A380 RR Trent 900 Auto Flight System Technical Training Manual PDF

A380 RR Trent 900 TECHNICAL TRAINING MANUAL MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) Auto Flight System ETBN 0654 ISSUE 1 JUL 01 2013  This document must be used for training purposes only Under no circumstances should thi...

A380 RR Trent 900 TECHNICAL TRAINING MANUAL MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) Auto Flight System ETBN 0654 ISSUE 1 JUL 01 2013  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.  A380 RR Trent 900 TECHNICAL TRAINING MANUAL AUTO FLIGHT SYSTEM Flight Envelope Description (3).............................. 2 Flight Guidance Description (3)............................. 12 FG/FE Priority & Reconfiguration Description (3).............. 24 Flight Management Description (3).......................... 32 Flight Management Navigation Database Uploading (2).......... 44 FM Priority & Reconfiguration Description (3)................. 52 A/THR Description (3).................................... 54 Flight Guidance OPS / CTL & IND (3)....................... 60 Flight Management OPS / CTL & IND (3).................... 64 Auto Flight System Maintenance (3)......................... 68 LMW13261 - L80T0M0 MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) TABLE OF CONTENTS Jun 28, 2013 22 - Auto Flight System Page 1  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT ENVELOPE DESCRIPTION (3) - Excessive pitch angle, Introduction - Bank angle warning (optional), - Alpha Floor. The Flight Envelope (FE) function of the Auto Flight System (AFS) acquires various parameters from the aircraft systems, and carries out the following functions: - The Weight and Balance Backup Computation (WBBC), - The characteristic speeds computation, - The detection of abnormal flight conditions. These two last functions are implemented in the Flight Control and Guidance Units (FCGUs). WBBC The WBBC, in parallel with the Fuel Quantity and Management System (FQMS), computes the aircraft Gross Weight (GW) and Center of Gravity (CG). The WBBC monitors AFT CG limit overshoot by a computation fully independent of the FQMS. The WBBC computation is used to consolidate FQMS data in case of FQMS failure, or in case of FQMS/WBBC discrepancy. As the PRIMs receive both FQMS and WBBC data via the Avionics Data Communication Network (ADCN), the PRIMs also do their own computation in case of ADCN loss. LMW13261 - L80T0M0 - LM22D1FE0000001 Characteristic speeds The FE computes the speed envelope composed of characteristic speeds. The computed speeds are used either by the crew or by the Flight Guidance (FG) to safely fly the aircraft within the speed envelope. They are displayed on the speed scale of the Primary Flight Displays (PFDs). Abnormal Flight Configuration The FE detects the presence of abnormal flight configurations, such as: - Reactive windshear, - Low energy, MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 2  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D1FE0000001 INTRODUCTION MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 3  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT ENVELOPE DESCRIPTION (3) Architecture The computations and detections carried out by the FE through the PRIMs and the WBBC applications depend on various inputs received via either ARINC 429 buses or the ADCN. These inputs are: - Air & inertial data from the Air Data/Inertial Reference Units (ADIRUs), - The primary flight control surfaces positions from the FCDC applications hosted in the CPIOMs-C, NOTE: Although the WBBC and FCDC applications are hosted in the same CPIOMs, the WBBC applications receive the primary flight control surfaces positions from the FCDC applications not internally to the CPIOMs but via the ADCN. - The slats/flaps positions and the slat/flap control lever position from the Slat Flap Control Computers (SFCCs), - The engines fuel flow, the engines status and the thrust levers positions from the EECs. As a backup, the PRIMs also directly acquire the thrust levers positions via analog buses, - Characteristic speeds from the Flight Management Computers (FMCs) as for example the VLS which is the minimal selectable speed used for the AutoPilot (AP)/Flight Director (FD), LMW13261 - L80T0M0 - LM22D1FE0000001 - The aircraft GW and CG from the FQMS applications hosted in the CPIOMs-F and from the WBBC applications, - The main landing gear height above ground from the Radio Altimeters (RAs) for detections inhibition only. MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 4  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D1FE0000001 ARCHITECTURE MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 5  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT ENVELOPE DESCRIPTION (3) If the estimated CG is reaching an aft warning limit, this information is Weight and Balance Backup Computation (WBBC) transmitted via the ADCN from the WBBC, through the FCDC to the FWS that triggers a warning on the ECAM. The fuel system within the FQMS targets a given CG during the flight This information is also sent from the WBBC to the overhead fuel panel through fuel transfers from different tanks to the feed tanks, in order to through IOM-A1 and IOM-A2 to light the FAULT indication on the reduce drag. As soon as fuel transfers are done, the CG computed and TRIM TK XFR pushbutton. This indicates to the crew that a manual managed by the FQMS has to be monitored by a totally independent way. TRIM TANK forward transfer must be done. Therefore, weight and CG estimation has been implemented in the WBBC. The WBBC acquires the aircraft GW and the CG from the fuel system NOTE: Although the WBBC, FCDC and FWS applications are hosted via the FQMS and does independently its own estimation. in the same CPIOMs, they communicate together not internally The