AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - DESCRIPTION AND OPERATION

** ON A/C NOT FOR ALL

1. General

Layout of AP/FD and Flight Control Components

Location of FCU and MCDUs

Location of components

The Auto Flight System (AFS) installed on the aircraft is made up of two types of computers:

the Flight Management and Guidance Computer (FMGC)
the Flight Augmentation Computer (FAC)

and two control units:

the Flight Control Unit (FCU)
the Multipurpose Control and Display Unit (MCDU).

The functions of the FMGC are:

autopilot (AP)
flight director (FD)
automatic thrust control (A/THR)
flight management.

The functions of the FAC are:

yaw damper
rudder trim
rudder travel limiting
calculation of the characteristic speeds and flight envelope monitoring
acquisition of the yaw AP order.

The MCDUs linked to the FMGCs enable:

the introduction and the modification of the flight plan
the display, the selection and the modification of the parameters associated with the flight management function.

The FCU is used for:

the engagement of the AP/FD and A/THR systems
the selection of flight parameters (altitude, speed/Mach, vertical speed/flight path angle, heading/track)
the selection of AP/FD modes.

The autopilot (AP) and the flight director (FD) functions are:

stabilization of the aircraft around its center of gravity when the AP/FD system holds vertical speed or flight path angle and heading or track
acquisition and hold of a flight path
guidance of the aircraft at takeoff by holding runway axis and speed (available in the FD as long as the aircraft is on ground)
automatic landing and go around.

The autopilot gives orders to control:

the position of the control surfaces on the three axes: pitch, roll and yaw
the position of the nose wheel.

These orders are taken into account by these computers:
FACs, ELACs, SECs and BSCU.
The flight director generates guidance orders used in manual control.
These orders are displayed on the Primary Flight Displays (PFD) through the Display Management Computers (DMC).

** ON A/C NOT FOR ALL

2. Component Location

Location of FCU and MCDUs

Location of Components

FIN	FUNCTIONAL DESIGNATION	PANEL	ZONE	ATA REF
** ON A/C ALL
1CA1	FMGC-1	824	127	22-83-34
1CA2	FMGC-2	84VU	128	22-83-34
2CA	FCU	13VU	210	22-81-12
3CA1	MCDU-1	11VU	210	22-82-12
3CA2	MCDU-2	11VU	210	22-82-12
** ON A/C NOT FOR ALL
12CA1	SOLENOID-PITCH & ROLL LOCK, CAPT	193VU	211	22-31-00
12CA2	SOLENOID-PITCH & ROLL LOCK, F/O	182VU	212	22-31-00
** ON A/C ALL
15CA1	RELAY-RUDDER ARTF FEEL 1	187VU	127	22-31-00
15CA2	RELAY-RUDDER ARTF FEEL 2	187VU	127	22-31-00
** ON A/C NOT FOR ALL
16CA	SOLENOID-RUDDER ARTF FEEL	325AL	325	27-23-17
** ON A/C NOT FOR ALL
16CA	SOLENOID-RUDDER ARTF FEEL		325	27-23-17
** ON A/C ALL
21CA	RELAY-STICK LOCK 1/CAPT	187VU	127	22-31-00
22CA	RELAY-STICK LOCK 2/CAPT	187VU	127	22-31-00
23CA	RELAY-STICK LOCK 1/F/O	187VU	127	22-31-00
24CA	RELAY-STICK LOCK 2/F/O	187VU	127	22-31-00
1CC1	FAC-1	83VU	127	22-66-34
1CC2	FAC-2	84VU	128	22-66-34
2CE1	ELAC-1	83VU	127	27-93-34
2CE2	ELAC-2	84VU	128	27-93-34
** ON A/C NOT FOR ALL
1CE3	SEC-3	93VU	121	27-94-34
** ON A/C ALL
1CE1	SEC-1	83VU	127	27-94-34
1CE2	SEC-2	84VU	128	27-94-34
** ON A/C NOT FOR ALL
1CE3	SEC-3	93VU	121	27-94-34
** ON A/C NOT FOR ALL
8CE1	P/BSW-TAKEOVER & PRIORITY, CAPT	191VU	211	27-92-41
8CE2	P/BSW-TAKEOVER & PRIORITY, F/O	180VU	212	27-92-41
** ON A/C NOT FOR ALL
10GG	BSCU	94VU	122	32-42-34
** ON A/C NOT FOR ALL
10GG	BSCU		122	32-42-34
** ON A/C NOT FOR ALL
10GG	BSCU	94VU	122	32-42-34

** ON A/C NOT FOR ALL

3. System Description

A. Control and Indicating

AP/FD Controls and Indicating in the Cockpit

(1) Controls

(a) Flight Control Unit (FCU)
This unit transmits the modes and the references selected by the pilots to the FMGCs.
It also enables the selection of the displays on the EFIS display units and the display of the standard baro value for the ADIRUs.

