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directly entered by the pilot.
The limitations are mainly speed, altitude or time
constraints originated by the Air Traffic Control
(ATC).
The function that integrates these elements and
limitations to construct a flight plan is called flight
planning.
In addition to this, the Flight Management (FM) part
provides the aircraft position and the follow-up of
the flight plan, this is called navigation.
Everything can be prepared prior to the take-off but
can also be modified quickly and easily during the
flight operation.
In case of an FM problem, the remaining valid FMGC is
used as sole source to command both MCDUs and NDs after
automatic switching.
NAVIGATION DATA BASE
The navigation data base provides all necessary
information for flight plan construction and
follow-up.
The pilot will either select an already assembled
flight plan (company route (CO ROUTE)), or will build
his own flight plan, using the existing data base
contents.
This data base has a tailored coverage, updated every
28 days.
Some room is kept to allow manual entry of 20 navaids,
20 waypoints, 3 routes and 10 runways.
The data base cannot be erased. However and as an
option, the manually entered data can be erased when
the flight phase becomes DONE (i.e. aircraft on ground
for 30 seconds).
Two cycle data bases can be loaded and the selection
is made automatically using data from the aircraft
clock or manually.
The data base loading into either FMGC is performed
with the help of a portable floppy disk data loader.
Then, the crossloading function allows data base
loading into the other FMGC through crosstalk busses.
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FLIGHT PLANNING
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FLIGHT PLANNING
NAVIGATION
The navigation process provides the system with current
aircraft state information consisting of present
position, altitude, winds, true airspeed and ground
speed.
This is achieved using inputs from the Inertial
Reference Systems, Air Data sensors, Global
Positioning Systems (GPS) if fitted, navigation
radios, Air Traffic Service Unit (ATSU) and FAC flight
envelope computation.
Position can be updated manually during the flight or
automatically, on the runway threshold at take-off for
example.
LATERAL FLIGHT PLAN
The lateral flight plan provides the sequential track
changes at each waypoint within 3 main sections.
- DEPARTURE: initial fix (origin airport),
Standard Instrument Departure (SID)...
- EN ROUTE: waypoints, navigation aids...
- ARRIVAL: Standard Terminal Arrival Route
(STAR), approach, missed approach, go around...
The lateral steering order can be followed by the pilot
or the autopilot with the NAV mode selected.
VERTICAL FLIGHT PLAN
The vertical flight plan provides an accurate flight
path prediction which requires a precise knowledge of
current and forecast wind, temperature and the lateral
flight path to be flown.
The vertical flight plan is divided into several flight
phases:
- PREFLIGHT: fuel, weight and V2 insertions.
- TAKE-OFF: speed management, thrust reduction
altitude, acceleration altitude.
- CLIMB: speed limit, speed management.
- CRUISE: top of climb, cruise altitude, top of
descent.
- DESCENT: speed limit, speed management,
deceleration.
- APPROACH/MISSED APPROACH/GO AROUND: thrust
reduction altitude, acceleration altitude.
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, except
for departure when the vertical profile is armed on
ground and will automatically be active after take-Off
phase.
TMUFM0103-T01 LEVEL 3
EFFECTIVITY 22-70-00 Page 4
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_A319/A320/A321 TECHNICAL TRAINING MANUAL
MECHANICS / ELECTRICS & AVIONICS COURSE 22 AUTO FLIGHT SYSTEM
UF94200
EFFECTIVITY Page 156
ALL
FLIGHT PLANNING
PERFORMANCE
The performance data base contains optimal speed
schedules for the expected range of operating
conditions.
Several performance modes are available to the operator
　
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