weight estimation done by the WBBC is based on an aerodynamic to the CPIOMs but via the ADCN. model that takes into account the airspeed, the angle of attack (AOA), In case of FQMS failure only, the aircraft GW and CG displayed on the the altitude, the pitch trim position, and the slat/flap configuration. In SD permanent data zone are those computed and sent via the ADCN by case of aerodynamic model invalidity, a consumption model is used, the WBBC applications. which is based on a frozen weight WBBC data and the fuel used data In this case the GW and CG accuracy is degraded. from the Full Authority Digital Engine Control (FADEC). In the same way, the CG position estimation done by the WBBC is based on an aerodynamic model, which takes into account the airspeed, the AOA, the pitch trim position, the slat/flap configuration and its own weight estimation. AFT CG alert The FQMS controls the CG by transferring fuel to the trim tank (on LMW13261 - L80T0M0 - LM22D1FE0000001 ground only) and from the trim tank. In order to prevent an excess CG in case of FQMS undetected failure or fuel trapped in the trim tank, the WBBC generates two levels of alert signals. When the estimated CG reaches a caution limit, this information is transmitted via the ADCN, from the WBBC to the FQMS and to the Flight Warning System (FWS) through the Flight Control Data Concentrator (FCDC). The FQMS shifts forward its CG target and makes an automatic trim tank transfer. The FWS triggers a level 1 caution, shown on the ECAM after last engine shutdown. MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 6  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D1FE0000001 WEIGHT AND BALANCE BACKUP COMPUTATION (WBBC) MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 7  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT ENVELOPE DESCRIPTION (3) Characteristic Speeds The FE calculates the characteristic speeds, which are shown on the PFD, for Auto Flight Guidance (FG) function, for Flight Management (FM) function or for flight control laws function. The main FE characteristic speeds, displayed on the PFDs speed scale, are: - Current A/C speed (from ADIRS), - VMAX: Maximum allowed speed (structural protection), - Green dot: Speed related to the best lift-to-drag ratio (best climb performance, minimum fuel consumption), - VFE NEXT: Maximum speed with the flaps extended to the next position in approach, - S: Minimum speed at which the slats may be retracted to clean configuration after takeoff, - F: Minimum speed at which the flaps may be retracted to lever position 1 after takeoff, - Speed trend: Speed reached 10 seconds later with a constant acceleration/deceleration, - VLS: Lowest selectable speed, - Alpha protection speed: Speed related to the angle of attack at which alphafloor protection becomes active (normal law), LMW13261 - L80T0M0 - LM22D1FE0000001 - Alpha max speed: Speed related to the maximum angle of attack that can be reached in normal law. Note that the shown configuration is not realistic. MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 8  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D1FE0000001 CHARACTERISTIC SPEEDS MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 9  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT ENVELOPE DESCRIPTION (3) to the FG, which activates the A/THR with full thrust (on all engines Abnormal without engine failure or on symmetrical running engines). This condition occurs mainly when: The FE detects the presence of abnormal flight configurations, outside - The AOA is between prot and max. normal operating flight envelope, as follows: When this condition is detected, "A FLOOR" message is shown on the Reactive Windshear: Flight Mode Annunciator (FMA) of the PFD. The windshear detection is based on wind law computation by the PRIM Alpha Floor protection is inhibited mainly when: only (from vertical and lateral accelerations data given by the Inertial - The aircraft is below 100ft RA in Approach, or Reference System (IRS) and actual AOA). - Two engines failure occurs on the same side. This detection is enabled in airport area, as follows: Excessive Pitch Angle: - For 30 seconds after Take-Off below 250ft Radio Altitude (RA), or The FE detects an excessive pitch angle (above 12 deg.) when the aircraft - In approach, from 1300ft RA to 50ft RA. is near the ground (RA< 400ft) (risk of tail strike). The FE warns the pilots in case of detection of immediate windshear by In this case, an aural warning PITCH PITCH sounds. The pitch value is sending through the FCDC a signal to the FWS, which triggers the aural sent to the Control Display System (CDS) to be shown on the PFD (V warning "WINDSHEAR WINDSHEAR WINDSHEAR". A red symbol) during Take-Off and Landing phases. WINDSHEAR message is also shown on the PFDs. Low Energy: Bank Angle Warning (option): The FE does the low energy detection in normal law, when the energy When the FE detects an excessive bank angle (risk of engine or wing tip of the aircraft is too low, in the following conditions (e.g.): strike), it triggers an associated aural warning "BANK BANK". - AOA is higher than the defined threshold depending on the aircraft The bank angle threshold to trigger the warning depends on RA height. configuration, airspeed variation, flight path angle, alpha floor threshold and slat/flap configuration, and LMW13261 - L80T0M0 - LM22D1FE0000001 - Below 2 500ft RA, 3 100ft RA when/during landing, 3 200ft RA when/during takeoff. In this condition the FE warns the pilots by sending through the FCDC a signal to the FWS, which triggers the aural warning "SPEED SPEED SPEED". This detection is inhibited when (e.g.): - At least one thrust LVR is set at TOGA, or - Alpha floor is active. Alpha Floor: The FE activates the protection against excessive angle-of-attack (AOA), called