

COMPONENT LOCATION

FM22C2COMPLOC31_001 - Auto Flight System Component location Page 58

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

COMPONENT LOCATION

FM22C2COMPLOC31_001 - Auto Flight System Component location Page 59

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

AUTO FLIGHT SYSTEM LINE MAINTENANCE

DATA BASE LOADING
The navigation and performance data base must be loaded and updated
to keep the system operational. Only the navigation data base is
periodically updated (every 28 days). This module gives information
related to the uploading and crossloading of the elements of the FM part
of the FMGECs. The uploading is done using the Portable Data Loader
(PDL).
The FM part of each FMGEC operates thanks to:
- the Flight Management System (FMS) operational software,
- the PERFormance and NAVigation data bases aid,
- the OPerational control Configuration (OPC),
- and the Airline Modifiable Information (AMI) configuration files which
are mandatory loadable elements.

FM22B1000000001_006 - Auto Flight System Line Maintenance Page 60

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
TP REV 4
T1+T2 Mechanical and Avionics A330 RR TRENT 700
A330 22-AUTO FLIGHT
TECHNICAL TRAINING MANUAL 13/03/2020

DATA BASE LOADING

FM22B1000000001_006 - Auto Flight System Line Maintenance Page 61

© AIRBUS SAS 2018 All rights reserved. Confidential and proprietary document.
© AIRBUS SAS 2018. All rights reserved.
Confidential and proprietary document.

This document and all information contained herein is the sole property of
AIRBUS SAS. No intellectual property rights are granted by the delivery of
this document or the disclosure of its content. This document shall not be
reproduced or disclosed to a third party without the express written consent
of AIRBUS SAS. This document and its content shall not be used for any
purpose other than for which it is supplied. The statements made herein do
not constitute an offer. They are based on the mentioned assumptions and
are expressed in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS SAS will be pleased to explain the basis
thereof.

AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350,
A380, A400M are registered trademarks.