Anda di halaman 1dari 3700

A320 Family Training Manual

Airframe & Powerplant / Electro / Avionics


Level 3

Technical Training
THTA
Issue 2
June 2004

Training Manual
A320 Family

00 General Information
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Equipment Identification/Functional Item Numbers (FIN) . . . . . . . . . . . . . 13
Functional Item Numbers (FIN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
System Identification Letters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Circuit identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Identification of Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Inspection of the Engine after a Bird Strike or Slush Ingestion . . . . . . . . . 7


Inspection/Check of Foreign Objet Damage (FOD) (Bird Strike Included) . . 7

05-57 Aircraft Stability


Check of the Aircraft Stability on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

06 Dimensions and Areas


06-00 General

05 Time Limits - Maintenance Checks

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Scheduled Maintenance Checks (05-20-00). . . . . . . . . . . . . . . . . . . . . . . . . 1
Unscheduled Maintenance Checks (05-50-00). . . . . . . . . . . . . . . . . . . . . . . 1

06-10 Fuselage Datum Lines


Coordinate System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

06-20 Zoning

05-20 Scheduled Maintenance Checks


Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Task numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedure Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Major Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Major Sub - Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Unit Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

06-30 Stations

05-50 Unscheduled Maintenance Checks


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fluid Leak Measurement - Maintenance Practices . . . . . . . . . . . . . . . . . . . .
Measurement of Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Check of the External Leaks of the Hydraulic Components . . . . . . . . . . . . .
Standard Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preparation for Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
1
1
1
2

05-51 Unscheduled Maintenance Checks


Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection after Hard/Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . .
Example: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADAS Structure Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
Copyright by SR Technics

Table of Contents

1
1
2
2
5
5

Stations (STA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Frames (FR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Section Numbers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

06-40 Access
Access Panels and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

07 Lifting & Shoring


07-00 Jacking
Jacking the A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

08 Leveling and Weighing


Aircraft Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Weighing of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Corresponding with JAR


For training purposes only

Contents - 1

Training Manual
A320 Family

10 Parking & Mooring

08-10 Weighing and Balancing


Inspection/Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Weigh the Aircraft and Calculate the Position of the Center of Gravity . . . . 2
Extract from Weight & Balance Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Aircraft Views and Main Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Reference Trihedral and Balance Scale Definition . . . . . . . . . . . . . . . . . . . . 5
Definition of the Reference Chord and Relevant Formulae . . . . . . . . . . . . . 7
Weight Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
10. Effect of Moving Components on the Aircraft CG . . . . . . . . . . . . . . . . . 13
B. Weighing on Aircraft Jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Weighing on Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Equipment / Component Removal List . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Aircraft Stability Control During Loading and Unloading . . . . . . . . . . . . . . . 21
Abbreviations - Aircraft Weighing and Leveling . . . . . . . . . . . . . . . . . . . . 23

10-00 General

12 Servicing
12-00 General
"NO STEP" Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

20 Maintenance Practices
20-00 Sta Lock Fasteners
Removal / Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

00-20-Study Questions

08-21 QUICK LEVELING


Leveling Methods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Leveling using the Attitude Monitor . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Leveling with a Spirit Level in the FWD Cargo Compartment . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Leveling with a Spirit Level in the Passenger Compartment . . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Leveling Procedure with the ADIRU . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Access to the Parameter Call-Up Menus . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
2
2
2
2
2
2
3

00-00 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


05-00 Time Limits- Maintenance Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . .
06-00 Dimensions and Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
07-00 Lifting and Shoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
08-00 Leveling and Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
09-00 Towing and Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-00 Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-00 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20-00 Standard Practices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
2
2
3
3
3
4

21 Air Conditioning

09 Towing and Taxiing

21-00 General

09-00 General
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
Copyright by SR Technics

Table of Contents

System Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sub Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling Pack Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

2
2
4
6
6
8

Contents - 2

Training Manual
A320 Family
Air Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

21-21 Air Distribution and Recirculation


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

21-23 Lavatory and Galley Ventilation


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation of Lavatory and Galley Extraction Fan . . . . . . . . . . . . . . . . . . . . .

2
2
2
5
5
5
6

21-24 Individual Air Distribution


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

21-26 Avionics Equipment Ventilation


Avionics Ventilation System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Avionics Ventilation System Normal Operation . . . . . . . . . . . . . . . . . . . . . . 7
Avionics Ventilation System Abnormal Operation. . . . . . . . . . . . . . . . . . . . 10
Avionics Ventilation System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Avionics Ventilation System Computer Interfaces . . . . . . . . . . . . . . . . . . . 18
Avionics Ventilation LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
AEVC Bite and Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

21-28 Cargo Compartment Ventilation


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Main Components and Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

21-31 Pressurization Control


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
Copyright by SR Technics

Table of Contents

Manual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Main Components and Subsystem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Cabin Pressure Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Safety Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Automatic Pressure Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Manuale Pressure Control Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
System Control Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Interface Unit (EIU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Landing Gear Control Interface Unit (LGCIU) . . . . . . . . . . . . . . . . . . . . . . . . 9
Air Data Inertial Reference Unit (ADIRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Flight Management and Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . . 9
Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Controller 1 /Controller 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Air Conditioning Panel and Cabin Pressurization Panel . . . . . . . . . . . . . . . 10
Pressurization Panel / Motor 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
System Monitoring Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Flight Warning Computer (FWC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
System Data Acquisition Concentrator (SDAQ) . . . . . . . . . . . . . . . . . . . . . 11
Centralized Fault Display Interface Unit (CFDIU) . . . . . . . . . . . . . . . . . . . . 11
Cabin Intercommunication Data System (CIDS) . . . . . . . . . . . . . . . . . . . . . 11
Cabin Press Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Cabin Press Panel /SDACs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Safety Valves /SDACs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Pressurization System LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Functional Test of Manual Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Aircraft Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Cabin Pressure Controller (CPC) Bite and Test Description . . . . . . . . . . . 21
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Corresponding with JAR


For training purposes only

Contents - 3

Training Manual
A320 Family
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
State Change Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CPC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24
25
26
28

21-51 Flow Control and Indication


Pack Flow Control Valve (FCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

21-52 Air Cooling System


Pack Flow Control Valve (FCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bypass Valve (BPV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ram Air Inlet / Outlet Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Ice Valve (AIV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Cycle Machine (ACM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exchangers - Reheater - Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
3
3
3

21-55 Emergency Ram Air Inlet


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Emergency Ram Air Inlet Flap Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

21-61 Pack Temperature Control


Pack Controller Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Back-Up Temperature and Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pack Sensors Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pack Inlet Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Pneumatic Overheat Sensor . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Overheat Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Extractor Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents

Pack Outlet Pneumatic Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4


Pack Outlet Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Pack Overheat and Controller Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Pack Overheat T = 205C (401F) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Pack Overheat T = 210C (410F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Pack Overheat T = 230C (446F) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Pack Overheat T = 260C (500F) or 4 Times 230C (446F) . . . . . . . . . . 11
Primary Computer Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Primary and Secondary Computers Failure . . . . . . . . . . . . . . . . . . . . . . . . 13

21-63 Cockpit and Cabin Temperature Control


Cockpit and Cabin Temperature Control Component Function . . . . . . . . . 2
Mixer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Mixer Unit Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Mixer Unit Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Trim Air Pressure Regulating Valve (PRV) . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Trim Air Pressure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Trim Air Valves (TAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Duct Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Duct Overheat Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Zone Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Zone Controller Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Primary Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lowest Pack Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Trim Air Valve System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flow Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU / FADEC Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Secondary Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Back-Up Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Back-Up FADEC Demand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Duct Overheat and Zone Controller Failures. . . . . . . . . . . . . . . . . . . . . . . . . 8
Duct Overheat T = 80C (176). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Duct Overheat T = 88C (190F or 4 Times 80C (176F) . . . . . . . . . . . . 10
Duct Overheat T < 70C (158F) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Primary Computer Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Primary and Secondary Computers Failure . . . . . . . . . . . . . . . . . . . . . . . . 13
Zone and Pack Controller Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Corresponding with JAR


For training purposes only

Contents - 4

Training Manual
A320 Family
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Data Acquisition Concentrator (SDAC) . . . . . . . . . . . . . . . . . . . . .
Engine Interface Unit (EIU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Data Inertial Reference Unit 3 (ADIRU 3) . . . . . . . . . . . . . . . . . . . . . . .
Electronic Control Box (ECB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Centralized Fault Display Interface Unit (CFDIU) . . . . . . . . . . . . . . . . . . . .
Zone and Pack Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fans Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-Ice and Pneumatic Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear Control Interface Unit 2 (LGCIU 2) . . . . . . . . . . . . . . . . . . . .
Braking and Steering Control Unit (BSCU) . . . . . . . . . . . . . . . . . . . . . . . . .
Zone and Pack Controller Bite and Test Description . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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21-Study Questions

22 Auto Flight
22-00 General
Auto Flight System Design Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFS/ Fly by Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Flight System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMGCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FACs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents

Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
MCDUs (Control Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FCU (Control Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Lateral Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Vertical Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
A/ THR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
MCDUs (Display Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FCU (Display Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
PFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
NDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ECAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Auto Flight System Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . 11
FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
MCDUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
NDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
PFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Resets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
RMPs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
EWD/ SD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Attention Getters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Basic Operational Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Data Base Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Power- Up Test FD Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Corresponding with JAR


For training purposes only

Contents - 5

Training Manual
A320 Family
MCDU Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
A/ THR Engagement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
AP Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

22-10 Autopilot
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Autopilot Engagement Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Load Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FD Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FD Bars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FPD/ FPV Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Flight Director Engagement Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Flight Guidance Priority Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
AP, FD, A/THR Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Selected/ Managed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
AP/ FD Lateral Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
LOC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
AP/ FD Vertical Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
V/ S - FPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Open CLB - Open DES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
CLB - DES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Altitude Constraint Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
AP/ FD Common Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Take Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
FM Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
GO Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
FMGS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Altitude Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Apr04/THTA
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Table of Contents

Decision Height (DH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FCU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMA Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LAND Capability Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44
45
46
46
48
51
51
52

22-30 Autothrust
Autothrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/ THR Loop Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/ THR Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/ THR Function Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alphafloor Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/ THR Operation In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disconnection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autothrust Engagement Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alpha Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
1
1
3
3
3
3
6
7

22-60 Flight Augmentation


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Augmentation Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
YAW AXIS Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
YAW Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
YAW Damping Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
YAW Damping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Speed Computation Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Corresponding with JAR


For training purposes only

Contents - 6

Training Manual
A320 Family
Speed Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Windshear Warning and Guidance System . . . . . . . . . . . . . . . . . . . . . . . .
Low Energy Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Envelope Data on PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Trend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Target Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECON Speed Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum Selectable Speed VLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alpha Protection Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alpha Max Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12
12
13
13
13
13
13
13
13
14
15

22-70 Flight Management System


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Management (FM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FMGC Modes of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Dual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Master FMGC Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Independent Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Single Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Navigation Data Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Lateral Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Vertical Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Flight Management Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FM Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Typical FM Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lateral Principles and Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Position Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
RADIO Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
GPS Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FM Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Apr04/THTA
Copyright by SR Technics

Table of Contents

Vertical Principles and Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


FMGS Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lateral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMGS Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other FM Functions via MCDU Mode-Keys . . . . . . . . . . . . . . . . . . . . . . . .
EFIS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management (FM) Display on PFD . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management (FM) Display on ND . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Base Display P/ Bs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management (FM) Source Switching . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Base Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossloading Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossloading Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossloading Operation (Continued). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warnings and Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16
17
17
26
26
30
32
32
33
35
36
36
37
37
40
41
41
42

22-80 AFS Components


Flight Control Unit Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Speed/ Mach Reference Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Speed/ Mach Switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Heading/ Track Lateral Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Altitude Selector Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Metric Altitude Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Vertical Speed/ Flight Path Angle Control Knob . . . . . . . . . . . . . . . . . . . . . . 8
Heading- V/ S/ Track- FPA Switching Pushbutton . . . . . . . . . . . . . . . . . . . . 8
Autopilot 1 & 2 Engagement Pushbuttons. . . . . . . . . . . . . . . . . . . . . . . . . . 10
Autothrust Engagement Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
EFIS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
MCDU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Brightness Adjust Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Corresponding with JAR


For training purposes only

Contents - 7

Training Manual
A320 Family
Alphanumeric Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page Keys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Line Select Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Color Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMA Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14
14
15
16
16
17
17
18
21
21

22-90 Fault Isolation and Tests


AFS Maintenance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
BITEs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FAC/ FM/ FG BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FCU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MCDU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Ground Scan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LAND Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Safety Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FlDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

22-99 CFDS
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Apr04/THTA
Copyright by SR Technics

Table of Contents

Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3


Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fault Isolation Exercise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ground Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Windshear Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Land Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Land Test Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Test OK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Anomaly Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

22-Study Questions

23 Communication
23-00 General
23-11 HF System
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

23-12 VHF System


VHF Transceiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

23-13 Radio Management


Radio Management Panels (RMPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP / Radio Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP Communication Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RMP NAV Back Up Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAULT ISOLATION AND BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
2
3
6
7
8

23-24 ACARS
ACARS Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ACARS VHF Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ACARS Management Unit (ACARS MU) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Corresponding with JAR


For training purposes only

Contents - 8

Training Manual
A320 Family
Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ACARS ECAM Messages (Memo) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
ACARS Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

23-28 Satellite Communications System


System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Main Components and Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Equipment Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

23-32 Announcement - Music Tape Reproducer System


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

23-34 Passenger Information System (Airshow)

ACP-AMU Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Selcal Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Interphone System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Muting Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AMU BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10
11
12
14
15
16

23-60 Static Discharging


Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

23-71 Cockpit Voice Recorder


Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Voice Recorder Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hot Mic - & Time Reference Recording. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
2
3
4
5

23-73 Cabin Intercommunication Data System (CIDS)

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RCU Operation and Flight Information Displays . . . . . . . . . . . . . . . . . . . . . . 4

23-35 Cabin Telecommunications System


Component Description & Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

23-36 Passenger Information (Video)


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

23-42 Cockpit to Ground Crew Call System


23-51 Audio Management
Audio Integrating System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACP Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Audio Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
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Table of Contents

1
3
7
9

CIDS Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CIDS General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CIDS Description & Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
CIDS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FAP Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AAP Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
PTP Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
CIDS Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Normal Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Abnormal Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Emergency Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
General DEU Type A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
General DEU Type B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
General PTP Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Programming and Test Panel (PTP) Utilization (CIDS). . . . . . . . . . . . . . . . 30
General FAP Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Aft Attendant Panel (AAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Attendant Indication Panel (AIP) - Presentation . . . . . . . . . . . . . . . . . . . . . 37

Corresponding with JAR


For training purposes only

Contents - 9

Training Manual
A320 Family
24-24 AC Emergency Generation

24-Study Questions

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSM/G Control Unit Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voltage Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generation Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Static Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
2
9

24-30 DC Generation
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss of the Transformer Rectifier 1, 2, or Essential . . . . . . . . . . . . . . . . . . .
Transformer Rectifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC Essential & Normal Generation Switching - D/O . . . . . . . . . . . . . . . . . .
DC Generation Monitoring and Indicating - D/O . . . . . . . . . . . . . . . . . . . . . .
DC GENERATION - BATTERIES - D/O . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
3
4
5
7
8
9

24-40 External Power


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Normal Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Abnormal Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AC/DC Ground Service Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
DC Ground Servive Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
New Enhanced Electrical Power System Design . . . . . . . . . . . . . . . . . . . . . 9
Enhanced Electrical Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

24-50 Load Distribution


AC Electrical Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Circuit Breaker Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Configuration of Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Galley Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Refueling on Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Apr04/THTA
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Table of Contents

25 Equipment / Furnishings
25-00 General
25-10 Cockpit Seats
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Captain and First Officer Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Seat Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Occupant Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
4
4
6

25-50 Cargo Loading System


Semi Automatic Cargo Loading - General. . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ball Mats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Roller Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Power Drive Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Door Sill Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
XZSingle Latch 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Additional A319 Informations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

25-62 Escape Slides


Cabin Escape Slide Facilities - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Passenger / Crew Door Escape Slides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Passenger / Crew Door Escape Slides - Operation . . . . . . . . . . . . . . . . . . . 7
Escape - Slides for the Emergency Exit Doors No 2 + 3. . . . . . . . . . . . . . . . 7
Escape Slide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Offwing Escape Slides - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Offwing Escape Slide - Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Offwing Escape Slide - Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