alphafloor protection, by sending an alphafloor detection signal MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 10  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D1FE0000001 ABNORMAL MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT ENVELOPE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 11  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT GUIDANCE DESCRIPTION (3) General The Flight Guidance (FG) carries out, within the Flight Control and Guidance Units (FCGUs), three functions related to the aircraft control: Autopilot (AP), Flight Director (FD) and Auto Thrust (A/THR). The AP functions give the orders that follow: - Position of the control surfaces on the three axes (pitch, roll and yaw), - Steering of the nose landing gear wheels (auto roll out function). The FD functions give guidance orders used in manual control mode, shown on the Primary Flight Displays (PFDs). The A/THR controls the engine thrust target N1 through the Full Authority Digital Engine Control (FADEC) system according to the position of the throttle control levers. LMW13261 - L80T0M0 - LM22D2FG0000001 MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 12  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D2FG0000001 GENERAL MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 13  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT GUIDANCE DESCRIPTION (3) - The orders received from the TCAS, in case of resolution advisory, for FCU Data Processing manual or automatic collision avoidance. - The main landing gear height above ground from the Radio Altimeters The FCU data processing is different for the AFS control panel and the (RAs) for mode transition such as flare and for primary vertical guidance EFIS control panels. during flare. The AFS control panel just sends "key pressed" and "click counts" data - The aircraft Gross Weight (GW) & CG from the Fuel Quantity and to the PRIMs via ARINC 429 buses and via discrete for the AP & A/THR Management System (FQMS) and Weight and Balance Backup pushbuttons. The PRIMs do the computations (engagements, modes, Computation (WBBC) applications respectively hosted in the CPIOMs-F targets) and send back to the AFS control panel the data to be displayed and the CPIOMs-C. (green lights, modes, targets). - The flight/ground information from the Landing Gear Extension and The EFIS control panels do their own computations, manage the displayed Retraction System (LGERS) applications hosted in the CPIOMs-G and data and output the modes and settings to the ADCN via ARINC 429 consolidated data from landing gear remote data concentrator 4 buses and the IOM-As. (LGRDC4), the Radio Altimeters (RAs) and the EECs. Guidance Orders Computation Inputs With the AP engaged, the computed guidance orders are sent, internally to the PRIMary Systems (PRIMs), from the FG function to the flight The AP/FD guidance orders, computed within the PRIMs, depend on control function for: various inputs mainly received via ARINC 429 buses (critical data) or - Automatic deflection of the flight control surfaces, received via the ADCN from applications hosted in CPIOMs. - Automatic nose wheel steering through the steering control system These inputs are: applications hosted in the CPIOMs-G. Communications from the PRIMs - The characteristic speeds from the FE, internally to the PRIMs. to the CPIOMs-G are done via ARINC 429 buses. - The modes and targets selection from the FCU (or the FCU backup With the FD engaged, the computed guidance orders are sent from the applications hosted in the CPIOMs-C in case of FCU failure). PRIMs to the PFDs via the Avionics Data Communication Network LMW13261 - L80T0M0 - LM22D2FG0000001 - The managed targets from the Flight Management Computers (FMCs) (ADCN). via the ADCN. - Air & inertial data from the Air Data/Inertial Reference Units (ADIRUs) Thrust Target Computation Inputs and the Integrated Standby Instrument Systems (ISISs). The ISIS sends The A/THR thrust target, computed within the PRIMs, depends on to the PRIMs some air data parameters used to consolidate the parameters various inputs. received from the ADIRUs. These inputs are: - The slats/flaps positions and the slat/flap control lever position from - The characteristic speeds and the alphafloor detection signal from the Slat Flap Control Computers (SFCCs). the FE, - The ILS and GPS signals from the Multi-Mode Receivers (MMRs) for - The vertical mode from the AP/FD, approaches. - The speed/Mach mode and target selection from the FCU (or the FCU backup applications in case of FCU failure), - The managed speed/Mach target from the FMCs, MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 14  A380 RR Trent 900 TECHNICAL TRAINING MANUAL - The thrust levers positions from the EECs for thrust target limits. In addition, the A/THR N1 target for each engine is displayed on the The thrust levers positions from the EECs is acquired by the PRIMs EWD. via the ADCN. As a backup, the PRIMs also directly acquire the thrust FD Guidance Orders levers positions via analog buses. - N1 data (actual, limits) and engine failure data (for compensation) The FD guidance orders are always displayed with crossed pitch and also from the EECs. roll bars in either Heading / Vertical Speed (HDG / V/S) mode or Track / Flight Path Angle (TRK / FPA) mode. Landing Capability Computation The yaw bar replaces the roll bar below 30 feet RA during takeoff The landing capability, individually computed by each PRIM, is and landing. mainly based on the availability of: Velocity Vector (VV) - Sensors (ADIRUs, MMRs, RAs,...), - Servo controls, The VV, shown as a "bird" symbol, provides trajectory information. - The side sticks AP instinctive disconnect pushbuttons, When in TRK / FPA mode i.e. when in ground reference, it is - The FWS, automatically displayed on both PFDs and