(b) Multipurpose Control and Display Units (MCDU)
These units permit to enter and display a flight plan and the control parameters required by the FMGCs for flight control.

(c) Takeover and priority pushbutton switches
These pushbutton switches identified 8CE1 and 8CE2 are used for AP disconnection and taking of priority in manual control. They are located on the side stick controllers.

(d) Pitch and roll lock solenoids
These two solenoids identified 12CA1 and 12CA2 are associated with four side stick lock relays 21CA, 22CA, 23CA and 24CA.
They are active when the AP is engaged. They increase the load threshold on the pitch and roll axes.

(e) Throttle control levers
These control levers are used by the AP/FD system to engage the TAKEOFF and GO AROUND modes.

(f) SWITCHING panel
This panel is located on the center pedestal and comprises the switching controls necessary to perform a changeover in the event of a failure.

(g) Rudder artificial feel solenoid 16CA
This solenoid serves to increase the threshold of the rudder artificial feel in the vertical stabilizer. This solenoid is associated with two relays 15CA1 and 15CA2 in the avionics compartment.

(2) Indicating
The various indications and warnings linked to the AP/FD system are as follows:

(a) Guidance orders delivered by the FDs presented on the center section of the PFD.

(b) AP/FD engagement indicated on the FMAs (upper section of the PFDs).

(d) Automatic landing capabilities displayed on the FMAs.

(e) AP loss indicated by:

a message displayed on the upper display unit of the ECAM system
a cavalry charge aural warning through the loudspeakers
illumination of the MASTER WARN lights on the panels 130VU and 131VU (glareshield)
illumination of the AUTO LAND lights (panels 130VU and 131VU/glareshield) if loss occurs below 200 ft. in automatic landing.

(f) Loss of AP availability and various landing capabilities indicated by messages displayed on the lower display unit of the ECAM system.

(g) Excessive deviations indicated by LOC and GLIDE indexes flashing on the PFDs and NDs.
This warning is accompanied by the AUTO LAND lights which come on for excessive deviations below 200 ft. in automatic landing.

NOTE: The DMCs deliver the information to the EFIS display units.
The warnings of the ECAM system and those on the glareshield are generated by the FWCs.

** ON A/C NOT FOR ALL

4. Operation

A. AP/FD Engagement

(1) AP engagement
The AP can be engaged only after takeoff. In cruise, one AP only can be engaged ; in ILS approach (landing and roll out included) and in go around, the two APs can be engaged.
The AP is engaged by means of the AP1 and AP2 pushbutton switches located on the FCU.
In dual-AP operation, the AP1 is active, the AP2 is in standby. With one AP engaged, the controls (side stick controllers and rudder pedals) have an increased load threshold.

(2) FD engagement
The flight director is engaged automatically when the aircraft electrical network is energized. The FD1 orders generated by the FMGC1 control the FD symbols of the CAPT PFD (PFD1) through the DMCs. The FD2 orders generated by the FMGC2 control the FD symbols of the F/O PFD (PFD2). In case of FMGC failure, the remaining FMGC controls the two PFDs.
The FD orders on the PFDs can be cancelled by means of the FD pushbutton switches located on the FCU. An FD remains engaged as long as its orders are displayed at least on one PFD.
The FD orders can be displayed in two ways as a function of the HDG-V/S/TRK FPA selection made on the FCU.

Different FD Orders

B. AP/FD Modes

(1) Mode selection principle
A mode can be selected through one of the following possibilities:

automatically, e.g. the altitude acquisition mode is always armed except in some cases (approach)
action on a pushbutton switch located on the FCU
push or pull action on one of the reference selection knobs (speed/ Mach, heading/track, altitude, vertical speed/flight path angle) on the FCU
cancellation of an engaged mode
position of the throttle control levers (selection of takeoff and go around modes).

(2) Cruise modes
The table below presents the cruise modes.