25-Study Questions

Corresponding with JAR


For training purposes only

Contents - 11

Training Manual
A320 Family

26 Fire Protection
26-00 General
Engine and APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fire Warnings and Loop Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Avionics Bay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cargo Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Lavatory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Smoke Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Waste Bin Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Smoke Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

26-01 CFDS System Report / Test


FDU - Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SDCU - Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
System Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Lav Smoke Sys Fail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
System Status (Next Page). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

26-12 Engine Fire and Overheat Detection


Fire Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Detection Unit (FDU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Test P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Loop Fault Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Detection Fault Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

26-13 APU Fire and Overheat


Fire Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Detection Unit (FDU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
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Table of Contents

Test P/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Detector Normal / Alarm / Fault States . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loop Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Detection Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
5
7
8
8

26-15 Avionics Compartment Smoke Detection


Smoke Detector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avionic Equipment Ventilation Computer (AEVC). . . . . . . . . . . . . . . . . . . . .
GEN 1 Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blower and Extract Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2

26-16 Cargo Compartment Smoke Detection


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Detection Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Detection Control UNIT (SDCU) Fault . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
2
2

26-17 Lavatory Smoke Detection


Smoke Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Detection Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Smoke Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lavatory Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lavatory Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2

26-21 Engine Fire Extinguishing


Engine Fire P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Agent P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bottles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test P/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Discharge Cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

1
1
1
1
6
6

Contents - 12

Training Manual
A320 Family
26-22 APU Fire Extinguishing
Auto Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fire P/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Agent P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bottle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Red Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Discharge Cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Operation in Case of APU Fire (Manual Extinguishing) . . . . . . . . . .
Auto Extinguishing on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Extinguishing Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
5
5
6
8
9

26-23 Cargo Compartment Fire Extinguishing


Disch Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bottle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Discharge Cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
4
4

Spoilers 27-60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Speedbrake Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Ground Spoiler Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Flap and Slat Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Flight Controls Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Electrical Power Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Hydraulic Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Priority Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Leakage Measurement Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

27-01 EFCS Control Laws


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pitch normal law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pitch alternate law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pitch direct law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Lateral normal law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Reduced Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

27-10 Aileron

26-24 Portable and Lavatory Fire Extinguishing


Waste Bin Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

26-Study Questions

27 Flight Controls
27-00 General
Description of Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Flight Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ailerons 27-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder 27-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevators 27-30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trimmable Horizontal Stabilizer 27-40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
Copyright by SR Technics

Table of Contents

2
2
4
4
4
5
5
5

Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron and Hydraulic Actuation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron Servocontrol - Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal operation with the servocontrol pressurized . . . . . . . . . . . . . . . . . . .
Operation after an electrical failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation after a hydraulic failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance and Rigging facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
4
4
5
5
6
6
7

27-20 Rudder
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Augmentation Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
YAW Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

1
1
1
2

Contents - 13

Training Manual
A320 Family
Rudder Travel Limitation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Rudder Mechanical Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Stops and Rigging Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Rudder Trim Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Rudder Trim Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Artificial Feel and Rudder Travel Limiting - Actuation . . . . . . . . . . . . . . . . 10
Rudder Artificial Feel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Rudder Travel Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Normal control circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Emergency control circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Rudder Hydraulic Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Rudder Servocontrol Component Description . . . . . . . . . . . . . . . . . . . . . . 17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Yaw Damper Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Yaw Damper Servo-Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Maintenance and rigging facilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Airbus Industrie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

27-30 Elevator
Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interface with the Autopilot System (22-70) . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator-Servocontrol Simultaneous-Pressurization Logic . . . . . . . . . . . . . .
Elevator Oscillation Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
Copyright by SR Technics

1
1
1
1
1

Table of Contents

Pitch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator and Hydraulic Actuation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator Servocontrol Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
4
4
4
4
4
6

27-40 Trimmable Horizontal Stabilizer


Trimmable Horizontal Stabilizer (THS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
THS Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
THS Mechanical Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Stop and Rigging Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cable Tension Regulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
THS Hydraulic Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Pitch Trim Actuator Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fail-Safe Ball Screw-Jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Hydraulic Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Control Valve Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Pressure-Off Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Pitch Trim Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Position Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Mechanical Control Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Ground Operation from the Electric Pumps . . . . . . . . . . . . . . . . . . . . . . . . 12
Operation in Failure Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Technical Data of THS Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
THS Position Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

27-50 Flaps
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Corresponding with JAR


For training purposes only

Contents - 14

Training Manual
A320 Family
Area Call Panel Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PA System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Announcement from Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Announcement from Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit and Cabin Interphone & Call System - Presentation . . . . . . . . . . .
Service Interphone - Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Call System - Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Lighted Signs - Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . .
Bite - Failure Transmission List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CIDS Power - Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTP - System Status & Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Access via MCDU / CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Differences to Enhanced CIDS System of the A320 Family. . . . . . . . . . . .
System Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Decoder/Encoder Unit (DEU) Type A . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Interface and Supply Adapter (PISA) . . . . . . . . . . . . . . . . . . . .
Stand Alone Passenger Interface and Supply Adapter (StA PISA) . . . . . .
Flight Attendant Panel (FAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
On Board Replaceable Module (OBRM). . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Assignment Module (CAM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Integrated Prerecorded Announcement & Boarding Music (PRAM) . . . . . .
Handling of Flight Attendant Panel (FAP) . . . . . . . . . . . . . . . . . . . . . . . . . .
Prerecorded Announcement and Boarding Music (PRAM) System . . . . . .
CIDS Test / BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40
41
43
44
45
47
49
51
53
57
59
68
71
71
73
74
75
75
76
76
77
77
77
81
86

23-Study Questions

Abnormal Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
System Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Circuit Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

24-01 System Report / Test


CFDS A320 Family Enhanced . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

24-22 AC Main Generation


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Control Unit Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Operation Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Generator Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Integrated Drive Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Servicing of IDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AC Main System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Generator Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Generator Control and Protection Functions. . . . . . . . . . . . . . . . . . . . . . . . 14
Differential Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Engine Fire and Open Feeder Cable Protection . . . . . . . . . . . . . . . . . . . . . 17
Other Protections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

24-23 AC Auxiliary Generation

24 Electrical Power
24-00 General
Main Components and Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Brakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GCU Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Operation Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Temperature Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enhanced Electrical Power System A320 Family . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

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Contents - 10

Training Manual
A320 Family
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Controls and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Electrical Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Electrical Control and Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Hydraulic Actuation and Power Transmission . . . . . . . . . . . . . . . . . . . . . . . 1
Extension and Retraction of the Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hydraulic Actuation and Power Transmission . . . . . . . . . . . . . . . . . . . . . . . 4
Asymmetry and Power Transmission Monitoring . . . . . . . . . . . . . . . . . . . . . 4
System Ground Operation Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Position Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flaps Electrical Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Electrical Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Power Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Feedback Position Pick-Off Unit (FPPU) . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FPPU / APPU adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Asymmetry Position Pick-Off Unit (APPU) . . . . . . . . . . . . . . . . . . . . . . . . . 14
Flap Interconnecting Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Flap-Attachment Failure Detection Sensors . . . . . . . . . . . . . . . . . . . . . . . . 16
Wing Tip Brake and WTB Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Flaps Hydraulic Actuation and Power Transmission . . . . . . . . . . . . . . . . . 24
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Power Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Right Angle Gearbox 6203CM(6253CM) . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Line Gearbox 6209CM(6259CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Bevel Gearbox 6217CM(6267CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Torque Shafts and Steady Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Flap Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Flap Carriages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Flap and Track Fairing Operating Mechanism . . . . . . . . . . . . . . . . . . . . . . 32
Flaps Position Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

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Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Instrumentation Position Pickoff-Unit (IPPU). . . . . . . . . . . . . . . . . . . . . . . . 34
CFDS - Related System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

27-60 Spoiler
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Spoiler Hydraulic Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

27-80 Slats
Lift Augmenting (Slats) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Slats Hydraulic Actuation and Power Transmission . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power Control Unit (6001CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Bevel Gearbox, 19 degree (6003CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Tee Gearbox (6005CM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Bevel Gearbox, 63.5 degree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Torque Shafts and Steady Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Slat Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

27-90 EFCS
FCDC System (Flight Control Data Concentrator) . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

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Contents - 15

Training Manual
A320 Family
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Maintenance and Safety Tests/Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SFCC-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SLT System Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Panels, Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

27-Study Questions

28 Fuel A319 / 320


28-00 General
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Storage (28-10-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tanks (28-11-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tank Venting System (28-12-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intercell Transfer System (28-15-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Recirculation for Cooling (Recirculation System) . . . . . . . . . . . . . . . . .
Distribution (28-20-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Fuel Pump System (28-21-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel-Pump System (28-22-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed System (28-23-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine LP Fuel Shut Off (28-24-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refuel/Defuel System (28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU LP Fuel Shut Off (28-29-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indication on ECAM Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indication (28-40-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Quantity Indicating System (28-42-00) . . . . . . . . . . . . . . . . . . . . . . . . .
Quantity Indication (28-42-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Magnetic Level Indicators (28-43-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents

Tank Level Sensing (28-46-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9


Hi-Level BITE (28-46-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

28-10 Storage
Tanks (28-11-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
LH and RH Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Center Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Water Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Clack Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Tank Venting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Burst Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Overpressure Protector (Center Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Wing Center Tank External Ventilating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Intercell Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

28-16 Fuel Recirculation and Cooling


Fuel IDG Cooling System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Return Valve Closure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel IDG Cooling System Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inner Cell High Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Outer Cell High Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Pressure Lost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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28-20 Fuel Feed


Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel-Feed System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

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Contents - 16

Training Manual
A320 Family
Refuel/Defuel System (28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

28-21 Main Fuel Pump System


Fuel Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel-Pump Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenge Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sequence Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Release Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3
3
5
5
7
7
8

28-22 APU Feed


Fuel Pump System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Vent APU Fuel Line Pushbutton-Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
APU Inlet Low Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Drain and Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel-Feed Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
APU LP Fuel Shut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
APU Fuel LP Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Operation with Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

28-23 Crossfeed System


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed Valve 10QM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed Valve Actuator 5QE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents

28-24 Engine LP Fuel Shut Off


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cockpit Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

28-25 Refuel/Defuel System


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Refuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Defuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Refuel/Defuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cockpit Preselector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Refuel/Defuel Coupling 100QM(40QM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Refuel Valve 7QU(8QU), 10QU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Defuel/Transfer Valve 11QM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Air Inlet Valve 161QM(162QM)/Fuel Drain Valve 31QM(32QM). . . . . . . . . 11
Pressure Relief Valve 97QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

28-28 Additional Center Tank Transfer System


Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3. Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. Operation/Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
4
5
9

28-29 APU LP Fuel Shut Off


Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

2
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2

Contents - 17

Training Manual
A320 Family
28-40 Indicating

Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Quantity Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Multi-Tank Indicator 6QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cadensicon 19QT1(19QT2), 20QT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Refuel/Defuel Operations (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Tank Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
High Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lo Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Full and Underfull Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Overflow Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
IDG Shut-off Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Fuel Level Sensing Control Units (FLSCUs). . . . . . . . . . . . . . . . . . . . . . . . 12
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Center-Tank High-Level Dummy-Load Resistor (6QJ) . . . . . . . . . . . . . . . . 12
Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

28-42 Quantity Indicating


Quantity Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Tank Indicator 6QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cadensicon 19QT1(19QT2), 20QT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refuel/Defuel Operations (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . .
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents

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2
2
3
3
4
6
6
6
8

28-43 Manual (Magnetic) Indicators


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MLI 92QM,104QM and 113QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attitude Monitor 39QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure to enter the Parameter Alpha Call-up through the MCDU. . . . . .

2
4
4
5
5

28-99 CFDS
MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

28-Study Questions

28 Fuel A321
28-00 General
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Storage (Ref. 28-10-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distribution (Ref. 28-20-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hi-Level BITE (Ref. 28-46-00). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Quantity Indicating System (Ref. 28-42-00) . . . . . . . . . . . . . . . . . . . . .

2
2
5
7
7
9
9
9

28-10 Storage
Tanks (28-11-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
LH and RH Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Center Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Water Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Clack Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Tank Venting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Burst Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Overpressure Protector (Center Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Wing Center Tank External Ventilating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Corresponding with JAR


For training purposes only

Contents - 18

Training Manual
A320 Family
Fuel Recirculation - Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

28-20 Fuel Feed


Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel-Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refuel/Defuel System (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Transfer System (Ref. 28-26-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT Transfer System (Ref. 28-28-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
1
1
1
2
2

28-21 Main Fuel Pump System


Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel-Pump Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Release Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
2
5
5
6

28-22 APU Fuel Feed


APU Fuel Pump System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vent Apu Fuel Line Pushbutton-Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Inlet Low Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain and Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel-Feed Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Apu LP Fuel Shut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel LP Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation with Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Copyright by SR Technics

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Table of Contents

Indication on ECAM Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

28-23 Crossfeed System


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed Valve 10QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossfeed Valve Actuator 5QE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
4
4
5
5

28-24 Engine LP Fuel Shut Off


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cockpit Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

28-25 Refuel/Defuel System


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Refuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Defuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Refuel/Defuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cockpit Preselector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Refuel/Defuel Coupling 100QM(40QM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Refuel Valve 7QU(8QU), 10QU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Defuel/Transfer Valve 11QM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Air Inlet Valve 161QM(162QM)/Fuel Drain Valve 31QM(32QM). . . . . . . . . 10
Pressure Relief Valve 97QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

28-26 Main Transfer System


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Valve and Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Jet Pump 157QM(158QM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Strainer 220QM(221QM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Transfer System Fault Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

1
2
2
2
4
4
7
9

Contents - 19

Training Manual
A320 Family
28-28 Additional Center Tank Transfer System
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT1 and ACT2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT1 and ACT2 Refuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT1 and ACT2 Automatic Forward Fuel Transfer . . . . . . . . . . . . . . . . . . .
ACT1 and ACT2 Manual Forward Fuel Transfer . . . . . . . . . . . . . . . . . . . . .
Operation with Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
3
3
5
5
5
7
9

28-29 APU LP Fuel Shut Off


Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
2

28-40 Indicating
Quantity Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Multi-Tank Indicator 6QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ultracomps 50QT, 52QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Dualcomp 53QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Refuel/Defuel Operations (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Tank Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
High Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Lo Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Apr04/THTA
Copyright by SR Technics

Table of Contents

Full and Underfull Level Sensing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Overflow Level Sensing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Shut-off Sensors: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Level Sensing Control Units (FLSCUs) . . . . . . . . . . . . . . . . . . . . . . . .
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dummy Load Resistors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13
14
14
15
15
16
16
16

28-42 Quantity Indicating


Quantity Indiction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Tank Indicator 6QT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cadensicon 19QT1(19QT2), 20QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refuel/Defuel Operations (Ref. 28-25-00). . . . . . . . . . . . . . . . . . . . . . . . . . .
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
2
2
3
5
5
5
7
7

28-43 Manual (Magnetic) Indicators


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MLI (Magnitic Level Indicator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attitude Monitor 39QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Procedure to enter the Parameter Alpha Call-up through the MCDU. . . . . .