both VV pushbuttons on - The PFDs. the EFIS control panels are automatically lit. The overall landing capability is computed by the FCDC applications When in HDG / V/S mode i.e. when in air reference, it can be hosted in the CPIOMs-C and depends on all individual landing displayed on request on either PFD through the VV pushbutton. capabilities received from the PRIMs via the ADCN. The result of The VV position is always computed by the ADIRUs while the EFIS this computation is displayed during approach on the Flight Mode control panels just manage the display or not on the PFDs via the Annunciator (FMA). IOM-As and the ADCN. CDS The FG data to be displayed are all received by the Control and Display LMW13261 - L80T0M0 - LM22D2FG0000001 System (CDS) via the ADCN, from the PRIMs excepted: - The landing capability received from the FCDC applications. - The Velocity Vector (VV) received from the ADIRUs. The FG data displayed on the PFDs are: - The FMA data: A/THR mode, AP/FD vertical and lateral modes, landing capability, AP, FD & A/THR engagement status. - The FCU selected targets (displayed in cyan) and the FMCs managed targets (displayed in magenta). - The FD guidance orders. - The VV. MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 15  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D2FG0000001 FCU DATA PROCESSING... CDS MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 16  A380 RR Trent 900 TECHNICAL TRAINING MANUAL This Page Intentionally Left Blank LMW13261 - L80T0M0 - LM22D2FG0000001 MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 17  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT GUIDANCE DESCRIPTION (3) AP/FD Modes The AP and the FD operate according to modes. The function of a mode is to acquire, hold and follow a parameter called target (heading, altitude, speed...). When the AP is engaged: - An AP lateral mode controls the lateral trajectory, - An AP vertical mode controls either the vertical trajectory or the speed/Mach. The FD modes are identical to the AP modes. The AP/FD modes are either selected or managed depending on if their targets are selected by the pilots through the FCU or sent by the FMCs. These modes, active or armed, are displayed on the FMA. As an example, the FCU heading knob allows, by rotation, to select a heading target then, by a pull action, to engage the HDG selected lateral mode in which the aircraft follows the FCU selected heading. While a push action on the same knob allows to engage the NAV managed lateral mode in which the aircraft follows the FMCs lateral flight plan. In the selected mode the targets are shown in cyan on the PFD. In the managed mode the targets are shown in magenta on the PFD. When the A/C is in flight with the A/P engaged, the TCAS mode engages and automatically does the avoidance maneuver, in case of resolution LMW13261 - L80T0M0 - LM22D2FG0000001 advisory detection by the TCAS. MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 18  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D2FG0000001 AP/FD MODES MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 19  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT GUIDANCE DESCRIPTION (3) - Two Air Data Inertial/Reference Units (ADIRUs) at least are aligned, Condition AP/FD Engagement/Disengagement - The FCU or FCU backup is in operation. The FD is automatically engaged at aircraft electrical power-up. Condition AP/FD Engagement However, the FD guidance orders will be displayed from takeoff only. The AP can be manually engaged 5 seconds after lift-off through two Then, they can be displayed or not by using the dedicated FD dedicated AP1/AP2 pushbuttons, on the Auto Flight System (AFS) pushbutton on the Auto Flight System (AFS) part of the Flight Control part of the Flight Control Unit (FCU) (or the FCU backup if it is Unit (FCU). activated). The FD also automatically engages and displays avoidance orders, if The AP is used for: the TCAS detects a risk of collision when the A/C is flown manually. - Takeoff phase (from 5 seconds after takeoff), - Climb, - Cruise, - Approach, - Landing, - Roll out phase. Only one AP can be engaged at a time. A Dual AP engagement is only possible in approach and go-around phases (to maximize the AP availability during automatic landing). When an AP is engaged: - The three green bars on the AP key on the FCU are lighted, - The side sticks are locked, - The rudder pedals are locked. LMW13261 - L80T0M0 - LM22D2FG0000001 All the conditions that follow are necessary to engage the AP in flight: - The aircraft is in flight for more than 5 seconds, - The aircraft is in flight domain. The pitch angle is between - 10 deg. and 22 deg. The roll angle is between 40 deg. Left and 40 deg. Right. The Calibrated Air Speed (CAS) of the aircraft is between VLS and VMAX. - One PRIM at least is in operation, - Two Air Data Inertial/Reference Units (ADIRUs) at least are aligned, - The FCU or FCU backup is in operation. AP engagement conditions on ground are: - The aircraft has all engines stopped with low hydraulic pressure. - One PRIM at least is in operation, MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 20  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D2FG0000001 CONDITION AP/FD ENGAGEMENT/DISENGAGEMENT - CONDITION AP/FD ENGAGEMENT MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 21  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT GUIDANCE DESCRIPTION (3) - The aircraft gets to Vmax op in the CLB or OP CLB mode, Condition AP/FD Engagement/Disengagement (continued) - A fault is detected. Condition AP/FD Disengagement The AP can be disengaged by: - Action on instinctive disconnect pushbutton located on each side stick (normal procedure). The disengagement order is sent to the PRIMs via dedicated discrete. - Action on side stick or rudder pedal (emergency