------------------------------------------------------------------------------

! MODE !AVAILABILITY! PHASES ! NOTE

--------------!---------------------------!------------!--------!-------------

! ! ! ! --

! - Vertical speed (V/S) ! AP/FD ! HOLD ! ! V/S-FPA

! (acquisition and hold) ! ! ! ! P/BSW

! - Flight path angle (FPA) ! AP/FD ! HOLD ! !

! (acquisition and hold) ! ! ! --

LONGITUDINAL ! - Altitude acquisition ! AP/FD !ARM-CAPT! Armed

! (ALT ACQ) ! ! !automatically

! - Altitude hold (ALT) ! AP/FD ! HOLD ! Automatic

! - Descent ! ! ! --

! DES ! AP/FD !ARM-HOLD! !

! OP DES ! AP/FD ! HOLD ! ! Altitude

! - Climb ! ! ! ! P/BSW

! CLB ! AP/FD !ARM-HOLD! !

! OP CLB ! AP/FD ! HOLD ! !

! ! ! ! --

! - Expedite (EXP) ! AP/FD ! HOLD ! EXPED P/BSW

--------------!---------------------------!------------!--------!-------------

! ! ! ! --

! - Heading hold (HDG) ! AP/FD ! HOLD ! ! Lat

! - TRACK ! AP/FD ! HOLD ! ! selector

! ! ! ! -- (pulled)

LATERAL ! - Navigation (NAV) ! AP/FD !ARM-HOLD! Lat selector

! ! ! ! (pushed)

------------------------------------------------------------------------------

(3) Common modes (TAKEOFF, LANDING)

------------------------------------------------------------------------------

! ! LONGITUDINAL MODES ! LATERAL MODES !AVAILA-!PHASES!

! ! ! !BILITY ! !

!---------!-------------------------------!-------------------!-------!------!

! ! 2 engines ! 1 engine fail ! Runway (RWY) : ! ! !

! ! operational ! ! - holding of LOC ! FD ! !

! TAKEOFF !---------------!---------------! center line up ! ! HOLD !

! (TO) !Speed Reference!SRS : holding ! to 30 ft. ! ! !

! !System (SRS) : ! of ! - TRACK after ! AP*/FD! !

! !holding of !Va if Va > V2 ! 30 ft. ! ! !

! !V2 + 10 kt !V2 if Va < V2 ! ! ! !

!---------!-------------------------------!-------------------!-------!------!

!GO AROUND! SRS : holding of Va < VAPP ! TRACK ! AP/FD ! HOLD !

!(GA) ! ! ! ! !

!---------!-------------------------------!-------------------!-------!------!

!LOCALIZER! ! LOC capture and ! AP/FD ! ARM !

!(LOC) ! ! track ! ! CPT !

! ! ! ! ! TRACK!

!---------!-------------------------------!-------------------!-------!------!

!APPROACH ! Glide capture and track (G/S) ! LOC capture and ! AP/FD ! ARM !

! ! or ! track ! ! CPT !

! ! Final descent (FINAL) accor- ! Align and roll out! ! TRACK!

! ! ding to the profile determined! or ! ! !

! ! by the FMGC ! R-NAV approach ! ! !

! ! ! or ! ! !

! ! ! VOR approach ! ! !

------------------------------------------------------------------------------

* (AP) only 5 s after takeoff

(4) AP-A/THR mode compatibility
The AFS installed on the aircraft is such that the AP/FD system and the A/THR function always control speed.
To do this, the modes of the A/THR system are a function of the AP/FD modes as per the following table:

------------------------------------------------------------------------------

! AP/FD MODES ! A/THR MODES ! REMARK !

!-------------------------!-------------------------!------------------------!

! V/S - FPA ! SPD/MACH ! !

!-------------------------!-------------------------!------------------------!

! ALT ACQ - ALT ! SPD/MACH ! !

!-------------------------!-------------------------!------------------------!

! CLIMB/DESCENT ! THRUST OR SPD/MACH ! !

!-------------------------!-------------------------!------------------------!

! EXPEDITE ! THRUST ! !

!-------------------------!-------------------------!------------------------!

! APPR. FINAL DES ! SPD ! !

! GLIDE ! SPD ! !

! FLARE ! RETARD ! !

!-------------------------!-------------------------!------------------------!

! TO/GA ! See remark ! TO/GA thrust requested !