1
3
3
4
4

28-99 CFDS
28-Study Questions

Corresponding with JAR


For training purposes only

Contents - 20

Training Manual
A320 Family

29 Hydraulic Power
29-00 General
System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Shut-Off Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Driven Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Electric Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ram Air Turbine (RAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Power Transfer Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Priority Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hydraulic System Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Green, Blue, Yellow Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Line Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Circuit Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

29-10 Main Hydraulic Power


System Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine 1 Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ram Air Turbine (RAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blue Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Transfer Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine 2 Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Yellow Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blue Pump Override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leak Measurement Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
2
2
2

29-11 Green Hydraulic System


Green Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reservoir. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reservoir Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Driven Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
Copyright by SR Technics

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2
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2

Table of Contents

Ground Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Power Transfer Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
High Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Leak Measurement Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
HP Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Sampling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Leak Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Power Transfer Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Return Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Green Hydraulic System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Leakage Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
High Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Driven Pump 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
EDP 1 Case Drain Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
EDP 1 Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Engine Fire Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Green Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Ground Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

29-12 Blue Hydraulic System


Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reservoir Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blue Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ram Air Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blue Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leak Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Return Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blue Hydraulic System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

2
2
2
4
4
4
4
6
6
6
6
9

Contents - 21

Training Manual
A320 Family
Leakage Measurement Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
High Pressure Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Blue Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Case Drain Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Blue Electric Pump Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Ram Air Turbine (RAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
RAT Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Blue Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Return Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Ground Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

29-15 Maintenance Practices


Hydraulic Reservoir Pressurizing System. . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Restrictor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ground Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reservoir Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Manual Depressurization Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Hydraulic Reservoir Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Coupling Socket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Restrictor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Filling Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Reservoir Filling Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Reservoir Quantity Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Seal Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Forward System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AFT System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Leakage Measurement System Presentation . . . . . . . . . . . . . . . . . . . . . . . 10

Apr04/THTA
Copyright by SR Technics

Table of Contents

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Full System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10
10
12
12

29-13 Yellow Hydraulic System


Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Reservoir Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Driven Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ground Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Power Transfer Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
High Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Leak Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
PTU Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Return Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Yellow Hydraulic System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Leakage Measurement Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
High Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Yellow Hydraulic System Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Yellow Hydraulic System Electric Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Yellow Hydraulic System Electric Pump Protection . . . . . . . . . . . . . . . . . . 13
Yellow Engine Driven Pump 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
EDP 2 Case Drain Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
EDP 2 Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Engine Fire Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Return Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Yellow PTU-Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Yellow Brake Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Yellow Ground Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

29-20 Auxiliary Hydraulic Power


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Corresponding with JAR


For training purposes only

Contents - 22

Training Manual
A320 Family

30 Ice & Rain Protection

29-22 Ram Air Turbine (RAT)


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
RAM Air Turbine A319/A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
RAT De-Icing Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
RAT Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Retraction Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
RAM Air Turbine A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
RAT Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Retracted Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

PTU General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Transfer Unit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Transfer Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Yellow PTU Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Green PTU Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Isolation Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
5
5
5
5
5

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

30-11 Wing Ice Protection


Wing Anti-Ice System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing Anti-Ice Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LRUs Wing Anti-Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
6
8

Engine Anti-Ice System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Anti-Ice System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Anti-Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
5

30-31 Probe Ice Protection

29-30 Indication
Electrical Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

29-99 CFDS
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Flight System (AFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Controls (F/CTL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear (L/G). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
Copyright by SR Technics

30-00 General

30-21 Engine Air Intake Ice Protection

29-23 Power Transfer System (PTU)

29-Study Questions

Table of Contents

2
3
4
6
8

Probe Heat System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Computer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Probe Heat System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LRUs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Electrical Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Maintenance Practises / Bite and Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
PHC Bite and Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Corresponding with JAR


For training purposes only

Contents - 23

Training Manual
A320 Family

Table of Contents

30-42 Windshield Anti-Icing and Defogging

30-73 Potable Water Ice Protection

Window Heat System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Users. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Window Heat System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ice and Rain Protection LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Maintenance Practises Bite and Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
WHC Bite and Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
In Operation Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Fresh/Waste Water Anti-Ice System Presentation . . . . . . . . . . . . . . . . . . . .


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fresh/Waste Water Anti-Ice LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30-45 Windshield Rain Protection

31 Indicating / Recording System

Rain Removal Systems Presentation and Operation . . . . . . . . . . . . . . . . . .


Wiper System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wiper Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rain Repellent System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rain Repellent Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2

30-71 Waste Water Ice Protection


Drain Mast Ice Protection System Presentation . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Users. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ice and Rain Protection LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
2
3
4

30-72 Water Service Panel Heating


Water Service Panel Heating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
Copyright by SR Technics

2
2
2
2
2
2
3

30-81 Ice Detection


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ice Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ice Detector Built In Test (BITE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

30-Study Questions

31-10 Panels
Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

31-21 Clock
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ND Chronometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFDIU Backup Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mechanical Alert Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss of Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clock with GPS Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
4
4
4
4
8
8
9

31-32 CFDS
CFDS Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System BITE Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Corresponding with JAR


For training purposes only

Contents - 24

Training Manual
A320 Family
Post Flight Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Internal / External Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Memorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Failure Gravity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Normal Mode - Menu Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
BITE Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
System Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Failures Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
CFDS Reports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Last Leg ECAM Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Avionics Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
System Report / Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
System Report/Test (Type 1 System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
System Report/Test (Type 2 System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
System Report/Test (Type 3 System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Post Flight Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
GMT/Data INIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Backup Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ACARS / Print Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Post Flight Report Filtering Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
CFDS Flight Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Flight / Ground Condition Elaboration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
CFDIU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Main Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
CFDIU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Data Flow to the CFDIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
CFDIU Bite and Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

31-33 DFDRS
DFDRS Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
Copyright by SR Technics

Table of Contents

DFDRS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
DFDRS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
FDIU Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Enhanced FDIMS (Flight Data Interface and Management System) of the
A320 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DFDRS Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

31-35 Printer
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Printer Paper Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

31-36 AIDS
AIDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Aids Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Initial Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Manual Start/Stop of the DAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Parameter Label Call Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Parameter Alpha Call Up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Parameters Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
List of Previous Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Stored Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Standard Header Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Manual Report Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Assignement Remote Print . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Enhanced FDIMS (Flight Data Interface and Management System) of the
A320 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

31-50 ECAM
ECAM General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ECAM (Electronic Centralized Aircraft Monitoring) . . . . . . . . . . . . . . . . . . . . 2
ECAM Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Corresponding with JAR


For training purposes only

Contents - 25

Training Manual
A320 Family
ECAM Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Failure of two DMCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ECAM Control Panel Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Failure of one SDAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Failure of SDAC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Failure of one FWC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Failure of FWC 1 + 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
ECAM Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Cruise Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Status Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Permanent Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ECAM Control Panel Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ECAM Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
ECAM Flight Phases. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Audio Warnings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
ECAM System Page Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Warning Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
ECAM Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
FWC Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
SDAC Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
OEB REMINDER function description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

31-60 EIS
EIS General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
EIS Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
EIS Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
EIS Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Switching Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
PFD General Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ND General Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
EFIS Control Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
EIS Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DMC Bite and Test Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
ElS System Report/Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Enhanced EIS System of the A320 Family. . . . . . . . . . . . . . . . . . . . . . . . . . 28

Apr04/THTA
Copyright by SR Technics

Table of Contents

System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Teleloading function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DMC description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Functioning Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FEEDBACK MONITORING FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . .
FIDS and BITE Functions in the EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28
28
29
31
32
35

31-Study Questions

32 Landing Gear
32-00 General
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

32-10 Main Gear & Doors


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

32-11 Main Gear Shock Absorber Service


Oil-Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nitrogen-Pressure-Adjustments with A/C on Jacks. . . . . . . . . . . . . . . . . . . .
With A/C on Wheels: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustment of the Dimension H with a heavy A/C . . . . . . . . . . . . . . . . . . .
With A/C on Wheels: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjust the dimension H with a lightweight A/C.. . . . . . . . . . . . . . . . . . . . . .

1
2
4
4
8
8

32-20 Nose Gear and Doors


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

32-21 Nose Gear Shock Absorber Service


Oil-Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Adjustment of the Shock Absorber Dimension H . . . . . . . . . . . . . . . . . . . . 2

32-31 Extension and Retraction


Landing Gear Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Extension and Retraction Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Landing Gear Retraction/Extension . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

2
2
4
8

Contents - 26

Training Manual
A320 Family
Free Fall Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear Control LRUs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MLG Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MLG Uplock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13
13
13
16
23
32
36

Table of Contents

32-48 Brake Cooling System


Brake Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Brake Cooling Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Electrical Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

32-51 Steering System

32-40 Wheels and Brakes

Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2


Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
NWS Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Tires, Wheels, Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

32-60 Controls, Indicating and Warning

32-43 Brake System

32-69 CFDS

Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Auto Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Anti-Skid System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Alternate Braking with Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Normal Brake System LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Brake Selector Valve and Brake Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Automatic Selector and Throttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Normal Brake Servo Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Modified Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Alternate Brake System LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Automatic Selector (Alternate Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Brake Control Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Master Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Alternate Dual Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Parking Brake System LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Parking Brake Electrical Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Landing Gear - Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1


Menu Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CFDS Menu Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

32-47 Brake System Temperature


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Temperature Sensor to Brake-Temperature Monitoring Unit Connections. . 2

Apr04/THTA
Copyright by SR Technics

32-Study Questions

33 Lights
33-00 General
Cockpit Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo and Service Compartment Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Emergency Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2

33-10 Cockpit Lights


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dome Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Console and Floor Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Center Instrument and Standby Compass Lighting . . . . . . . . . . . . . . . . . . .
Flood Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Panel / Instrument Integral Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

1
1
1
1
1
1
1

Contents - 27

Training Manual
A320 Family
Annunciator Light System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General Cockpit Illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Cockpit Lighting by Dome Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Console Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Instrument Panel Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Captain and First Officer map table lights (41LE and 42LE). . . . . . . . . . . . 12
Supplementary reading light (First Officer) . . . . . . . . . . . . . . . . . . . . . . . . . 12
Center pedestal light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Second supplementary reading light (Captain) . . . . . . . . . . . . . . . . . . . . . . 12
Instrument and Panel Integral Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Annunciator Light Test and Dimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Four Identical Transformers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Switch 33LP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Fourteen Annunciator Light Test and Interface Boards . . . . . . . . . . . . . . . 17
Four-Stage Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Cockpit Outlets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

33-20 Cabin Lighting


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Cabin Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Entrance Area Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lavatory Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Passenger Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lavatory Lighted Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Attendant Worklights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General Illumination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Forward Attendant Panel (FAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Entrance Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Lavatory Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lavatory Lighted Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Lamp and Ballast Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Passenger Reading Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Cabin Attendant Work-Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Cabin Lights - Reading/Work Light Test using PTP . . . . . . . . . . . . . . . . . . 21

Apr04/THTA
Copyright by SR Technics

Table of Contents

33-30 Cargo and Service Compartments


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forward and AFT Cargo-Compartment Lighting. . . . . . . . . . . . . . . . . . . . . .
Avionics Compartment Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wheel Well Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Service Area Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
2
3
4
5

33-40 Exterior Lights


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Taxi and Takeoff Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Runway Turnoff Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Wing and Engine Scan Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Navigation Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Logo Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Anticollision / Beacon Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

33-50 Emergency Lighting


Emergency Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Emergency Power-Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Exit Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Cabin Emergency Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
External Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Floor Proximity Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FPEEPMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Integrated Escape Slide Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Tests on PTP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

33-Study Questions

Corresponding with JAR


For training purposes only

Contents - 28

Training Manual
A320 Family

34 Navigation
34-00 General
System Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Independent Position Determining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Dependent Position Determining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ADIRS CDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
RMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ACP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ROSE/ILS Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ROSE/VOR Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ROSE/NAV Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ARC Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
PLAN Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PFD-General Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Standby Compass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Standby Horizon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Standby Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Standby Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ISIS Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
VOR/DME RMI - Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
VOR/DME RMI - Failure and Non Computed Data. . . . . . . . . . . . . . . . . . . 17
Radio Navigation Tuning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
RMP - Description and Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
RMP Description and Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Radio Navigation Manual Tuning via MCDU . . . . . . . . . . . . . . . . . . . . . . . 25
Navigation Display - Features of Selected Navaids (ROSE/VOR Mode) . . 27
Selected Navaids Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

34-10 Air Data/Inertial Ref. Syst. (ADIRS)


Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ADIRS Switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Air Data Probes and Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Air Data Module (ADM) Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Air Data Reference (ADR) Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . . . . 13
Inertial Reference (IR) Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Apr04/THTA
Copyright by SR Technics

Table of Contents

ADIRU Interconnection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS CDU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS CDU Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IR - Mode State Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS CDU Utilization (Alignment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS MCDU Utilization (Alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS CDU Attitude Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD - Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD - Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD - Vertical Speed . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on PFD - Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on ND - ROSE Mode. . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on ND - ARC Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on ND - PLAN Mode . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADIRS Indications on ND - Failure and HDG Discrepancy . . . . . . . . . . . . .
ADIRS Indications on ECAM Display Unit. . . . . . . . . . . . . . . . . . . . . . . . . .
ECAM Warnings - Typical Display/Action Sequence . . . . . . . . . . . . . . . . .
Displays - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADR OUTPUT TESTS> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Displays - IR Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADR Self Test Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

22
27
31
33
35
37
38
39
43
45
46
47
49
50
51
52
53
54
55
61
65
68

34-36 Instrument Landing System (ILS)


Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ND Rose ILS Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ND Rose NAV/ARC Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
ND - ILS Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ECAM Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
BITE Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

34-41 Weather Radar System


Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Corresponding with JAR


For training purposes only

Contents - 29

Training Manual
A320 Family
Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Failure Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

34-42 Radio Altimeter


Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PFD - Radio Altitude Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PFD - Decision Height Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PFD - Radio Altimeter Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECAM Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bite Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
2
5
6
7
7
8

34-43 Traffic Collision Avoidance System (TCAS)


Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ATC/TCAS Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Display of Intruders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Aural Alerts (Synthetic Voice) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ND - TCAS Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PFD - TCAS Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TCAS Messages on PFD and ECAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Test Display on ND and PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Functional Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

34-48 Ground Proximity Warning System (GPWS)


Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GPWS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
GPWS Visual - and Aural Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Mode 1 - Excessive Rate of Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Mode 2 - Excessive Terrain Closure Rate . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Mode 3 - Descent after Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Mode 4 - Unsafe Terrain Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Mode 5 - Descent below Glide Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ECAM Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Cockpit Flight - and Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Maintenance Test - Present Status. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

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Maintenance Test - Flight History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

34-48 Enhanced Ground Proximity Warning System (EGPWS)


Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
EGPWS Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
MAIN INSTRUMENTS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

34-51 Distance Measuring Equipment (DME)


Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
PFD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ND Rose Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ND ARC Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ND -DME Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

34-52 Air Traffic Control (ATC)


Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATC/TCAS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
2
5
6

34-53 Automatic Direction Finder (ADF)


Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Frequency Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROSE/ARC Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADF NDB P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADF Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
2
5
6
7
7
8

34-55 VOR / Marker


VOR Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MKR Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ND ROSE VOR Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VOR. D Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

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A320 Family
VOR Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Marker Indications on PFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Marker Indications on NDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7
8
8
9

34-58 Global Positioning System (GPS)


Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inertial Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Control Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
User Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Indication and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
GPS Input and Output Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GPSSU Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FMS Position Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Modes of Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Bite Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

34-Study Questions

Overpressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Supply Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crew Oxygen Electrical Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crew Oxygen Mask Utilization Stowage and Test . . . . . . . . . . . . . . . . . . . .
Crew Oxygen LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
5
6
8

35-20 Passenger Oxygen


Passenger Oxygen System Presentation and Operation . . . . . . . . . . . . . . .
Cabin Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Triggering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Oxygen Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chemical Oxygen Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Oxygen Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
3
3
4
4
6
6
8
9

35-30 Portable Oxygen


Portable Oxygen Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
First Aid Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

35 Oxygen

35-Study Questions

35-00 General
Oxygen System Presentation - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crew System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Portable System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Warnings and Caution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
3

35-10 Crew Oxygen


Crew Oxygen System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overpressure Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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2
2
2

36 Pneumatic
36-00 General
Pneumatic - General - Description and Operation . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bite Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

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A320 Family

38 Water and Waste

36-10 General
Distribution - Description and Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
HP Bleed Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pressure Regulator Valve (PRV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Bleed Temperature Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
BMC Bleed Monitoring Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine Bleed Current Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
High Pressure Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Bleed Pressure Regulator Valve (PRV) . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Overpressure Valve (OPV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Fan Air Valve (FAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Fan Air Valve Control Thermostat TCT. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Temperature Limitation TLT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Bleed Transfer Regulated Pressure Transducers TPT . . . . . . . . . . . . . . . . 19
APU Bleed Air Supply & X - Feed System . . . . . . . . . . . . . . . . . . . . . . . . . 20
APU Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
APU Bleed Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
HP Ground Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Environment Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Protection of the Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Protection of the Nacelle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

36-20 General
Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Leak Detection - Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . 1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Leak (Overheat) Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
BMC 1 + 2 Current Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