take over) by an unlocking movement. When the AP is engaged, the side sticks and the rudder pedals are locked by the PRIMs via dedicated discrete. Actions on the side sticks and the rudder pedals are sent via analog buses to the PRIMs, which, above some threshold, disengage the AP and unlock the side sticks and the rudder pedals. The AP is automatically disengaged by the PRIMs in case of failure detection or protection activation (for example, overspeed protection). The AP can also be disengaged by the PRIMs from manual orders received. At last, the AP can also be manually disengaged through the FCU AP pushbuttons via their discrete (or the FCU backup applications in case of FCU failure). LMW13261 - L80T0M0 - LM22D2FG0000001 The Flight Warning System (FWS) applications, hosted in the CPIOMs-C, compute the AP OFF warning and manage its annunciation according to discrete data directly received from the PRIMs and the AP instinctive disconnect pushbuttons. In regard with the general philosophy of the AFS alerts, the FWS should receive the AP disengagement information from the PRIMs through the FCDC applications via the ADCN. Thanks to this exception, the red AP OFF warning is still available in case of ADCN loss. The FD is disengaged if one of these conditions occurs: - The FD key on the FCU is released, - The aircraft gets to VLS in the DES or OP CLB mode, MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 22  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D2FG0000001 CONDITION AP/FD ENGAGEMENT/DISENGAGEMENT - CONDITION AP/FD DISENGAGEMENT MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT GUIDANCE DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 23  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) - Flight Control Law. PRIMs Architecture The availability of the functions are prioritized and the PRIM chosen as MASTER is the one which has the highest priority function available. Each PRIMary System (PRIM) is made of two Flight Control and The PRIMs are ranked accordingly, and independently from the AP, FD Guidance Units (FCGUs). and A/THR engagement status: Within a PRIM: - The PRIM with the best capability level is the master PRIM, - FCGU A commands, - The PRIM with the second capability level is the slave 1 PRIM, - FCGU B monitors. - The PRIM with the third capability level is the slave 2 PRIM. Communications between both FCGUs of a PRIM are done via ARINC If all PRIMs have the same capability, the priority is PRIM 1, PRIM 2 429 buses. These buses are duplicated due to the data amount (as they and PRIM 3 being defined as slave 1 and slave 2. are also used by the flight controls system). The master PRIM: The PRIMs communicate together by pairs via 4 ARINC 429 buses for - Carries out all FG/FE functions including dual AP and dual FD, each pair. Indeed, one bus is necessary for each FCGU to send data to - Displays the related data on both CAPT & F/O sides. the three other FCGUs. The slave PRIMs synchronize on the master PRIM. PRIMs Priority & Reconfiguration If the master PRIM fails or just loses the best capability, an automatic reconfiguration occurs without any AP, FD & A/THR disengagement: Among the three PRIMs, only one is automatically selected (no crew - The slave 1 PRIM becomes the master PRIM, action) as the MASTER PRIM for AFS function. - The slave 2 PRIM becomes the slave 1 PRIM. Each PRIM computes its own operational capability, based on available external sources and detected failures, the following availabilities are AP/FD Guidance Inputs & Orders checked : The master PRIM carries out AP 1, AP 2, FD 1 & FD 2 functions: - Direct Law, - AP 1 and FD 1 use side 1 guidance inputs which are the same data as LMW13261 - L80T0M0 - LM22D3FGPRIOR01 - Rudder pedal, those displayed on the CAPT side (speed, altitude, heading/track, vertical - Both Side Sticks, speed, managed targets). - Autopilot (AP), - AP 2 and FD 2 use side 2 guidance inputs which are the same data as - ADCN, those displayed on the F/O side. - PFD Data display ability, The active AP depends on the Flight Control Unit (FCU) selection: - AP1, AP2 and autothrust (A/THR) pushbuttons, - If a single AP is engaged with the AP1 pushbutton, AP 1 is active, - Alternate law 1 & 2, - If a single AP is engaged with the AP2 pushbutton, AP 2 is active. - Normal law, - In dual AP configuration, AP 1 is always active whatever the first - A/THR, engaged AP. AP 2 is in standby and ready to take over in case of AP 1 - FLS landing capability, disengagement. - FCU, MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 24  A380 RR Trent 900 TECHNICAL TRAINING MANUAL The FD operates normally in dual configuration whatever the AP engagement status. Both FDs are active and 1FD2 is displayed on the Flight Mode Annunciator (FMA) of both PFDs meaning that: - The FD 1 guidance orders are displayed on the CAPT PFD, - The FD 2 guidance orders are displayed on the F/O PFD. When side 2 guidance inputs are not available, only FD 1 is active and 1FD1 is displayed on both FMAs meaning that the FD 1 guidance orders are displayed on both PFDs. When side 1 guidance inputs are not available, only FD 2 is active and 2FD2 is displayed on both FMAs meaning that the FD 2 guidance orders are displayed on both PFDs. LMW13261 - L80T0M0 - LM22D3FGPRIOR01 MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 25  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D3FGPRIOR01 PRIMS ARCHITECTURE... AP/FD GUIDANCE INPUTS & ORDERS MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 26  A380 RR Trent 900 TECHNICAL TRAINING MANUAL This Page Intentionally Left Blank LMW13261 - L80T0M0 - LM22D3FGPRIOR01 MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 27  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Each FCU backup application interfaces with the same side FCU channel FCU Channels