! ! ! by the FADEC'S !

------------------------------------------------------------------------------

If neither AP nor FD is engaged, the A/THR will be active in SPD/MACH mode only.

C. Operational Use

LEVEL CHANGE in Manual and Automatic Control

The operational use is based on the following principle:

the short-term pilot orders are entered through the FCU
the long-term pilot orders are entered through the MCDU.

This principle leads to two distinct operations : manual and automatic controls.

(1) Manual control
The aircraft is controlled using reference parameters entered by the pilot on the FCU (heading/track, vertical speed/flight path angle, speed/Mach, altitude).
These parameters are taken into account (acquisition and then hold) as follows:

modification of the parameter by means of the corresponding selector knob on the FCU
pull action on the selector knob.

(2) Automatic control
The aircraft is controlled using reference parameters computed by the FMGC which takes into account the pilot data selected on the MCDU.
When you push the corresponding selector knob on the FCU, a parameter is selected in automatic control and the following occurs:

the parameter value i shown by means of a dashed line (for altitude a value is always shown)

a white indicator light comes on near the corresponding reference display.
The table below gives the modes which are available in manual and auto controls.

-----------------------------------------------------

! AUTO CONTROL ! MANUAL CONTROL !

!------------------------!-------------------------!-------------------------!

! ! RWY ! !

! ! NAV (FLT PLN) ! !

! LATERAL ! ! HDG/TRK !

! ! LOC ! !

! ! TRK (GA) ! !

!------------------------!-------------------------!-------------------------!

! ! SRS (TO/GA) ! ALT (AUTO ARMED) !

! ! PROFILE ! VS/FPA !

! VERTICAL PATH ! - CLB ! EXP*(SPEED AUTO CONTROL)!

! ! - ALT CNSTR ! !

! ! - DESC ! !

!------------------------!-------------------------!-------------------------!

! SPEED ! FMGC REFERENCE ! FCU REFERENCE !

!------------------------!-------------------------!-------------------------!

! ! RNAV ! !

! APPROACH ! APPR ! !

! ! LAND LOC/GLIDE/FLARE/ ! !

! ! ALIGN/ROLLOUT/RETARD ! !

------------------------------------------------------------------------------

* If fitted

NOTE: Speed is always controlled through the AP/FD system or the A/THR function.
Level change always requires two actions :
- selection of a new level
- pull or push action on the altitude selector knob on the FCU.

** ON A/C NOT FOR ALL

5. Interface

A. Interface with Flight Controls and Nose Wheel Control

(1) General

AFS/EFCS Interface

The flight control is performed by an Electrical Flight Control System (EFCS). This system is described in chapter 27-00-00.
When the autopilot is engaged, the FMGCs generate guidance commands transmitted to the control surfaces by the ELACs, the FACs, the SECs and the BSCU.
At the same time, load thresholds on the side stick controllers and rudder pedals are increased.

(2) Rudder Control

Rudder Control

Each FAC receives two deflection commands from each FMGC for rudder control

Aileron deflection command: DELTA P AIL (label 310)
This command is used for turn coordination and is carried out by the YAW DAMPER function (Ref. AMM D/O 22-63-00-00) in cruise.
It is also used for rudder autotrim by the RUDDER TRIM function (Ref. AMM D/O 22-62-00-00).
Guidance command: DELTA R (label 312)
This command is used by the YAW DAMPER function for yaw axis stabilization in automatic landing.

Acknowledgement of these command signals by the FACs is a function of:

AP engagement (wired discretes, 2 per computer in command and monitoring channels)
monitoring of labels of deflection commands DELTA P AIL and DELTA R.

FAC 1 has priority at engagement of either AP (CHANGE OVER logic unchanged). When both APs are engaged, FMGC1 commands have priority.

(3) Pitch and Aileron Control

Pitch Control ** ON A/C NOT FOR ALL

Aileron Control ** ON A/C NOT FOR ALL

Each ELAC receives two deflection commands from each FMGC:

Elevator deflection command: DELTA Q (label 314)
This command is used for elevator and Trimmable Horizontal Stabilizer (THS) control.
Aileron deflection command: DELTA P AIL (label 310).

The ELAC limits these commands:

DELTA Q command: load factor limit between 0.4 g and 1.5 g.
This limit is a function of VC, Mach, THS position and load factor.
DELTA P command : roll attitude limit equal to plus or minus 60 deg and rolling speed limit equal to plus or minus 10 deg/s (in landing configuration, this limit is equal to plus or minus 20 deg/s).
These limits are a function of Vc.