36-Study Questions

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Table of Contents

38-00 General
Water/Waste System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Potable Water System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

38-10 Potable Water System A320


Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Galleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Lavatorys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Level Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

38-11 Potable Water System A319/A321


Differences between A320 and A319/321. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Tank Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sevice Panel Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Motorized Fill/Drain and Overflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
1

38-30 Waste Water System


Waste Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

38-31 Vacuum Toilet System


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vacuum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flushing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flush Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

1
1
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2
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4

Contents - 32

Training Manual
A320 Family
Vacuum System Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Forward Attendant Panel Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Liquid Level Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Liquid Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Vacuum Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Vacuum System Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Altitude Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Toilet ServicePanel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Toilet Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

38-99 CFDS
38-Study Questions

46 ATIMS
46-00 Information System - General
Introduction / What is Fans?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Today & Future Air Traffic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
FANS Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Transition to FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
What is AIM FANS A or ATIMS? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Required Systems in the Aircraft for CNS/ATM? . . . . . . . . . . . . . . . . . . . . . 6
ATIMS Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AIM FANS Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

46-21 Components and Interfaces


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ATSU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
MCDU Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Printer Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Apr04/THTA
Copyright by SR Technics

Table of Contents

RMP Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU Reconfiguration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Exchange between Aircraft and Ground Network. . . . . . . . . . . . . . . .
ATSU Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATSU/VDR3 Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMM STATUS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Company Call Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BITE Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATIMS Interactive Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Test Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Specific Data Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10
11
12
14
16
17
17
19
20
22
24
25
26
28
30
32
32
37

49 APU - APIC 3200


49-00 General
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Unit - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
APU Operating Envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
APS 3200 - Parts Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Identification of Components (APU Left Side). . . . . . . . . . . . . . . . . . . . . . . 14
Identification of Components (APU Right Side) . . . . . . . . . . . . . . . . . . . . . 16

49-10 Power Plant


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Power Section Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Corresponding with JAR


For training purposes only

Contents - 33

Training Manual
A320 Family
Load Compressor Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Gearbox Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AC Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APS 3200 - Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
APU Attachment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Front Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Rear Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Lifting of the APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
APU Compartment Access Doors Operation . . . . . . . . . . . . . . . . . . . . . . . 10
Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Door Closure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APU Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Operation Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

49-50 Air

49-30 Engine Fuel and Control

49-90 Oil System

Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Fuel System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel LP Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Drain/Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel APU Inlet Low Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Flow Divider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
4
4
4
4
4
4
4

49-40 Ignition and Starting


System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
Copyright by SR Technics

2
2
4
6

Table of Contents

Load Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation/Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Bleed and Surge Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Component Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Operation/Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Accessory Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Components Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

49-60 Engine Control


Electronic Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APS 3200 APU Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenge Return. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Indication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Oil Pressure and High Oil Temperature Warning . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

1
3
3
3
8
8
8

2
2
2
2
2
4
4
4
6
8
8
8
8

Contents - 34

Training Manual
A320 Family
49-Study Questions

49 APU - Garrett GTCP 36-300


49-00 APU Presentation
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Ignition and Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
AC Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
APU System Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Running Sequence - Air Intake Flap Sequence . . . . . . . . . . . . . . . . . . . . . . 4
Running Sequence - Start Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Running Sequence - Acceleration Sequence . . . . . . . . . . . . . . . . . . . . . . . . 6
Running Sequence - Pneumatic and Electrical Supply. . . . . . . . . . . . . . . . . 8
Normal Shutdown Sequence - Pneumatic and Electrical Supply . . . . . . . . . 8
Normal Shutdown Sequence - Deceleration Sequence . . . . . . . . . . . . . . . 10
Normal Shutdown Sequence - Air Intake Flap Sequence. . . . . . . . . . . . . . 10
Protective Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Emergency Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Miscellaneous System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Attach Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Serial Number Encoder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
EGT Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Electronic Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Apr04/THTA
Copyright by SR Technics

Table of Contents

Drain Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Igniter Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26
26
28
28
30
30

49-10 APU Installation Presentation


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mounts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake Duct. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Compartment Access Door Operation . . . . . . . . . . . . . . . . . . . . . . . . .
Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Closure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Ignition and Starting - Description and Operation . . . . . . . . . . . . . . . .
Starter Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel/Oil Pump Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain-Port Air Check-Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gearbox Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inlet Guide Vane Actuator Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flow Divider Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine Plenum Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heat Shield Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Coupling Drain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drain Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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49-20 APU Basic Description


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

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Contents - 35

Training Manual
A320 Family
Load Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Inlet Guide Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Accessory Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

49-30 Fuel System Components


Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel Feed System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel LP Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Inlet Low Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Drain / Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Fuel System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flow Divider and Drain Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Time Acceleration Rate Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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49-50 Air System Components


Load Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surge Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Sensing Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P2 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load Compressor Discharge Temperature Sensor (LCDT) . . . . . . . . . . . . .
Load Compressor Inlet Temperature Sensor (LCIT) . . . . . . . . . . . . . . . . . .
Air Intake Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Actuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGV Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Air System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inlet Guide Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Environmental Control System (ECS) Load . . . . . . . . . . . . . . . . . . . . . . . . .
Main Engine Start (MES) Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Gas Temperature (EGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents

49-60 APU Controls Presentation


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External Power Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECB Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Master Switch Pushbutton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Back Up and Main Start Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LGCIU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIUs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BMCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TSO/JAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Environment Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A320/321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SDACs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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49-70 APU ECAM Page Presentation


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Exhaust Gas Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Flap Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Avail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APU Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU Bleed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fuel Low Press . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Low Oil Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
APU Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Auto Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Emer Shut Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
APU Data/Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Performance Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Shutdowns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Corresponding with JAR


For training purposes only

Contents - 36

Training Manual
A320 Family
49-90 APU Oil System Description
Oil Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Level Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Gearbox Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Scavenge Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
De-Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Drain Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Generator Scavenge Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
De-Oil Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Cooling Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Oil Cooler Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Low Oil Pressure / High Oil Temperature Switches . . . . . . . . . . . . . . . . . . 12
Pressure Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Oil Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Sump Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Oil Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

49-Study Questions

51 Structures
51-00 General
Structural Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unpainted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aircraft Internal Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Types of Protective Treatments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pretreatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Paint Coatings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Special Coatings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Surface Treatments (Galvanic or Chemical) . . . . . . . . . . . . . . . . . . . . . . . . . 4
Protection of Mating Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Sealed Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Damage Classification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Terms and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Sealant Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Mixing the Sealant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Types of Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Type of Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

52 Doors
52-00 General
Passenger Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overwing Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avionic Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Slide Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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52-11 Passenger / Crew Doors


Passenger/Crew Doors - Description and Operation . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Door Suspension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Door Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Door Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Door Damper and Emergency Operation Cylinder . . . . . . . . . . . . . . . . . . . . 8
Emergency Escape Slide Release Mechanism. . . . . . . . . . . . . . . . . . . . . . 10
Cabin Overpressure Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

52-21 Emergency Exit


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Corresponding with JAR


For training purposes only

Contents - 37

Training Manual
A320 Family
Overwing Emergency Exit Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Emergency Exits I Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Emergency Exit - A320 - LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

52-22 Emergency Exit Doors A321


Passenger Compartment Emergency Exit (Doors) - General . . . . . . . . . . . .
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Escape Slide-Release Mechanism (Ref. Fig 8 and 9) . . . . . . . . . . . . . . . . .

2
5
6
6

52-30 Cargo Doors


Cargo Compartment Doors - Description and Operation. . . . . . . . . . . . . . . 1
Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Interlock Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Drift Pin Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Safety Mechanism and Vent Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . 5
Proximity Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cargo Door Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Components of the Door Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . 17
Extension of the Door Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Retraction of the Door Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Manual Opening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Manual Closing Procedure (Again, two persons are needed) . . . . . . . . . . 20
Locking Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Bulk Cargo Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Balancing Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Door Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Door Suspension And Balance Mechanism . . . . . . . . . . . . . . . . . . . . . . . . 25
Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Locking Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
CFDS Specific Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Apr04/THTA
Copyright by SR Technics

Table of Contents

Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

52-51 Cockpit Door-Lock System (CDLS)


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cockpit Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Cockpit Door-Lock System (CDLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Escape Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Three Latch Mechanism. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Components of the Cockpit Door Lock System . . . . . . . . . . . . . . . . . . . . . .
Indication Light 22MQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Key pad 25MQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Buzzer 23MQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Toggle Switch 26MQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The Electrical Release Strikes 30MQ, 31MQ and 32MQ . . . . . . . . . . . . . . .
Control Unit 24MQ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
4
4
4
4
4
4
4
6
6
6

53 Fuselage
53-00 General
53-10 Nose Forward Fuselage
Nose Fuselage (Section 11/12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Forward Fuselage (Section 13/14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

53-30 Center Fuselage


Centre Fuselage (Section 15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Skins and Stringers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

53-40 Rear Fuselage


Aft Fuselage (Section 16/17 and 18) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Corresponding with JAR


For training purposes only

Contents - 38

Training Manual
A320 Family
53-50 Cone / Rear Fuselage
Tailcone (Section 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section between frames 70 and 77 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fin Attachment Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tailplane Attachment Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section Aft of Frame 77 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
5

54 Nacelles / Pylon
54-00 Nacelles / Pylon
Main Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pylon to Wing Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine to Pylon Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
6
6
6

55 Stabilizers

Wing Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leading Edge and Leading Edge Devices . . . . . . . . . . . . . . . . . . . . . . . . . .
Leading Edge Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trailing Edge and Trailing Edge Devices . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trailing Edge Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A 319 / 321 Wing Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A 321 Wing Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4
4
4
4
4
4
4
4
4
6
6

57-10 Center Wing


Center Wing Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rod Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ribs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Access Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
4
4
4

57-20 Outer Wings

55-10 Horizontal Stabilizer

Outer Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

55-30 Vertical Stabilizer (Fin)

57-21 Structure

56 Windows
56-10 Cockpit Windows
Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

56-21 Cabin Windows

57 Wings
57-00 Wings
Centre Wing Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Outer Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wing Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
Copyright by SR Technics

Table of Contents

Main Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wing Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Ribs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Wing Root Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Wing Spars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Rear Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Wing Spars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Front Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Skin Panels and Stringers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

57-24 Partition
Slat Track Cans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Corresponding with JAR


For training purposes only

Contents - 39

Training Manual
A320 Family
57-27 Access Covers
Access Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Door Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cover Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

57-30 Wing Tip


Wing Tip and Wing Tip Fence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wing Tip Fence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

57-40 Leading Edge and Leading Edge Devices


Leading Edge and Leading Edge Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Opening/Closing of Engine Cowl Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4


Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

71-10 Cowling/Mounts/Connections
Inlet Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

71-70 Power Plant Drains


Drain System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

71-Study Questions

72 Engine - CFM56-5B
72-00 General

57-50 Trailing Edge and Trailing Edge Devices


57-52 Inboard Flap
Linkage & Support Sys. of the Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . 2
Linkage & Support Sys. of the Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . 4

57-53 Outboard Flap


Outboard Flap A319/A320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Outboard Flap A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Linkage System of the Outboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

57-60 Aileron
57-70 Spoilers
51-57-Study Questions

Introduction to the CFM56 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2


Engine General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Engine General Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Design and Operation (Contd) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Modular Conception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LP Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
HP Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Accessory Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AGB Housing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Aerodynamic Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

72-21 Fan and Booster Assembly

71 Power Plant - CFM56-5B


71-00 General
Engine Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
Copyright by SR Technics

Table of Contents

Fan Major Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2


Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fan and Booster Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Corresponding with JAR


For training purposes only

Contents - 40

Training Manual
A320 Family
No. 1 and 2 Bearing Support Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Frame Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inlet Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan and Booster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spinner Front- and Rear Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Front Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spinner Rear Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Cone Retention Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blades and Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Booster Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spool Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
3
3
4
4
4
5
5
6
6
6
7
7
7

72-30 HP Compressor
High Pressure Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Rotor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Stator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
3
4

72-40 Combustion Section


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Case (DAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Chamber (DAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Case (SAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Chamber (SAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
3
4
5
6

72-50 Turbine Section


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Turbine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Turbine Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure Turbine (HPT) Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
Copyright by SR Technics

2
3
3
3
3

Table of Contents

HPT Shroud & Stage 1 LPT Nozzle Assembly . . . . . . . . . . . . . . . . . . . . . . . .


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Pressure Turbine (LPT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5
5
7
7

72-Study Questions

73 Engine Fuel and Control - CFM56-5B


73-00 General
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Metered Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Servo Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECU Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
2
4
4
4
4

73-10 Distribution
73-20 Controlling
FADEC Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Benefits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Limit Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Systems Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

2
2
2
2
4
4
4
4
4
4
4

Contents - 41

Training Manual
A320 Family
FADEC Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuel Hydromechanical Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Interface Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Thrust Reverser Hydraulic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Start and Ignition Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ECU Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ECU Functional Aircraft Interfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Channel A Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Channel B Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Channel A Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Channel B Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECU Electrical Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Powering N2<12% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Powering N2>12% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Auto Depowering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FADEC Ground Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
EIU Functional Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Data Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Data Outputs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Discrete Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Analog Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Supply Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
The Power Sources Available to the E.C.U. are: . . . . . . . . . . . . . . . . . . . . 16
T12 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Ps 13 Static Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
P25 Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
T3 Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
PS3 Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
T5 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Apr04/THTA
Copyright by SR Technics

Table of Contents

73-25 CFDS
Engine System Report / Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIU Bite and Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
5
5

73-EE Electrical Circuits


73-Study Questions

74 Ignition / Starting - CFM56-5B


74-00 General
Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Automatic Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Continuous Relight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Crank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

74-25 CFDS
Ignition Test with the MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

74-20 Distribution
Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Igniters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
3
5
6
8

74-EE Electrical Circuits


74-Study Questions

Corresponding with JAR


For training purposes only

Contents - 42

Training Manual
A320 Family

75 Air - CFM56-5B
75-00 General
Air System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airflow Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Active Clearance Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECU and Nacelle Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelle Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pneumatic Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
5
5
5
8

75-20 Cooling
HP Turbine Active Clearance Control System (HPTACC) . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
T Case Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
LP Turbine Clearance Control (LPTCC) System . . . . . . . . . . . . . . . . . . . . . . 8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LPTCC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Rotor Active Clearance Control and Start Bleed System (RACC/SB). . . . 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Rotor Active Clearance and Start Bleed System . . . . . . . . . . . . . . . . . . . . 14
Locate and Identify . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Design and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
RACSB Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

75-30 Compressor Control


Variable Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Apr04/THTA
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2
2
2
2

Table of Contents

Variable Stator Vane System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4
4
4
4

75-Study Questions

76 Engine Controls - CFM56-5B


76-00 General
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Controls Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine FADEC Ground Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Manual Start Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Throttle Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Throttle Lever Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Reverse Thrust Latching Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Mechanical Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Throttle Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Autothrust Disconnect Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Throttle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine HP Shut off Valve Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Master Lever Opening Command . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine Master Lever Closure Command . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine LP Shut off Valve Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Master Lever Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Fire PB Command. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Mechanical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Mechanical linkage adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Mechanical Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

76-10 Power Control


Engine Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Corresponding with JAR


For training purposes only

Contents - 43

Training Manual
A320 Family
Fadec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management and Guidance Computer . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Thrust Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1
1
1
4
4
6

76-EE Electrical Circuits

Table of Contents

EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EVMU Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EVMU Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACC. Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
3
3
4
6

77-Study Questions

78 Exhaust - CFM56-5B

76-Study Questions

78-00 General

77 Engine Indicating - CFM56-5B


77-00 General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

77-10 Power
N1 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
N2 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

77-20 Temperature
EGT Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

77-30 Analyzers
Accelerometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Vibration Monitoring Unit (EVMU). . . . . . . . . . . . . . . . . . . . . . . . . . .
Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EVMU Bite and Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
6
6
6
8
9

77-35 CFDS
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
Copyright by SR Technics

Exhaust General - Description and Operation. . . . . . . . . . . . . . . . . . . . . . . .