Management for the EFIS part and the same side MFD for both AFS and EFIS pages. The FCU backup application hosted in CPIOM-C 1: The FCU is composed of two identical channels completely independent - Interfaces with FCU channel 1 via IOM-A 1 and IOM-A 2 for the CAPT (power supply, interfaces, no synchronization). EFIS part, Both channels are able to drive the Auto Flight System (AFS) control - Manages either page displayed on the CAPT MFD. panel. Therefore, the master PRIM selects the channel to be used for the The FCU backup application hosted in CPIOM-C 2: AFS control panel display. If the master PRIM is either PRIM 1 or PRIM - Interfaces with FCU channel 2 via IOM-A 3 and IOM-A 4 for the F/O 3, the selected channel is channel 2. If the master PRIM is PRIM 2, the EFIS part, selected channel is channel 1. - Manages either page displayed on the F/O MFD. Each channel drives the same side EFIS control panel. Two FCU backup operational modes, applicable for both AFS and EFIS In case of one channel failure (hardware problem, no power supply, parts, have to be considered: invalid data,...): - The active mode, - The master PRIM selects the other channel to drive the AFS control - The display only mode also called disable mode. panel, The FCU backup also has a degraded mode, applicable for the AFS part - The same side EFIS control panel functions and display are lost. only, to partially compensate the 3 PRIMs failure. If both channels fail, the whole FCU is lost. The channel failure processing for AFS and EFIS control panels is Active Mode independent. As an example, a channel can be considered faulty for the The function of the Active mode is to recover lost FCU functions in AFS control panel due to invalid data but still operative for the EFIS case of FCU failure by enabling interactivity on the AFS and/or EFIS control panel. pages. Its activation is automatic and independent for the AFS, CAPT EFIS FCU Backup LMW13261 - L80T0M0 - LM22D3FGPRIOR01 and F/O EFIS parts: The FCU backup is fully redundant with the FCU and takes over in case - The FCU backup AFS is activated within both FCU backup of FCU failure: Channel(s) / Front face component. applications upon a master PRIM request in case of both FCU channels It carries out the same functions as the FCU thanks to: failure, - Two FCU backup applications hosted in CPIOM-C 1 and CPIOM-C 2, - The FCU backup EFIS is directly activated within a FCU backup - Two interactive graphical pages on MFDs: One AFS page and one EFIS application upon detection of invalid or not received data from the page. Selections on these pages are done with the help of the KCCUs. same side EFIS control panel. The FCU backup applications communications are similar to the FCU When a FCU front face component failure (display, pushbutton,...) is and are mainly done via Avionics Data Communication Network (ADCN). detected by the pilots, the Active mode can also be manually activated: Both FCU backup applications interface with the master PRIM for the - Directly on the AFS and/or EFIS pages thanks to the dedicated AFS part. "button" displayed on the top of each page, MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 28  A380 RR Trent 900 TECHNICAL TRAINING MANUAL - By powering off the whole FCU thanks to the two switch-off detent In case of the three PRIMs failure, the degraded mode is automatically of the FCU display dimming knobs located under the FCU. In this activated and the FCU backup applications just replace the master case, the same discrete used to cut off the power supply is also used PRIM in the computation of the targets and their display on the PFDs. by both FCU backup applications to activate the Active mode in order The targets are computed from selections on: to differentiate the voluntary action from a failure. - The AFS page which is only interactive for the SPD, HDG/TRK & The Active mode operation is exclusive with the FCU use. Thus, when ALT parameters, this mode is activated: - The AFS control panel which is blanked due to the three PRIMs - The AFS control panel is blanked by the master PRIM which does failure but still operative. The "click counts" are sent to both FCU not select any channel for display, backup applications via the IOMs. - The EFIS control panel is blanked and inhibited by the same side Note that, in degraded mode, both FCU backup applications are FCU backup application thanks to a dedicated discrete. synchronized together and the targets are always displayed on both Note that, even when the Active mode is activated, no page is PFDs from the FCU backup application hosted in CPIOM-C 1. automatically displayed. FCU BKUP has first to be selected manually on the MFDs with the help of the KCCUs. At last, below 400 feet, any action on the AFS page is ignored by the master PRIM for reliability reasons. Display Only Mode (Disable Mode) When the FCU works properly, it is nevertheless possible to display the AFS and/or EFIS pages without interactivity on these pages. In the Display Only mode, the AFS and EFIS pages are just synchronized with the FCU: - AFS data is sent from the master PRIM to the FCU backup applications, LMW13261 - L80T0M0 - LM22D3FGPRIOR01 - EFIS data is sent from the EFIS control panels to the FCU backup applications. Degraded Mode The function of the degraded mode is to recover, in case of the three PRIMs failure, the speed (SPD), heading/track (HDG/TRK) and altitude (ALT) targets on the PFDs. In normal operation, these targets are selected on the AFS control panel then computed by the master PRIM which finally displays them on the PFDs. MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 29  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D3FGPRIOR01 FCU CHANNELS MANAGEMENT & FCU BACKUP MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 30  A380 RR Trent 900 