FMGC command acknowledge logic is with respect to AP engagement wired discretes (2 discretes per AP: command and monitoring), status matrix monitoring of these labels, and concordance between AP engagement wired discretes and boolean information.
In answer, each ELAC generates two ELAC AP DISC discretes (control and monitoring) to command AP disconnection when one of the following conditions is present:

loss of computation channel validity (comparators)
loss of power loop validity
. theta, phi, Vc, Mach and alpha values out of limits
. incidence protection active
. speed protection active
controls used (side stick controller or pitch trim control wheel).

The AP can be engaged whatever the type of the EFCS control laws: normal, alternate, direct.
In approach phase, upon loss of both radio altimeters, the ELACs inhibit AP engagement with the direct law and in landing gear extended configuration.
The AP disconnects when it receives at least one disconnection command (control and monitoring) from the 2 ELACs.
A disconnection command from one ELAC only leads to a landing capability reduction.
An ELAC priority logic exists for control surface control.
This logic is unchanged with AP engaged :

ELAC 2 has priority for elevator and THS control
ELAC 1 has priority for aileron control.

(4) Pitch and Aileron Control

Pitch Control ** ON A/C NOT FOR ALL

Aileron Control ** ON A/C NOT FOR ALL

Each ELAC receives two deflection commands from each FMGC:

Elevator deflection command: DELTA Q (label 314)
This command is used for elevator and Trimmable Horizontal Stabilizer (THS) control.
Aileron deflection command: DELTA P AIL (label 310).

The ELAC limits these commands:

DELTA Q command: load factor limit between 0.4 g and 1.5 g.
This limit is a function of VC, Mach, THS position and load factor.
DELTA P command : roll attitude limit equal to plus or minus 45 deg and rolling speed limit equal to plus or minus 10 deg/s (In landing configuration, this limit is equal to plus or minus 20 deg/s).
These limits are a function of Vc.

loss of computation channel validity (comparators)
loss of power loop validity
. theta, phi, Vc, Mach and alpha values out of limits
. incidence protection active
. speed protection active
controls used (side stick controller or pitch trim control wheel).

The AP can be engaged whatever the type of the EFCS control laws: normal, alternate, direct.
In approach phase upon loss of both radio altimeters, the ELACs inhibit AP engagement with the direct law and in landing gear extended configuration.
The AP disconnects when it receives at least one disconnection command (control and monitoring) from the 2 ELACs.
A disconnection command from one ELAC, only leads to a landing capability reduction.
An ELAC priority logic exists for control surface control.
This logic is unchanged with AP engaged:

ELAC 2 has priority for elevator and THS control
ELAC 1 has priority for aileron control.

(5) Spoiler Control

Spoiler Control

Each ELAC receives a spoiler deflection command from the two FMGCs : DELTA P SPL (label 311).
The command from the FMGC, selected according to the logic defined in the preceding paragraph, is limited in the ELACs so that roll attitude values are not greater than 60 deg and rolling speeds are not greater than plus or minus 10 deg/s (plus or minus 20 deg/s in approach).
This limited command is sent to the three SECs.
ELAC 1 has priority for spoiler control.

(6) Nose Wheel Control

Nose Wheel Control

Each ELAC receives a nose wheel steering command from the two FMGCs:
DELTA NOSE WHEEL (label 313).
The ELACs select one status of the two commands (from the FMGC1 and FMGC2) according to:

AP engagement (discretes and boolean information on the bus)
label 313 monitoring.

The selected command is sent to the BSCU.
The BSCU uses this command associated with commands from the control wheel and rudder pedals to compute nose wheel control angle.
The command from the FMGC and the command from the rudder pedals are limited with respect to speed.
The command from the FMGC is used after landing during taxiing when the speed is less than 80 kts.
The BSCU generates four discretes (BSCU HEALTHY) whose validity is taken into account:

for capability computations
in the ROLL OUT logic.

It also supplies 2 discretes (wheel speed) for the ROLL OUT logic.

B. Interface with Primary Flight Displays

(1) Presentation

AP/FD Information on the PFDs

The FMGCs are linked to the PFDs to present the following information:

(a) Indications associated with AP/FD engagement

AP engagement: white AP1, AP2 or AP1 + 2 message (2 APs engaged) on the 1st line
FD engagement: white FD1 or FD2 message on the 2nd line, or white 1FD2 if energy management functions are actived.