General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser Control and Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
4
4
5
5

78-30 Thrust Reverser


Thrust Reverse Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse Actuaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CFDS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stow Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shut - Off Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2
2
2
4
4
6
8
8
8

78-31 Control and Indicating


Engine Thrust Reverser LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Corresponding with JAR


For training purposes only

Contents - 44

Training Manual
A320 Family
78-35 CFDS
Thrust Reverser Test with the MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

78-EE Electrical Circuits

Table of Contents

73 Engine Fuel and Control - CFM56-5A


73-00 Fuel System Presentation
Engine Fuel System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Metered Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Servo Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECU Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

78-Study Questions

79 Oil - CFM56-5B
79-00 General
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Scavenge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
2

73-20 FADEC General

71 Power Plant - CFM56-5A

FADEC Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Full Authority Digital Engine Control (FADEC) . . . . . . . . . . . . . . . . . . . . . . .
FADEC Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Limit Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Systems Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Start and Ignition Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Control P/Bs and Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

71-00 Introduction

73-10 Fuel Distribution Components

79-20 Distribution
Engine Oil System LRUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

79-EE Electrical Circuits


79-Study Questions

CFM 56 Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Differences CFM 56-5A1 /5A5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 73 Engine Fuel and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
6
6
6

71-70 Drains
Pylon and Engine Drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Drain Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Apr04/THTA
Copyright by SR Technics

2
2
2
2
2
2
2

2
2
4
4
4
4
4
4
4
4
4
4
6

Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Pump LP Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Pump HP Stage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Filter Diff Pressure Sw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hydromechanical Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuel Metering Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
HP & LP Fuel SOV Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Low Pressure Fuel Shut Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Corresponding with JAR


For training purposes only

Contents - 45

Training Manual
A320 Family
Fuel Return System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Burner Staging Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12
12
14
16
18
20
20

73-30 Engine Fuel Indicating


Fuel Flow Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Flow Indication, Fuel Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Filter Clogging Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
4

75 Engine Air - CFM56-5A


75-00 Engine Clearance Control Systems
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Rotor Active Clearance Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Rotor Active Clearance Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
HP Turbine Clearance Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
HPT Clearance Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
LPTCC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
LPT Clearance Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Compressor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Variable Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
VBV System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
VBV System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
VBV Doors & Flex Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
VBV Position Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Variable Stator Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Nacelle Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Nacelle Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Nacelle Temperature General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Apr04/THTA
Copyright by SR Technics

Table of Contents

79 Oil - CFM56-5A
79-00 General
System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Supply Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Scavenge Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil Vent Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Monitoring and Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Minimum Oil QTY on ground (ECAM Indication). . . . . . . . . . . . . . . . . . . . . . 4
Oil Tank Pressurization and Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lubrication Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Chip Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Main Fuel Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Servo Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

79-30 Oil Indicating


Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECAM System Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temperatur Engine Oil (TEO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Filter Differential Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Quantity Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Oil Pressure Switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Indicating Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Quantity Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temperatur Engine Oil (TEO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Filter Differential Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Corresponding with JAR


For training purposes only

1
1
2
2
2
2
2
2
3
3
3
5
5
7
7

Contents - 46

Training Manual
A320 Family

00 General Information
Abbreviations
A

General Information
00-00

ACM

Air Cycle Machine

ACP

Area Call Panel

ACP

Audio Control Panel

ACQ

Aquire

ACT

Actuator

Ampere

ADAS

Air Data Aquisition Unit

A/BRK

Auto Brake

ADC

Air Data Computer

A/C

Aircraft

ADF

Automatic Direction Finder

A/D

Analog/Digital

ADI

Attitude Direction Finder

A/R

Audio Reproducer

ADIRS

Air Data / Inertial Reference System

A/S

Airspeed

ADIRU

Air Data/Inertial Reference Unit

A/SKID

Anti Skid

ADM

Air Data Module

A/THR

Autothrust

ADR

Air Data Reference

AA

Arithmetical Average

ADV

Advisory

ABBR

Abbreviation

ADV

Advisory

ABS

Auto Brake System

AEVC

Avionics Equipment Ventilation Computer

ABS VAL

Absolute Value

AFS

Automatic Flight System

ABSORB

Absorber

AGB

Accessory/Angle Gear Box

ABV

Above

AGC

APU Generator Contactor

AC

Alternating Current

AGL

Above Ground Level

ACARS

Aircraft Communication Addressing and Reporting System

AIDS

Aircraft Integrated Data System

ACC

Active Clearance Control

AIL

Aileron

ACCEL

Acceleration

AIP

Attendant Indication Panel

ACCU

Accumulator

AIV

Anti Ice Valve

Sep04/THTA
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Corresponding with JAR


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Level 3 B1 B2

00-00-1

Training Manual
A320 Family

General Information
00-00

ALT

Altitude, Altimeter

AVNCS

ALTN

Alternate, Alternative

AM

Amplitude Modulation

Blue

AMU

Audio Management Unit

BAT

Battery

ANN

Annunciator

BCL

Battery Charge Limiter

AOA

Angle-of-Attack

BFE

Buyer Furnished Equipment

AOG

Aircraft on Ground

BITE

Built-in Test Equipment

AP

Autopilot

BMC

Bleed Monitoring Computer

APPR

Approach

BRK

Brake

APPU

Asymmetry Position Pickup Unit

BRT

Bright, Brightness

APU

Auxiliary Power Unit

BSCU

Braking/Steering Control Unit

ARINC

Aeronautical Radio Incorporated

BSI

Boreskope Inspection

ARM

Aircraft Recovery Manual

BTC

Bus Tie Contactor

ARPT

Airport

BTL

Bottle

ASAP

As soon as possible

BTMU

Brake Temperature Monitor Unit

ASI

Airspeed Indicator

BTS

Bleed Temperature Sensor

ASM

Aircraft Schematic Manual

ATA

Aircraft Transport Association

C/B

Circuit Breaker

ATC

Air Traffic Control

CAB

Cabin

ATE

Automatic Test Equipment

CAM

Cabin Assignment Module

ATS

Autothrust System

CANC

Cancel

ATT

Attitude

CAPT

Captain

ATTN

Attendant

CAS

Computed Airspeed

AVAIL

Available

CAT

Category

Sep04/THTA
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For training purposes only

Avionics

Level 3 B1 B2

00-00-2

Training Manual
A320 Family

General Information
00-00

CAUT

Caution

CPU

Central Processor Unit

CBMU

Circuit Breaker Monitoring Unit

CRG

Cargo

CC

Cargo Compartment

CRS

Course

CCDL

Cross Channel Data Link

CRT

Cathode Ray Tube

CCW

Counter Clockwise

CSTR

Constraint

CDL

Configuration Deviation List

CSU

Command Sensor Unit

CDU

Control and Display Unit

CTL

Central

CFDIU

Centralized Fault Display Interface Unit

CTL

Control

CFDS

Centralized Fault Display System

CVR

Cockpit Voice Recorder

CFM

Commercial Fan Motor

CW

Clockwise

CG

Center of Gravity

CIDS

Cabin Intercommunication Data System

DADC

Digital Air Data Computer

CKPT

Cockpit

DAR

Digital Aids Recorder

CL

Center Line

DC

Direct Current

CLB

Climb

DDRMI

Digital Distance and Radio Magnetic Indicator

CLR

Clear

DEU

Decoder/Encoder Unit

CMD

Command

DFDR

Digital Flight Data Recorder

CMM

Component Maintenance Manual

DH

Decision Height

COM

Communication

DIM

Dimming

CONF

Configuration

DIS

Disengaged

CONT

Continuous

DISC

Disconnect

CP

Cabin Pressure

DISCH

Discharge

CP

Control Panel

DMC

Display Management Computer

CPC

Cabin Pressure Controller

DME

Distance Measuring Equipment

Sep04/THTA
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Level 3 B1 B2

00-00-3

Training Manual
A320 Family

General Information
00-00

DMU

Data Management Unit

ETA

Estimated Time of Arrival

DU

Display Unit

ETOPS

Extended Twin Operation System

EVAC

Evacuation

E
E

East

EVMU

Engine Vibration Monitoring Unit

E/E

Electric/Electronic

EXC

Excitation

E/WD

Engine/Warning Display

EXPED

Expedite

ECAM

Electronic Centralized Aircraft Monitoring

EXT

Exterior, External

ECB

Electronic Control Box

EXT PWR

External Power

ECP

ECAM Control Panel

ECS

Environmental Control System

F/CTL

Flight Control

EDP

Engine Driven Pump

F/O

First Officer

EFCS

Electrical Flight Control System

FADEC

Full Authority Digital Engine Control

EFIS

Electronic Flight Instrument System

FAP

Forward Attendant Panel

EGT

Exhaust Gas Temperature

FAR

Federal Aviation Regulations

EIS

Electronic Instrument System

FAV

Fan Air Valve

ELEC

Electric, Electrical, Electricity

FBW

Fly by Wire

ELEV

Elevation

FCDC

Flight Control Data Concentrator

EMER

Emergency

FCU

Flush Control Unit

ENG

Engage

FCV

Flow Control Valve

ENG

Engine

FD

Flight Director

EPC

External Power Contactor

FDIU

Flight Data Interface Unit

EPR

Engine Pressure Ratio

FDR

Flight Data Recorder

EPSU

Emergency Power Supply Unit

FDRS

Flight Data Recording System

ESS

Essential

FDU

Flight Detection Unit

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-4

Training Manual
A320 Family

General Information
00-00

FF

Fuel Flow

FWC

Flight Warning Computer

FG

Flight Guidance

FWD

Forward

FIDS

Fault Isolation and Detection System

FWS

Flight Warning System

FIG

Figure

FIN

Functional Item Number

G/S

Glide Slope

FL

Flight Level

GA

Go-Around

FLP

Flaps

GCU

Generator Control Unit

FLSCU

Fuel Level Sensing Control Unit

GEN

Generator

FLT

Flight

GLC

Generator Line Contactor

FLX TO

Flexible Take-Off

GMT

Greenwich Mean Time

FMA

Flight Mode Annunciator

GND

Ground

FMGC

Flight Management and Guidance Computer

GPCU

Ground Power Control Unit

FMMV

Fuel Manifold and Modulating Valve

GPS

Global Positioning System

FMS

Flight Management System

GPWS

Ground Proximity Warning Computer

FMU

Fuel Metering Unit

GS

Ground Speed

FOB

Fuel on Board

GW

Gross Weight

FOD

Foreign Object Damage

FPA

Flight Path Angle

HCU

Hydraulic Control Unit

F-PLN

Flight Plan

HDG

Heading

FPPU

Feedback Position Pickup Unit

HF

High Frequency

FQI

Fuel Quantity Indication

HMU

Hydromechanical Unit

FQIC

Fuel Quantity Indication Computer

HP

High Pressure

FREQ

Frequency

HPC

High Pressure Compressor

FRV

Fuel Return Valve

HPT

High Pressure Turbine

Sep04/THTA
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Corresponding with JAR


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Level 3 B1 B2

00-00-5

Training Manual
A320 Family

General Information
00-00

HPTACC

High Pressure Turbine Active Clearance Control

KG

Kilogram

HPV

High Pressure Valve

KT

Knot

HSI

Horizontal Situation Indicator

KV

Kilo Volt

HUD

Head Up Display

KVA

Kilo Volt Ampere

I
IAE

International Aero Engines

L/G

Landing Gear

IAS

Indicated Air Speed

LAF

Load Alleviation Function

IDG

Integrated Drive Generator

LAT

Lateral, Latitude

IFR

Instrument Flight Rules

LAV

Lavatory

IGN

Ignition

LCD

Liquid Crystal Display

IGV

Inlet Guide Vane

LDCC

Lower Deck Cargo Compartment

ILS

Instrument Landing System

LDG

Landing

INOP

Inoperative

LED

Light Emitting Element

INST

Instrument

LFE

Landing Field Elevation

INT

Interphone

LGCIU

Landing Gear Control and Interface Unit

INV

Inverter

LH

Left Hand (Side)

IP

Intermediate Pressure

LO

Low

IPC

Illustrated Parts Catalog

LOC

Localizer

IPPU

Indication Position Pickup Unit

LPC

Low Pressure Compressor

IR

Inertial Reference

LPT

Low Pressure Turbine

IRS

Inertial Reference System

LPTACC

Low Pressure Turbine Active Clearance Control

LRU

Line Replaceable Unit

LT

Light

LVDT

Linear Variable Differential Transducer

J
JAR
K

Sep04/THTA
Copyright by SR Technics

Joint Airworthiness Requirements

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-6

Training Manual
A320 Family

General Information
00-00

LVL

Level

MMO

Maximum Operating Mach

LVL/CH

Level Change

MON

Monitor, Monitoring, Monitored

MOT

Motor

M
MAC

Mean Aerodynamic Cord

MSG

Message

MAG DEC

Magnetic Declination

MSL

Main Sea Level

MAG VAR

Magnetic Variation

MSN

Manufacturer Serial Number

MAINT

Maintenance

MTBD

Mean Time Between Defects

MAN

Manual

MTBF

Mean Time Between Failure

MCDU

Multipurpose Control & Display Unit

MTBI

Mean Time Between Inspection

MCT

Maximum Continuous Thrust

MTBIFS

Mean Time Between In Flight Shut-down

MDDU

Multipurpose Disk Drive Unit

MTBPR

Mean Time Between Premature Removals

MEL

Minimum Equipment List

MTBR

Mean Time Between Removals

MEM

Memory

MTBT

Mean Time Between Trouble

MES

Main Engine Start

MTBUR

Mean Time Between Unscheduled Removals

MHz

Megahertz

MTO

Maximum Take-Off

MID

Middle

MTOGW

Maximum Take-Off Gross Weight

MIN

Minimum

MTOW

Maximum DesignTake-Off Weight

MISC

Miscellaneous

MTP

Maintenance Test Panel

MKR

Marker Beacon

MU

Management Unit

MLG

Mail Landing Gear

MZFW

Maximum Zero Fuel Weight

MLS

Microwave Landing System

MLW

Minimum/Maximum Landing Weight

North

MMEL

Master Minimum Equipment List

N/A

Not Applicable

MMI

Manual Magnetic Indicator

N/W

Nose Wheel

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-7

Training Manual
A320 Family

General Information
00-00

N1

Low Pressure Rotor Speed

OVRD

Override

N2

High Pressure Rotor Speed

OVSP

Overspeed

NAV

Navigation

OXY

Oxygen

NAVAID

Navigation Aid

NBR

Number

P/B

Push Button

ND

Navigation Display

P0

Pressure Altitude

NDB

Non-Directional Beacon

PA

Passenger Address

NDT

Non Destructive Testing

PB

Burner Pressure

NLG

Nose Landing Gear

PCU

Power Control Unit

NM

Nautical Mile

PDU

Power Drive Unit

NORM

Normal

PERF

Performance

NVM

Non Volatile Memory

PES

Passenger Entertainment System

NWS

Nose Wheel Steering

PF

Pilot Flying

PFD

Primary Flight Display

O
OAT

Outside Air Temperature

PHC

Probe Heat Computer

OBRM

On Board Replaceable Module

PMA

Permanent Magnetic Alternator

OFV

Out Flow Valve

PMG

Permanent Magnet Generator

OK

Correct

PMG

Permanent Magnetic Generator

OM

Outer Marker

PN

Part Number

OMS

Onboard Maintenance System

PNF

Pilot non Flying

OPS

Operation

PNL

Panel

OPV

Overpressure Valve

POB

Pressure On/Off Brake

OVHD

Overhead

POS

Position

OVHT

Overheat

PPU

Position Pickoff Unit

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-8

Training Manual
A320 Family

General Information
00-00

Pr

Regulated Pressure Transducer

PRAM

Prerecorded Announcement and Music

RA

Radio Altimeter / Radio Altitude

PRESS

Pressure

RACC

Rotor Active Clearance Control

PREV

Previous

RAD

Radio

PRIM

Primary

RAD

Ram Air Door

PRIM

Primary

RAT

Ram Air Turbine

PROX

Proximity

RCL

Recall

PRTR

Printer

RCV

Receiver

PRV

Pressure Regulating Valve

REF

Reference

PSI

Pound per Square Inch

REG

Regulator

PSU

Passenger Service Unit

REV

Reverse

Pt

Transferred Pressure Transducer

RH

Right Hand (Side)