TECHNICAL TRAINING MANUAL This Page Intentionally Left Blank LMW13261 - L80T0M0 - LM22D3FGPRIOR01 MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FG/FE PRIORITY & RECONFIGURATION DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 31  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT MANAGEMENT DESCRIPTION (3) Introduction The Flight Management (FM) carries out, within the dedicated Flight Management Computers (FMCs), several functions related to flight planning, navigation and performance optimization using a NAVigation database and a PERFormance database. The FM functions optimize the flight plan in terms of speed, thrust and altitude (fuel planning and flight time optimization to minimize the flight cost). The FM, in association with the databases and the Multi function Displays (MFDs), carries out: -Lateral and vertical flight plan construction, -Aircraft position computation, -Computation of lateral and vertical steering orders as well as thrust demand to be followed by the Flight Guidance (FG). The navigation database is used to build the lateral flight plan with waypoints, radio navigation aids and runways. The navigation database has a worldwide coverage. Its contents is updated every 28 days by the airline under its responsibility and it is uploaded using the Data Loading and Configuration System (DLCS). The performance database, with aircraft aerodynamic and engine models, enables vertical flight plan construction and optimization. LMW13261 - L80T0M0 - LM22D4FM0000001 The Keyboard and Cursor Control Units (KCCUs) and the MFDs are used to select, modify and monitor the flight plan. Besides the MFDs, FM lateral and vertical information is displayed on the Navigation Displays (ND) main zone and vertical display as well as on the Primary Flight Displays (PFDs). MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT MANAGEMENT DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 32  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D4FM0000001 INTRODUCTION MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT MANAGEMENT DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 33  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT MANAGEMENT DESCRIPTION (3) Architecture Data Link The FMS has two data link functions, the FMS Air Traffic Control Computation Inputs (ATC) and the FMS Airline Operational Control (AOC). The 3 FMCs are connected to the A/C computers/applications mainly The FMS ATC supports the aircraft /ATC centers data link and the through the Avionics Data Communication Network (ADCN). FMS AOC support the aircraft /AOC centers data link. The A/C computers supplying the 3 FMCs are: The FMS ATC function exchanges data with the ATC centers through -The navaids, the ATC data link application and the Avionics Communication Router -The Air Data and Inertial Reference Units (ADIRUs), (ACR). -The Fuel Quantity and Management System (FQMS) applications, The FMS AOC function exchanges data with the AOC centers through -The Clock, the ACR. -The Landing Gear Remote Data Concentrators (LGRDCs). ATC centers and AOC centers are called operational ground centers. The navaids send A/C position in relation to stations (e.g.: VOR FMS ATC stations) and runways axis, through Input/Output Modules (IOMs), to the active FMCs. The flight crew can request, by the means of the FMS ATC function, The ADIRUs send A/C inertial speed and position, and time data to a flight plan revision clearance to the ATC center. the active FMCs. The ATC center may ask the aircraft to report some parameters (e.g.: The FQMS applications, hosted in the Core Processor Input/Output altitude) immediately or when specific condition is reached (e.g.: at Module (CPIOM)-F1 and CPIOM-F2, send A/C Gross Weight (GW), 10am). A/C Center of Gravity (CG) and Fuel On Board (FOB) data to the Data Link - FMS AOC FMCs. The flight crew can request, by the means of the FMC AOC function, These data are sent through IOMs, giving path segregation through a flight plan initialization, take OFF or wind data to the AOC center. LMW13261 - L80T0M0 - LM22D4FM0000001 the ADCN. The request is initiated from specific pages of the MFDs. The Clock sends time and date to the FMCs through IOM-As. Then, the AOC center will reply by the different data asked by the The LGRDCs send the "A/C on GND" information to the FMCs. flight crew. After acceptance, the flight crew is able to insert the The concentrators use discrete signal to get the information available received flight initialization data into the active or secondary flight faster than the power up time of the ADCN. plan. 30s after the reception of the "A/C on GND" information, the FMS switches into "DONE" phase. Then, the FMS carries various Printing functions.(e.g.: clearing of the active flight plan). The flight crew can print specific data on the printer-1 (e.g.: flight The "A/C on GND" information enables the FMS to compute the plan, wind data report). inertial reference system drift. The printing function can be automatically done if the option has been selected in the FMS A/L configuration file or through the "PRINTER" page displayed on the MFDs. MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT MANAGEMENT DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 34  A380 RR Trent 900 TECHNICAL TRAINING MANUAL CDS The VOR, DME, MMR and optional Automatic Direction Finder Most of the FMS data shown on the Control and Display System units (ADFs) units compose the navaids. (CDS) come directly from FMCs. The navigation also carries out the radio navigation tuning. The FMS data are shown on 3 display units, the MFDs, the Primary In order to receive the A/C position, active FMCs have to tune the Flight Displays (PFDs) and the NDs. navaids through the Radio and Audio Management Panels (RMPs). The MFDs display various data such as