NOTE: The indications associated with the A/THR engagement are given in 22-32-00.

(b) Indications associated with AP/FD modes
When a new message appears in one of the five columns of the FMA, it is contained in a box for 10 seconds.

(c) FD orders
The FD orders are presented in two different ways.
The selection is made between HDG V/S or TRK FPA on the FCU.

1 HDG V/S selection
The conventional tendency bars are displayed (pitch and roll FD bars).
The yaw FD bar only appears in the RUNWAY mode (takeoff) and during the ALIGN and ROLL OUT phases (landing).

2 TRK FPA selection
The flight path director symbols are displayed together with the flight path vector.
The display of the yaw FD orders remains unchanged. The pitch and roll orders are provided when these two images are superimposed.
The FMGCs generate all these data which are then transmitted to the DMCs. The DMCs convert them into images and messages on the display unit.

C. Interface with DMCs and Automatic Changeover

Interface Between FMGCs and PFDs

Each DMC receives:

a bus from each FMGC on which are routed:
. FD orders,
. AP/FD engagements,
. AP/FD modes,
the landing capabilities
a wired discrete per FMGC giving the engagement status of the FDs
a bit on a discrete label of the FCU corresponding to the action on the FD pushbutton switch associated with the PFD.

A logic inside the acquisition module selects the FMGC bus(es) required to display the FD orders and the FMA messages (Ref. Para. C. and D.).
In normal operation:

the DMC 1 transmits data to CAPT PFD (PFD1)
the DMC 2 transmits data to F/O PFD (PFD2).

Each DMC is linked to its associated PFD by two connections (a normal one and an alternate one). The alternate connection is used for different types of changeover.
In the event of a DMC failure, the DMC3 in standby can replace the faulty DMC after action on the EIS DMC selector switch on the SWITCHING panel 8VU (CAPT 3 position upon failure of the DMC1 ; F/03 position upon failure of the DMC2).
In the event of a PFD failure, the data are transferred automatically from the PFD to the ND (data on the PFD have priority).
This transfer can be made manually in two ways :

by turning the PFD potentiometer to OFF (on the panels 301VU and 500VU)
by action on the PFD/ND XFR pushbutton switch (on same panels).

D. Selection of FMGC Bus for the FD Orders
Each DMC makes a selection depending on the side on which it is installed and on the validity of each FD, according to:

engagement wired discretes
status matrices (SSM) of the labels 140, 141 and 143 on which the FD orders are routed.

So the DMC1 (2) selects the FMGC1 (2) bus if the FD1 (2) is valid.
The PFD1 (2) displays:

FD1 (2) message on the FMA or 1FD2 if energy management is activated.
FD orders from the FMGC1 (2).

If an FD1 (2) validity loss is detected by the DMC1 (2) through:

loss of the FD1 (2) ENG condition
non refresh of FMGC1 (2) labels
status matrix of FMGC1 (2) labels coded at F/W status

the DMC1 (2) will select the data from the FMGC2 (1) automatically and will display:

FD2 (1) message or 2FD2(1FD1) if energy management is activated.
FD orders from the FMGC2 (1).

E. FD Order Removal
All the FD orders can be cleared by the DMC by:

action on corresponding FD pushbutton switch on the FCU, or
validity loss of both FDs.

The DMC clears a given FD order when the associated label is NCD.

F. Selection of FMGC Bus for Display of AP/FD Modes and Landing Capabilities.
This selection depends on the engagement of the AP/FD systems.

(1) FD only engaged
Each DMC utilizes the bus selected for the FD orders as per the logic described in Para. C.

(2) Only one AP engaged
Each DMC utilizes the FMGC bus which corresponds to this AP.
Each PFD displays:

AP1 or AP2 message depending on the AP engaged
the modes corresponding to this AP
the landing capabilities from the FMGC corresponding to the AP engaged.

(3) Both APs engaged
Each DMC is associated with the corresponding FMGC.
The CAPT (F/O) PFD (PFD1 (2)) displays:

AP1 + 2 message
the modes corresponding to AP1 (2)
the landing capabilities from the FMGC1 (2).

[Rev.10 from 2021] 2026.03.31 23:09:49 UTC