PTP

Programming & Test Panel

RMP

Radio Management Panel

PTT

Push-to-Talk

RNAV

Radio-Navigation

PTU

Power Transfer Unit

ROM

Read Only Memory

PWR

Power

RPM

Revolution per Minute

RSVR

Reservoir

Q
QAD

Quick Attach Detach

RTN

Return

QAR

Quick Access Recorder

RTOK

Retest OK

QFE

Field Elevation Atmosphere Pressure

RTS

Return to Service

QNE

Sea Level Standard Atmosphere Pressure

RUD

Rudder

QNH

Sea Level Atmospheric Pressure

RVDT

Rotary Variable Differential Transducer

QRG

Quick Reference Guide

RWY

Runway

QTY

Quantity

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-9

Training Manual
A320 Family

General Information
00-00

South

SPLY

Supply

S/F

Slat / Flap

SRM

Structure Repair Manual

S/N

Serial Number

SSMM

Solid State Mass Memory

S/O

Shutoff

STA

Station

SAT

Static Air Temperature

STAB

Stabilizer

SATCOM

Satellite-Communication

STAT

Static

SD

System Display

STAT INV

Static Inverter

SDAC

System Data Acquisition Concentrator

STBY

Standby

SDCU

Smoke Detection Control Unit

STD

Standard

SDU

Satellite Data Unit

STG

Stage

SEC

Secondary

STRG

Steering

SEC

Spoiler/Elevator Computer

STS

Status

SEL

Select, Selected, Selector, Selection

SV

Servo Valve

SELCAL

Selective Calling System

SVCE

Service

SFCC

Slat Flap Control Computer

SW

Switch

SIC

System Isolation Contactor

SYS

System

SIGN

Signal

SIL

Service Information Letter

TA

Traffic Advisory

SIM

Simulation

TAPRV

Trim Air Pressure Regulating Valve

SLT

Slats

TAS

True Airspeed

SOL

Solenoid

TAT

Total Air Temperature

SOV

Shut-Off Valve

TAV

Trim Air Valve

SPD

Speed

TCAS

Traffic Alert and Avoidance System

SPLR

Spoiler

TCT

Temperature Control Thermostat

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-10

Training Manual
A320 Family

General Information
00-00

TD

Time Delay

Voltage

TEMP

Temperature

V/S

Vertical Speed

TGT

Turbine Gas Temperature

V1

Critical Engine Failure Speed

THR

Thrust

V2

Takeoff Safety Speed

THS

Trimmable Horizontal Stabilizer

V3

Flap Retraction Speed

TLA

Throttle Lever Angle

V4

Slat Retraction Speed

TLT

Temperature Limiting Thermostat

VACBI

Video and Computer Based Instruction

TM

Torque Motor

VBV

Variable Bleed Valve

TO

Take-Off

VCU

Video Control Unit

TOGA

Take Off Go Around

VENT

Ventilation

TOT

Total

VFE

Maximum Flap Extended Speed

TPIC

Tire Pressure Indicating Computer

VFEN

Predictive VFE at next Flap/Slat Position

TPIS

Tire Pressure Indicating System

VFR

Visual Flight Rules

TR

Transformer Rectifier

VHF

Very High Frequency

TRF

Turbine Rear Frame

VLS

Lower Selectable Speed

TRK

Track

VLV

Valve

TURB

Turbine

VMAN

Maneuvering Speed

VMAX

Maximum Allowable Airspeed

U
U/S

Unserviceable

VMO

Maximum Operating Speed

UNLK

Unlock

VOR

VHF Omnidirectional Range

UPR

Upper

VSC

Vacuum System Controller

USGAL

US Gallon

VSI

Vertical Speed Indicator

UTC

Universal Time Coordinated

VSV

Variable Stator Vane

VTR

Video Tape Reproducer

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-11

Training Manual
A320 Family
W

General Information
00-00

ZC

Zone Controller

West

ZFW

Zero Fuel Weight

WAI

Wing Anti-Ice

ZFWCG

Zero Fuel Weight Center of Gravity

WARN

Warning

WDM

Wiring Diagram Manual

WHC

Windshield Heat Controller

WPT

Waypoint

WTB

Wing Tip Brake

WX

Weather Radar

WXR

Weather Radar Transceiver

X
XCVR

Transceiver

XDCR

Transducer

XFEED

Crossfeed

XFMR

Transformer

XFR

Transfer

XMTR

Transmitter

XPDR

Transponder

XREF

Crossreference

Y
Y

Yellow

YC

Tourist Class

YD

Yaw Damper

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-12

Training Manual
A320 Family

Equipment Identification/Functional Item Numbers


(FIN)

General Information
00-00

11CA: Component identification


B: Plug identification letter

Fictitious Components

Functional Item Numbers (FIN)


The equipment on the A/C is identified by a unique identifier designated Functional
Item Number (FIN). The basic element of the FIN is a two letter code indicating to
which system circuit the equipment belongs. To this code are added prefixes and/
or suffixes which provide the unique identification for individual items of equipment.
For electrical equipment (any component with an electrical connection) the FIN is
of the form 2CA1 where:
2 = Second component in circuit CA
CA = Circuit two letter code
1 = Suffix - First of several similar systems (System 1)
NOTE:
Several identical components which perform the same function in the same circuit
can be differenciated by the suffix number.
The general rule is that an even suffix is identifies a component on the right hand
side and an odd suffix identifies a component on the left hand side.
For mechanical equipment the FIN is similar to the electrical FIN.
The FIN sequence number serves to differenciate between mechanical and electrical equipment. The sequence number below 5000 are reserved for electrical
FINs and the sequence numbers equal or above 5000 are reserved for mechanical FINs.

All components not specifically related to a circuit are identified by fictitious circuit
letter V. The second letter defines the type of component.
1. VC A/C electrical connectors
The electrical connector is identified in a fictitious circuit VC by a numerical designator.
This identification shall be preceded by a group of numbers.
Example: 19VC-A
19: Component number
VC: Fictitious circuit code
A: Plug identification letter
19VC associated receptacle.
2. VD diode module
The diode module is identified in fictitious circuit VD by a numerical designator.
Example: 138VD
138: Component number
VD: Fictitious circuit code
3. VE panel
VE panels are similar to VU except that they are for commercial circuits and all the
wires in the VE are identified by ATA chapter 31-18.

Connectors
Connections to components shall be identified by a suffix letter (or two for multiple
connection parts) following the circuit identification.
Example: 14CA-A
14: Component number
CA: Circuit code
A: Plug identification
This will identify plug A on the 14th component in the circuit CA. If there are several
connections, the other plugs shall be identified A, B, C, D, etc...
Example 1: 11CA-B

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

00-00-13

Training Manual
A320 Family
System Identification Letters

Example:

The letters A and B are reserved for special request by an airline for system references where the system i s considered likely to be unique to that airline and not
covered by the system letters shown in the table.

CA

Flight control systems

De-icing

Engine monitoring

Flight instrumentation

Landing gear

Air conditioning

Hydraulics

Engine/APU control and starting

Lighting

Interior arrangement/Passenger service system

DC generation

Fuel

Radio (navigation & communications)

Radar, navigation

Recording

Fictitious circuits

Fire protection & warning system

AC Generation

General Information
00-00

System Identification

Circuit Identification

Identification of Circuits
C - Flight control systems
CA

FMGES - Electrical power supply

CB

FMGES - Discretes/analog interfaces

CC

FMGES - ARINC bus interfaces

CD

EFCS - ARINC buses and discretes interfaces

CE

EFCS - Control inputs & power supply

CF

Flaps position indicating

CN

Slats position indicating

CS

EFCS - Electrical control and monitoring of actuation

CV

Flaps electrical control & monitoring

CW

Slats electrical control & monitoring

D - De-icing
DA

Probe ice protection

D3

Windshield rain protection

DD

Ice detection

DG

Windshield anti-icing & defogging

Circuit identification

DH

Escape slide locking mechanism ice protection

The identification number of a circuit consists of 2 Letters: the letter o f the system
followed by a letter identifying the circuit within a system.

DL

Wing ice protection

Sep04/THTA
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Corresponding with JAR


For training purposes only

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Training Manual
A320 Family

General Information
00-00

DN

Engine air intake ice protection

GF

Free fall extension

DR

Flight crew foot warmers

GG

Normal braking

DU

Waste water ice protection

GK

Alternate braking without anti skid

DV

Water servicing panels heating

GT

Weight and balance system (WBS)

DW

Potable water ice protection

GV

Tire pressure indicating system (TPIS)

E - Engine monitoring

GW

Brake system temperature

EH

Ignition starting and continuous relight

GX

Yellow auxiliary hydraulic power (electrical/hand pumps)

EL

Fuel filter clogging warning system

GY

Alternate braking with anti skid

EN

Oil indicating & power supply

GZ

Parking braking

EV

Engine vibration indicating system

H - Air conditioning

F - Flight instrumentation

HA

Engine bleed air supply system

FA

Angle of attack indicating

HB

Flow control & indicating

FC

Attitude and heading standby data

HD

Avionics equipment ground cooling

FH

Head up display (HUD)

HC

Lower deck cargo compartment heating (FWD, AFT and bulk)

FN

Radio magnetic information switching and indicating

HF

Leak detection

FP

Sensors, power supply and switching

HG

Air distribution & recirculation

FS

Electrical clock

HH

Pack control and indicating

FV

Altitude and airspeed standby data

HK

Cockpit & cabin temperature control

FW

Paravisual indicating (PVI)

HL

Pressure control & monitoring

HN

Lower deck cargo compartment ventilation and cooling (FWD, AFT


and bulk)

HQ

Avionics equipment ventilation

HR

Air conditioning compartment ventilation

HS

Therapeutic oxygen

G - Landing gear
GA

Normal extension & retraction

GB

Indicating and warning

GC

Steering

GD

Brake cooling

Sep04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

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Training Manual
A320 Family

General Information
00-00

HT

Crew Control and indicating

LB

Landing lights

HU

Lavatory/galley ventilation

LC

Runway turnoff lights

HV

APU bleed air supply and crossbleed systems

LE

General illumination

HZ

Emergency ram air inlet

LF

Instrument and panel integral lighting

J - Hydraulics

LG

General illumination

JB

Blue main hydraulic power

LJ

Service area lighting

JC

Blue auxiliary power (electric pump)

LK

Air conditioning duct and accessory compt lighting

JG

Green main hydraulic power

LL

Wheel well lighting

JJ

Yellow auxiliary hydraulic power (electric/hand pump)

LP

Annunciator light test and dimming

JL

Ground internal leak test system

LQ

Lavatory lighting

JR

Green auxiliary hydraulic power (ram air turbine)

LR

Taxi and take off lights

JS

Hydraulic system-data acquisition interface and indicating

LS

Avionics compartment lighting

JV

Blue auxiliary hydraulic power (electric pump)

LU

Lower deck cargo compartment lighting (FWD, AFT and bulk)

JY

Yellow main hydraulic power

LV

Anti-collision/strobe lighting

K - Engine/APU control & starting

LW

Passenger and cabin attendant lights

KA

Starting

LX

Wing and engine scan lighting

KB

Air intake system

LY

Logo lights

KC

Engine master control

M - Interior arrangement

KD

Control and monitoring

MA

Quantity indicating

KL

Emergency shutdown

MB

Water heater

KS

Functional interfaces (FADEC)

MC

Galley supply

KT

APU oil heating

MD

Air supply boost system

L - Lighting

ME

Electrical service supply

LA

MF

Supplementary medical equipment

Navigation lights

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General Information
00-00

MG

Toilet system

PX

MH

Passenger video entertainment

Q - Fuel

MJ

Door and escape slide contol system

QA

Main fuel pump system

MK

Passenger music entertainment

QB

Tanks

ML

Galley cooling

QC

APU fuel pump system

MM

Passenger information system

QE

Crossfeed system

MP

Water draining (dump)

QF

APU LP fuel shut off

MQ

Passenger compartment fixed partitions interior doors

QG

Engine LP fuel shut off

MR

Passenger compartment seats

QJ

Tank level sensing

MS

Cockpit seats

QL

Main transfer system

MT

Razor supply

QM

Fuel control and monitoring system

MU

Main deck cargo loading system

QN

Trim transfer system

MX

Miscellaneous emergency equipment

QQ

Water scavenge

MY

Lower deck cargo loading system

QR

Fuel temperature measurement

P - DC power supply distribution

QT

Quantiy indicating

PB

Battery DC generation

QU

Refuel/defuel system

PC

DC essential & normal generation switching

QV

Jettison system

PE

DC emergency generation (TR)

R - Radio (navigation & communications)

PH

DC essential distribution

RB

Aircraft communication addressing & reporting system (ACARS)

PN

DC main distribution

RC

VHF system

PP

DC ancillary equipment

RE

HF system

PR

Refuelling on battery

RF

Cabin management system

PU

DC main generation (TR)

RG

Radio management

PV

DC generation monitoring & indicating

RH

Cabin intercommunication DATA system (CIDS)

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00-00

RJ

Service interphone

VD

Diode module

RK

Cockpit voice recorder (CVR)

VE

Panel (Commercial)

RN

Audio management (integrating/flight interphone/slackly/call)

VG

Ground terminal block

RP

ADF

VN

Ground points

RQ

Omega navigation system

VP

Pressure seal feedthrough

RS

VOR/MARKER

VS

Splices

RT

ILS

VT

Terminal blocks

RU

Microwave Landing system (MLS)

VU

Panels

RX

Announcement and music tape reproducer system

VX

Printed circuit board assembly

S - Radar navigation

VZ

Spare wires

SA

Radio altimeter

W - Fire protection & warning system

SG

Traffic collision avoidance system (TCAS)

WA

Avionics compartment smoke detection

SH

ATC/Mode S (select)

WC

Cockpit to ground crew call system

SQ

Weather radar system

WD

Engine fire & overheat detection

SD

DME

WE

Engine fire extinguishing

T - Recording

WF

APU fire extinguishing

TD

Up and down loading system acquisition/interface

WG

APU fire & overheat detection

TP

Printer

WH

Lower deck cargo compartment smoke detection (FWD, AFT, bulk)

TS

DTMS interface and power supply

WK

DMC /CRT control and interconnection

TU

DFRS (FDIU, DFD ,LA, QAR)

WL

Cabin emergency lighting

TV

ACMS (DMU, DAR)

WM

ECAM control

V - Fictitious circuits

WQ

Lavatory smoke detection

VB

Main wire routing

WR

Passenger control and indicating

VC

A/C electrical connectors

WS

EIS switching

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WT

DMC - acquisition/interface

WT

EIS - switching

WU

Main deck cargo compartment smoke detection

WV

SDAC - acquisition/interface

WW

FWC - acquisition/interface

WX

Lower deck cargo compartment fire extinguishing (FWD, AFT, bulk)

WZ

Ground proximity warning system (GPWS)

General Information
00-00

X - AC generation
XA

Galley supply control

XB

Static inverter AC generation

XC

AC essential generation switching

XD

Circuit breaker monitoring

XE

AC emergency generation (CSM/G, GCU)

XG

AC external power control (GPCU)

XH

AC essential distribution

XM

Electrical contactor management system (ECMS)

XN

AC main distribution

XP

AC equipment ancillary

XS

AC auxiliary generation (APU generator GCU)

XT

Integrated drive generator system (IDG, GCU)

XU

AC main generation

XX

AC ground service bus control

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Time Limits & Maintenance Checks


05-00

05 Time Limits - Maintenance Checks


Overview
This chapter includes the following sections:

05-20-00: SCHEDULED MAINTENANCE CHECKS

05-50-00: UNSCHEDULED MAINTENANCE CHECKS

Scheduled Maintenance Checks (05-20-00)


This section includes all the zonal inspections that you must do on the aircraft.

Unscheduled Maintenance Checks (05-50-00)


This section includes maintenance checks to be performed whenever a flight in
abnormal conditions is reported by the Flight Crew.
This section is divided into two categories of information:

inspections,

checks.