flight plans, PERF data and The navaids are normally tuned either automatically by the FM or software P/Ns. manually by the crew on the POSITION/NAVAID page displayed The PFDs display various data such as managed targets (e.g.: speed), on the MFD. V1, VR, Flight Mode Annunciator (FMA) messages (e.g.: "CHECK A NAV mode can be engaged through the HDG/TRK pushbutton of APPR SEL"). the Flight Control Unit, which allows the aircraft to fly the FM flight Note that, the managed targets are processed by the PRIMary Systems plan as defined by the displays on the MFD or ND. (PRIMs) (FG part) prior to being displayed. The NDs show: -On the ND main zone: lateral flight plan, vertical information (e.g.: Top of Climb (T/C)), wind direction, -On the vertical display: vertical flight plan, altitude constraints, -On the ND FM dialog window: flight plan revision data. Navigation The navigation function computes the aircraft position estimation and evaluates the accuracy of this computation. The FMS uses data from the following systems: - Air Data/Inertial Reference System (ADIRS) providing Air Data LMW13261 - L80T0M0 - LM22D4FM0000001 (Computed Air Speed, Altitude, Vertical Speed, Mach Number...), Navigation Data (position, ground speed, velocities and accelerations...), Attitude Data (pitch angle, roll angle, pitch and roll rotation rates, pitch and roll rotation accelerations) and Heading Data (magnetic heading, true heading, yaw rotation rates...), aircraft time and hybrid Global Positioning (Inertial Reference) System (GPIRS), - Global Positioning System (GPS) for aircraft position, - Distance Measurement Equipments (DMEs) for direct distance to various stations, - VHF Omni-directional Range (VOR) for bearing to a station, - Multi Mode Receiver (MMR) or Instrument Landing System (ILS) for localizer update. MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT MANAGEMENT DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 35  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D4FM0000001 ARCHITECTURE - COMPUTATION INPUTS... NAVIGATION MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT MANAGEMENT DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 36  A380 RR Trent 900 TECHNICAL TRAINING MANUAL This Page Intentionally Left Blank LMW13261 - L80T0M0 - LM22D4FM0000001 MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT MANAGEMENT DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 37  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT MANAGEMENT DESCRIPTION (3) - Approach (from deceleration point or manual request of approach Flight Plans (F-PLNs) to Destination), - Go Around (missed approach points), All of lateral and vertical data are defined during flight preparation. They - End of flight (DONE), on ground (30s after main landing gear are included inside the navigation database and performance database. detected on ground). Then, the flight crew enters the flight plan (F-PLN) into the FMS. The FMS can simultaneously store four F-PLNs, one active and three secondaries. The active F-PLN is used for lateral and vertical guidance and automatic radio Navaid tuning. The secondary F-PLNs is used for prediction comparisons. The following flight plan predictions are computed: - The active primary flight plan that gives at each waypoint the predicted speed, altitude, leg distance, time of arrival, estimated fuel on board (EFOB) and predicted winds, - The predictions at primary destination: time of arrival, legs distance and EFOB, - The ALTernate destination that gives ALT trip fuel, ALT trip time, time of arrival and EFOB, - The Secondary flight plan predictions (including primary and alternate), - The position of waypoints along the active flight plan. Flight Profile LMW13261 - L80T0M0 - LM22D4FM0000001 A typical profile is divided into 8 flight phases for which specific operations, MFD pages access rules, prediction models and guidance modes are defined by the FMS. These flight phases are: - Preflight (from first access to ACTIVE/F-PLN page to takeoff), - Take off (from thrust levers pushing to acceleration altitude), - Climb (from acceleration altitude to Top of climb), - Cruise (from top of climb to Top of Descent), - Descent (from top of descent to deceleration point or to manual request of Approach), MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT MANAGEMENT DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 38  A380 RR Trent 900 TECHNICAL TRAINING MANUAL LMW13261 - L80T0M0 - LM22D4FM0000001 FLIGHT PLANS (F-PLNS) - FLIGHT PROFILE MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) FLIGHT MANAGEMENT DESCRIPTION (3) Jun 28, 2013 22 - Auto Flight System Page 39  A380 RR Trent 900 TECHNICAL TRAINING MANUAL FLIGHT MANAGEMENT DESCRIPTION (3) Lateral Functions The lateral functions are: - Navigation, - Lateral fight plan, - Computations of lateral steering orders. Lateral Flight Plan The lateral flight plan function carries out lateral guidance along the flight plan and computes the control law that is required to guide the aircraft as well as the targets. Relative data are displayed on the MFD or on the ND. From the aircraft position and the lateral flight plan, the FM computes the lateral steering orders for the Flight Guidance (FG) function. Flight Plan Revision The active flight plan can be revised either on the MFD or on the ND. (e.g.: DIR TO, insert waypoint). To make a revision from a given waypoint (on ND), the flight crew selects and clicks on the relevant waypoint (using the Cursor Control Device (CCD)) and selects the type of revision wanted (e.g.: Insert next waypoint); a dedicated window appears near the selected LMW13261 - L80T0M0 - LM22D4FM0000001 waypoint. This ND FM dialog window supplies the flight crew with an interactive access to the functions of the FMS (e.g.: selection of a waypoint in the flight plan).