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05-20 Scheduled Maintenance Checks


Task numbering
This section gives the accomplishment instructions for zonal inspection tasks related to the requirements of the Maintenance Planning Document (MPD) a specific AMTOSS zonal task number which combines the ATA 05-20 and the concerned
A/C zone is used as follows :
Task Numbering System for Zonal Inspection Tasks.
ATA Reference Number
Figure 1: AMTOSS Task Number Example

TASK N 0 5 - 2 2 - 6 0 - 6 0 0 - 0 0 1
2

Topic

Pageblock

Description and Operation

001 - 100

Troubleshooting

101 - 200

Maintenance Practices

201 - 300

Servicing

301 - 400

Removal / Installation

401 - 500

Adjustment / Test

501 - 600

Inspection / Check

601 - 700

Cleaning / Painting

701 - 800

Approved Repairs

801 - 900

Procedure Content

It is thought that people which perform the zonal tasks have an adequate knowledge of the aircraft construction and systems installations thus a list of all the items
contained in the zones to be inspected is not given.

1 : ATA
2 : Relates to ATA section 20 scheduled maintenance checks
3 : Zone
4 : Function code, E.G. 600 : INSPECTION CHECK
5 : Unique identification of discrete tasks

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05-20 Scheduled Maintenance Checks

Table 1: Function Codes

Description and Operation

Time Limits & Maintenance Checks

If you find damage, corrosion, leaks, it is recommended to refer to the related


structure/system inspection ata-chapter for detailed inspection and corrective action.
Any Fairing, access panel, access door, etc removed or opened to gain access to
zones should also be examined during the zonal inspection. This requirement is
not specially quoted within each individual procedure because it is a standard
maintenance practice.

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05-50 Unscheduled Maintenance Checks

NOTE : The definitions of the terms used in this procedure are:


"DROP"

General

Unscheduled Maintenance Checks


05-50 Unscheduled Maintenance Checks

A leak is the quantity of fluid that comes out of a component that is sufficient to
become a drop or drops, or will possibly become a drop (approximately 20 drops
= 1 cc, 75600 drops = 1 gallon ).

A leakage is a quantity of fluid on the surface of a component that is not sufficient


This section gives information related to the unscheduled maintenance checks:
"WET"
to become a drop.
inspection/checks after the aircraft has gone through special or abnormal conA stain is an area on the surface of a component that has a different color. It is
ditions (Ref. ATA 05-51), explained
usually caused when fluid leakage becomes dry on the component surface after
pressurization test of fuselage (leakage checks) after A/C abnormal operation
high temperature operation.
or repair (Ref. ATA 05-53),
demagnetization of the external parts of the frames of the windshield and slidStandard Practices
ing windows (Ref. ATA 05-54),
For a correct analysis of component leak rates and leakage checks, you must
levelling and measurement after aircraft abnormal operation (Ref. ATA 05-56),
obey the subsequent steps:
aircraft stability (Ref. ATA 05-57), explained
1. Before you do a check on a hydraulic system that has not operated during its
requirements of non-revenue flight following maintenance actions (Ref. ATA
time in storage, you must:
05-59).
pressurize the system and operate the components
remove all the signs of hydraulic fluid and clean the surface of the compoFluid Leak Measurement - Maintenance Practices
nent.
2.
Hydraulic
tube connections seal when you force the metal-to-metal surfaces of
This task gives you all the fluid leak measurement procedures for flight controls,
the
component
parts together. If you find a leak at a hydraulic tube connection,
fuel, hydraulic, landing gear, cargo door and power plant systems.
you must tighten the nut to the specified torque. If the leak continues, you must
replace the defective components.
Measurement of Leaks
3. If possible, operate the components for some cycles before you do an external
1. Measurement of hydraulic system leaks 29-00-00-790-001.
leak check.
2. Measurement of flight control system leaks 29-00-00-790-001.
4. Do a check of the dynamic seals of pistons, slide valves and swivel joints with
3. Measurement of fuel system leaks 28-11-00-280-002.
the system pressurized, but do not operate the components. The dynamic
4. Measurement of landing gear system leaks 29-00-00-790-001.
seals move only with a short time interval, and some cannot easily be monitored when they operate.
5. Measurement of cargo door system leaks 29-00-00-790-001.
6. Measurement of power plant system leaks:
Preparation for Check
71-00-00-710-006,
73-11-50-360-002 and
If the component has a seal drain connection, disconnect the drain pipe from it.
79-00-00-210-003.
Make sure that the surface of the component is clean and that you remove all the
To following example describes a hydraulic leak inspection:
hydraulic fluid and the fluid stains.

Check of the External Leaks of the Hydraulic Components


Reason for the Job is to make sure that the external leaks, leakage or stains of the
hydraulic components are in the specified limits.

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Put a piece of cloth or paper below the component, to absorb the fluid. Make sure
that it does not touch parts which turn or move.

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A320 Family

Unscheduled Maintenance Checks


05-50 Unscheduled Maintenance Checks

Procedure
Pressurize the necessary hydraulic systems
If it is necessary to do a check of the external leaks of the engine driven pumps,
do an engine run of the applicable engine 71-00-00.

External Leak Test of Components


1. Operate the component.
2. Do an inspection of the component for external leaks. If you find leaks, you
must compare the quantity of the leaks with the values given in the table below:

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Table 1: Leak Limits
Equipment

Normal Operation
Limit

Others

Dispatch Limit to
Avoid Delay

Hydraulic Pump
Engine Driven Pump (EDP)
Ram Air Turbine (RAT)
Power Transfer Unit (PTU)
Static Seals

None

Unscheduled Maintenance Checks


05-50 Unscheduled Maintenance Checks

Brake Unit (at rest)

None

None

Brake Unit (pressure


applied)

1 drop/min.

2 drops/min.

NOTE: 1. For the elevator and the aileron servocontrols, two leaks of more than
the normal operation limit are not permitted on the same flight surface.

2 drops in 10 min.

NOTE: 2. Make sure that the connection is tightened to the correct torque value.
Static Casing

1 drop in 10 min.

1 drop/min.

Shaft Seal (system pressurized)

2 drops/min.

8 drops/min.

NOTE: 3. The total leaks from the components and the connections, that are part
of the alternate brake system, must not be more than 10 drops/min.

System leak rate limits


(a) The total leak rate of the Green system must not be more than 50 drops/min.
(b) The total leak rate of the Yellow system must not be more than 50 drops/min.

Shaft Seal (in operation)

EDP: 30 drops/min.

EDP: 60 drops/min.

EMP: 5 drops/min.

EMP: 30 drops/min.

RAT: 1 drop/min.

RAT: 1 drop/min.

PTU: 5 drops/min.

PTU: 30 drops/min.

(f) Make sure that the drops of the hydraulic fluid do not fall on electrical equipment.

Depressurize the Hydraulic System


Depressurize the necessary hydraulic system(s):
If the quantity of the leak from a component is more than the limits, repair or replace the component as necessary.

Connections
Pipe to Pipe Connection

None

2 drops in 10 min.
(see NOTE 2.)

Pipe

None

None

Swivel Joint

None

30 drops/min.

Manifold Fitting

None

2 drops in 10 min.
(see NOTE 2.)

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(c) The total leak rate of the Blue system must not be more than 50 drops/min.

Close-up

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05-51 Unscheduled Maintenance Checks

Unscheduled Maintenance Checks


05-51 Unscheduled Maintenance Checks

The small zones are then broken down into items, which can be individually signed
off as inspection is completed.
The inspections are divided into three phases:

Inspections

Phase 1: is a general inspection for primary damage and indication of remote


damage and is mainly external.

Description and Operation

Phase 2: is a more detailed inspection and is mainly internal. Some component


removal may be called up.

General
This section contains those inspections that are necessary after an incident or
flight in abnormal conditions and will, in most cases, be called for as a result of
flight crew report.

Phase 3: is a very detailed inspection involving component removal and strip


down.
If the Phase 1 inspection reveals no damage, no further examination is necessary.
If Phase 1 reveals damage then Phase 2 must be accomplished.

Inspection Coverage
It is not possible to lay down precise details of the inspection procedure to adopted
after every incident because of the wide variations of weight, speed, nature and
direction of loads, weather conditions and component failure patterns. Therefore
these inspections have been written for the worst possible case. In order to gain
an indication of the severity of the incident and to facilitate rapid location of primary
damage it is essential that full information is obtained from the flight crew. Therefore prior to starting an inspection consult the crew and ascertain details of:

Weather conditions

Aircraft speed and flight attitude

Aircraft weight and fuel distribution


In landing mode, if touchdown was straight, drifting, wing low, nose high or low
If any noise of impact or indicative of structure or component failure was heard

Relevant instrument indications

If Phase 2 reveals damage then Phase 3 must be accomplished.


The layout of the inspection form has been arranged as follows:
Columns INSP. CODE and INSP. SIGN are provided for use by the operators,
they wish to use them, for inspection intensity code and accomplishment signature. The forms may thus be photo-copied, used as work cards and then filed with
the aircraft technical record on completion. Figure 1 on page 2.

Printout of the maintenance data recorder tape will provide valuable additional
data and indication of system malfunction.

Inspection Sequence
To permit simultaneous inspection of several areas of the aircraft the inspection
has been divided into a number of Packages.
For example: Inspection after Hail Impact requires on Phase 1 a complete airframe external check. Therefore this is divided into four major zones: fuselage,
wings, nacelles/pylons and stabilizers. These major zones are further divided into
smaller zones or major components.

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Figure 1: Inspection Form

Unscheduled Maintenance Checks


05-51 Unscheduled Maintenance Checks

Inspection after Hard/Overweight Landing


Example:
The following example explains a typical inspection sequence after a hard/overweight landing.
Reason for the Job
A hard landing is defined as a landing with a vertical acceleration of more than 2.6
g at the center of gravity or a vertical speed (V/S) of more than 540 ft/min.
An overweight landing is defined as a landing at more than the maximum landing
weight with a vertical acceleration of more than 1.7 g at the center of gravity or a
vertical speed (V/S) of more than 360 ft/min.
Inspection Preparation
1. We can not give you accurate details of the inspection procedure to be applied
after each incident. This is because there can be important variations in the
weight, the speed and the direction of the loads. Thus, before you start, we recommend that you get information:
a) From the crew about the landing conditions. For example, find out:
if the landing was straight, drifting, wing-low, tail or nose heavy.
if the crew heard a noise possibly related to a structural failure.
b) From the flight recorder (DFDR):
vertical acceleration, vertical speed (V/S), weight of the aircraft.
With these pieces of information refer to the inspection definition diagram.

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Unscheduled Maintenance Checks


05-51 Unscheduled Maintenance Checks

If you find damage during an inspection and it is necessary to disconnect or remove components, pipes, ducts, cables, electrical connectors and mechanical
linkages, you must do a functional test of the related system.

Figure 2: Inspection Definition Diagram

If it is necessary to open (remove) access panels and doors, examine them. Make
sure that:

they are aligned correctly,

they have no distortion or cracks,

the paint is not damaged,

all fasteners and safety devices are in the correct position.

Extension of the flight control surfaces


(1) Fully extend the flaps 27-50-00-866-008
(2) Fully extend the slats 27-80-00-866-004
(3) Fully extend the spoilers 27-60-00-866-002
Get access to the necessary compartments as described

General
NOTE: All the inspection are visual unless differently specified in the text. Operators can refer to the Non-destructive Testing Manual (NTM) and use the non-destructive procedures.

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Aircraft structure - critical areas

Unscheduled Maintenance Checks


05-51 Unscheduled Maintenance Checks

Do a walk around inspection of the aircraft. Make sure that you cannot see damage and fluid leaks. Carefully examine the landing gears, the wheels, the tires and
the brake units.

General Inspection

Table 1: Inspection Chart Example


ITEM

INSP INSPECTION TASKS


CODE

PHASE PHASE PHASE


1
2
2

1.

Examine the engine pylon

A.

Examine the pylon panels, the doors and the auxiliary structure. Make sure that there are no: buckling,
cracks and pulled or missing fasteners.

B.

Examine the main frame and pylon lower area. Make sure that:
- there are no distortion or cracks,
- the paint is in the correct condition,
- the rivets are not loose,
- there are no signs of shearing.

INSP
SIGN

REF
FIG

If you find damage:


(1) Remove or open the access doors and the inspection panels. Examine the panels and the adjacent
structure. Make sure that:
there is no distortion,
the plates have no buckles, wrinkles or tears where they are riveted to the panels.

(2) Do an internal inspection. Make sure that:


there is no distortion on the pylon main frame and the spars connected to the side panels are in the
correct condition,
examine the attachment between main ribs (1, 3, 4 and 10), the side panels, the upper and lower
spars,
examine the fire protection system especially extinguishing containers attachments, examine the electrical cables, the hydraulic pipes, the fuel pipes and the components of the engine air-bleed system,
examine the different components installed on the main frame.
If you find damage:
Do the inspection of the engine-to-pylon and the pylon-to-wing attachments.

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Unscheduled Maintenance Checks


05-51 Unscheduled Maintenance Checks

ADAS Structure Reports


General
The AIDS Reports are results of the related AIDS monitored aircraft systems (refer
to the list below for the list of reports which are available). The reports can be requested manually or are started automatically. The monitor functions have fixed
trigger mechanisms, fixed data collection and output formatting. Collected monitored-aircraft-data is automatically supplied to the related systems during unusual
aircraft operation. If a report is requested manually with the remote print button, it
is generated immediately (independently of any other start logic). The manually or
automatically generated reports (stored in the SSMM) can be transferred to the
printer and/or the MDDU, and/or the ACARS and/or the DAR/SAR. Some parameters for customer requirements are re-programmable through the MCDU or by
GSE (For more information refer to AMM 31-36-00).
The following Load AIDS Report is available:
Load Report 15
The Load report shall be a snapshot collection of aircraft data before, at, and after
an abnormal load condition either in the air or at touchdown. The report is generated when one of the logic conditions (for detail see Load report logic in AMM 3137-51-00 ) is present.

SSMS= Solid state mass memory

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Unscheduled Maintenance Checks


05-51 Unscheduled Maintenance Checks

Figure 3: Load Report 15, Turbulence, Hard Landing and Bounce


1234567890123456789012345678901234567890
+----------------------------------------+
1|
AAAAAAAAAAAAAAAAAAAAAAAA
|
2|
|
3|
AAAAAAAAAAAAAAAAAAAAAAAA
|
4|
|
5|
AAAAAAAAAAAAAAAAAAAAAAAA
|
6|
|
7|
A320 LOAD REPORT <15>
|
8|
|
9|
A/C ID DATE UTC
FROM TO
FLT
|
10|CC XY-XYZ Oct04 123848 LSXY LSXZ 1234
|
11|
|
12|
PH CNT
CODE BLEED STATUS
APU |
13|C1 07 06701 4100 56 0010 0 0100 35 X
|
14|
|
15|
TAT ALT
CAS MN GW
CG DMU/SW
|
16|CE 0140 01290 129 200 5864 302 C31080
|
17|
|
18|
ESN
EHRS AP FLAP SLAT
|
19|EC 779165 00036 06 0350 0269
|
20|EE 779186 00036 06 0350 0269
|
21|
|
22|LIMIT EXCEEDANCE AND SPOILER EXT SUMMARY|
23|
|
24|
MAX LIM COUNTS
|
25|E1 N131 N090 000 000 000 000 000
|
26|
|
27|
REASON: RAL
|
28|
|
29|
VALUES AT 1 SEC BEFORE LAND/EVENT
|
30|
RALT RALR PTCH PTCR ROLL ROLR YAW
|
31|S1 0012 N128 0021 N003 N002 0017 0004
|
32|
|
33|
VALUES AT LAND/EVENT
|
34|S2 N000 N146 0027 N032 N003 N003 0011
|
35|
|
36|
MAX/MIN 1 SEC TO 3 SEC INTERVAL
|
37|
VRTA LONA LATA
|
38|S3 0302 0004 0009
|
39|S4 0023 N016 N011
|
+----------------------------------------+

Jun04/THTA
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Description of data lines:


- Report line S1 contains snapshot data at 1 second before Land/Event.
- Report line S2 contains snapshot data at Land/Event.
- Report line S3 contains the "max-values" from the time interval 1 sec.
before Land/Event to 3 sec. after Land/Event.
- Report line S4 contains the "min-values" from the time interval 1 sec.
before Land/Event to 3 sec. after Land/Event.
The report lines T1, T2, T3 and T4 shall be generated if the a/c bounced
and the appropriate logic conditions are true. Otherwise these lines
shall be ormitted (inclusive header lines 55, 57, 61, 65 and 67).

Parameter
FLAP
SLAT
MAX *
LIM
COUNTS
REASON
RALT
RALR
PTCH
PTCR
ROLL
ROLR
YAW
VRTA
LONA
LATA

Print Value (Standard Progr.)


Value at moment of trigger.
Value at moment of trigger.
Max value during 0.5 sec before until 0.5 sec after landing.
Value at moment of trigger.
Current value.
Reason of trigger
Snapshot value.
Snapshot value.
Snapshot value.
Snapshot value.
Snapshot value.
Snapshot value.
Snapshot value.
Max and Min values.
Max and Min values.
Max and Min values.

GW 5864
RALR N128
VRTA S3
VRTA S4

=
=
=
=

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58.64 tons
12.8 feet/sec (Radio Altimeter Rate)
+3.02g (Vertical Acceleration max positiv)
-0.23g (Vertical Acceleration max negativ)

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05-51-6

Training Manual
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Inspection of the Engine after a Bird Strike or Slush


Ingestion

Inspection/Check of Foreign Objet Damage (FOD) (Bird Strike


Included)
Refer to the AMM for the complete TASK

1. Reason for the Job


Self Explanatory

1. Reason for the Job

2. Job Set-up Information

You must do a visual inspection and, when applicable, a borescope inspection


when unwanted materials (foreign objects) have gone into the engine.

A. Referenced Information

A. Visual Inspection

REFERENCE

DESIGNATION

72-00-00-200-006

Inspection/Check of Foreign Objet Damage


(FOD) (Bird Strike Included)

3. Procedure
A. Inspection of the Engine 72-00-00-200-006
ITEM
1.

Unscheduled Maintenance Checks


05-51 Unscheduled Maintenance Checks

INSP
INSPECTION TASKS
CODE
Do the inspection for
Foreign Object Damage (FOD)
(Ref. TASK 72-00-00200-00600)

Proceed with the referenced TASK.

PHASE PHASE PHASE INSP REF


1
2
2
SIGN FIG
X

Do a visual inspection of the following:


1. Possible damage to the spinner front and rear cones 72-21-00-210-005 .
2. General condition of the fan rotor blades (blade leading edge distortion, bending, cracking) 72-21-00-210-006 .
3. Wear of abradable material in fan inlet case 72-23-00-210-004 .
4. Condition of acoustical panels that may have been damaged as a result of interference with blade tip 72-23-00-210-004 .
5. Condition of splitter fairing and booster inlet guide vanes (IGV) 72-23-00-210004 and 72-21-00-210-005 .
6. Condition of fan outlet guide vanes (OGV) and seals of fan OGV inner shroud
72-23-00-210-004 .
7. Damage to T12 sensor probe 73-21-40-210-002 .
8. Condition of exhaust and stage 4 LP turbine blades 72-54-00-290-006 .

B. Gaspath Inspection
FOD associated with normal engine parameters.
Do the step that follows if one or more of these conditions apply:
NOTE: The borescope inspection may be delayed 25 hours or 10 cycles (whichever comes first) provided FOD did not result in missing material to the fan blades.
Service extension is only permitted on one engine in the event of a dual engine
FOD.
a) FOD event has resulted in fan blade missing material/fan blade damage beyond serviceable limits.
b) FOD event struck fan blades radially inward of mid span shroud.
c) Evidence of debris have entered the booster inlet, ie: damage or debris on
spinner front and rear cones, stage 1 booster vane or splitter fairing.

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Do a borescope inspection of the HPC stages 1, 3 and 8 (72-31-00-290-002).
If damage is found inspect the other stages 72-31-00-290-002 .
Do a borescope of the combustion chamber after a bird strike/ingestion event 7242-00-290-005 .
NOTE: The borescope inspection may be delayed 25 hours or 10 cycles (whichever comes first).
FOD associated with abnormal engine parameters.
If FOD event was associated with surge, stall or flameout, do the step which follow:
Do a borescope inspection of the booster
(72-21-00-290-003).
Do a borescope inspection of the HPC stages 1, 3 and 8
(72-31-00-290-002).
If damage is found inspect the other stages
(72-31-00-290-002).
Do a borescope inspection of the combustion chamber dome area
(72-42-00-290-005).
Do a Maximum Power Assurance check
(71-00-00-710-008).

Unscheduled Maintenance Checks


05-51 Unscheduled Maintenance Checks

3. Examine all open ports in the inlet and look for:


Blockage.
4. If the FOD went through the inlet cowl structure, look for:
Damage to internal structure.
Damage to internal equipment.
5. If there is an indication of engine imbalance, examine the following nacelle
components for signs of damage:
Inlet cowl.
Exhaust nozzle.
Fan cowl hinges and surrounding structure.
Fan cowl latches and surrounding structure.
Centerbody attachment rings and fasteners.
Close-up
Figure 4: Engine Inlet

NOTE: The borescope inspection may be delayed 25 hours or 10 cycles (whichever comes first).

C. Birdstrike Inspection
NOTE: Before this inspection, perform step A Visual Inspection and B Gaspath
Inspection.
1. Examine the external portions of the nacelle inlet at the point of impact and look
for:
Cracks.
Signs of distortion.
Loose or missing fasteners.
2. Examine the inlet cowl structure for secondary damage and look for:
Cracks.
Signs of distortion.
Delamination.
Loose or missing fasteners.

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05-57 Aircraft Stability


Check of the Aircraft Stability on Ground
Reason for the Job
Use the following method that follows to do graphical checks of the aircraft stability.
NOTE: The stability graphs for aircraft on wheels (on dry or wet ground) in this procedure are applicable to a parked or towed aircraft.
With the stability graphs (A/C on wheels) in this procedure, you can do a check of
shifting or tipping stability limits. Do this if it is necessary to know only one such
limit (towing, for example).
You can also calculate the ballast necessary for aircraft stability in unfavorable
conditions in the configurations that follow:
aircraft with 2 engines
1 or the 2 engines removed
engine re-installation.

Unscheduled Maintenance Checks


05-57 Aircraft Stability

This procedure is applicable to these aircraft configurations, each of which has a


related diagram:
diagram for aircraft on wheels, on dry ground,
diagram for aircraft on wheels, on wet ground,
diagram for aircraft on jacks,
diagram for aircraft on forward jack or on nose wheel jack,
diagram for aircraft on one main gear wheel jack,
diagram for aircraft jacked at main and nose gears for wheel change.
NOTE: The same procedure is applicable in all the above configurations.

Example

GROUP-WORK
The following diagram related to aircraft on wheels on dry ground is an example.
Check the aircraft stability, aircraft with two engines installed:

without crew

without galleys

without pallets and containers.

Aircraft Maintenance Configuration

For example, make a plot of point A on the chart from these coordinates:

Weight: 46600 kg (102735.3852 lb)

CG: 24%.

Make sure that the flaps, the slats, the spoilers, the speed brakes and the thrust
reversers are retracted.

NOTE: In these conditions, the aircraft will be safe in winds up to


55 kts (102 km/h).

Make sure that the THS is set to neutral.

Check the aircraft stability after removal of two engines.


1. From point A, make a horizontal line: this cuts across the weight axis at point
B.
2. From this point B, subtract the weight of the two removed engines 7000 kg
(15432.3540 lb) approx. to get point B'.
3. From point A, make a vertical line: this cuts across one division of the removed
engine scale at point C.
4. Make a line across two divisions on this scale (1 division for each engine) to
get point C'.
5. From point C', make a vertical line and from point B', make a horizontal line:
these two lines cut at point D. For this point, the diagram gives these values:
Aircraft weight: 39600 kg (87303.0312 lb)
CG: 35.5%
permitted wind: 35 kts (65 km/h).

Procedure
If necessary, install the ballast:

in the forward compartment

at the pax/crew door No 1.


You can also refuel two wing tanks to put the aircraft back into balance. In this
case, add the weight of the fuel to the aircraft weight.
NOTE: Before you put ballasts on the aircraft, make sure that you obey the limits.
maximum weight of section 11
maximum loads on cabin floor
maximum load on jacking points.

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Unscheduled Maintenance Checks


05-57 Aircraft Stability

Check the aircraft stability during engine installation with a hydraulic lift.
For this example, we calculate that the hydraulic lift puts a 800 kg (1763.6976 lb)
contact force on the pylon.
6. Continue vertical line DC' until it cuts across the contact force scale to get
point E.
7. From this point, make a line across one division (0.8 ton/division) to get point
E'.
8. From this point E', make a vertical line until it cuts across the horizontal line DB'
to get point F.
9. The diagram shows that in these conditions, engine installation is possible in
the open air in winds of less than 35 kts (65 km/h).
Calculate the quantity of ballast necessary for engine installation.
The engines are installed in the open air with a maximum windspeed of 45 kts (83
km/h).
If necessary, you will install the ballast in the forward cargo-compartment at position 11.
10.Continue line B'F until it cuts across the 45 kts (83 km/h) average windspeed
line at point H.
11.Continue vertical line FE' until it cuts across the ballast on section 11 scale at
point G.
12.From point G, make a horizontal line which cuts across the vertical line from H
at point J.
13.Count the number of divisions on the scale between point G and J (in the example, 2.3 divisions).
The weight of ballast necessary is thus:
2.3 x 500 kg (1102.3110 lb) = 1150 kg (2535.3153 lb)
In the example given, use the same procedure to calculate the quantity of ballast
necessary at cabin door No 1:
1.6 x 500 kg (1102.3110 lb) = 800 kg (1763.6976 lb)
NOTE: As the ballast only increases the aircraft weight by a small quantity, this is
ignored.

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Unscheduled Maintenance Checks


05-57 Aircraft Stability

Figure 1: Stability Graph aircraft on wheels on dry ground

F
B

24

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Dimension and Areas


06-00

06 Dimensions and Areas

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06-00 General

06-00 General
General
Description
This chapter defines:

Dimensions and Areas

see

06 - 10

Zoning

see

06 - 20

Stations

see

06 - 30

Access Privisions

see

06 - 40

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06-00 General

Figure 1: Dimensions A318

31,44 m
103 ft 2 in
12,56 m
41 ft 2 in

10,252 m
33 ft 8 in
34,10 m
111 ft 10 in
12,45 m
40 ft 10 in

7,59 m
24 ft 11 in

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Figure 2: Dimensions A319

Span

34.10m

Length

33.84m

Height

11.76m

Fuselage diameter

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Figure 3: Dimensions A320

A320Span

34.10m

Length

37.57m

Height

11.76m
3.96m

Fuselage diameter

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Figure 4: Dimensions A321

A321Span

34.10m

Length

44.51m

Height

11.81m

Fuselage diameter

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06-00 General

Table 1: Data, Dimensions and Weights of the A320 Family


A319

A320

A321

Aircraft Dimensions

SI

GB

SI

GB

SI

GB

Overall Length

33,84m

111ft 0in

37,57m

123ft 3in

44,51m

146ft 0in

Fuselage Diameter

3,96m

13ft 0in

3,96m

13ft 0in

3,96m

13ft 0in

Height

11,76m

38ft 7in

11,76m

38ft 7in

11,76m

38ft 7in

Wing Span (geometric)

34,09m

111ft 10in

34,09m

111ft 10in

34,09m

111ft 10in

Wing Area (reference)

122,6m2

1320ft2

122,6m2

1320ft2

122,6m2

1320ft2

Sweep (25% chord)

25 degrees

25 degrees

25 degrees

Design Weights
Max. Ramp Weight

64,4T

142,0lb X 1000

73,9T

162,9lb X 1000

83,4T

183,9lb X 1000

Max. Take-off Weight

64,0T

141,1lb X 1000

73,5T

162,0lb X 1000

83,0T

183,0lb X 1000

Max. Landing Weight

61,0T

134,5lb X 1000

64,5T

142,2lb X 1000

73,5T

162,0lb X 1000

Max. Zero fuel Weight

57,0T

125,7lb X 1000

61,0T

134,5lb X 1000

69,5T

153,2lb X 1000

Max. Fuel Capacity

23860 Litres

6300 USg

23860 Litres

6300 USg

23700 Litres

6260 USg

Typical Operating Weight


Empty

40,1T

88,4lb X 1000

41,0T

90,4lb X 1000

47,7/49,2T

105,6/108,4lb X 1000

Typical Volumetric Payload

12,9T

28,4lb X 1000

16,3T

35,9lb X 1000

21,0/20,4T

46,0/45,0lb X 1000

Basic Operating Data


Powerplants

CFM56-5A4/-5A5
CFM56-5B5/-5B6
V2522-A5

CFM565A1/-5A3
CFM56-5B4
V2525-A1/V2527-A1

CFM56-5B1/-5B2
V2530-A5

Thrust Range

22000-23500lb

22000-27000lb

30000-33000lb

Typical Seating (two class)

124

150

185

Typical Seating (one class)

134

164

199

Cockpit Crew

2/4/(5)

2/4/(5)

2/5/(6)

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06-00 General

Table 1: Data, Dimensions and Weights of the A320 Family


A319
Range (max. pax)

3360km

A320
1800nm

4900km

A321
2650nm

4350km

Max. Operating Mach Nr (Mmo) 0,82M

0,82M

0,82M

Average Cruise Speed


at 30-35000 ft

750-850km/h

750-850km/h

750-850km/h

Max. Cruise Speed

850km/h

850km/h

850km/h

Operational Area

short range

short range

short range

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06-00 General

Figure 5: Dimensions and Areas

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06-00 General

Figure 6: Typical Cabin

Also for A319

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06-10 Fuselage Datum Lines

06-10 Fuselage Datum Lines

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06-10 Fuselage Datum Lines

Coordinate System
For measurements and location of components within the fuselage of the A 320
Family a metrical coordination system is in use. It exists of three datum lines:

means length distances from X 0 also called .STA 0 .


It defines fore and aft distances from any point (STA) to
STA 0 . STA 0 is 2540 mm before the RAD dom.

means lateral distances from any point to aircraft center line


Y 0 is a vertical plane over the center line
+ Y is a plane left hand from Y 0 in flight direction
Y is a plane right hand from Y 0 in flight direction

means a horizontal distance from any point to the aircraft center line
Z 0 is a horizontal plane over the center line
+ Z is a plane above the center line
Z is a plane below the center line

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06-10 Fuselage Datum Lines

Figure 1: Coordinate System

2540mm in front of Radom

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06-20 Zoning

06-20 Zoning

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06-20 Zoning

The aircraft is divided into zones as follows:


the major zones
the major sub zones
the unit zones

Major Zones
Eight major zones are identifided by the hundreds as follows:
100 Lower half of the fuselage to aft pressure bulkhead
200 Upper half of the fuselage to aft pressure bulkhead
300 Stabilizers
400 Nacelles
500 Left hand Wing
600 Right hand Wing
700 Landing gear
800 Doors

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06-20 Zoning

Figure 1: Major Zones

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06-20 Zoning

Major Sub - Zones


Are identified through tenth digit of the three digit zone number.
Numbering takes places within the major zone from:
from front to rear and
from inboard to outboard, e. g. 210, 220 etc.

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06-20 Zoning

Figure 2: A320 Major Sub-Zones - Fuselage and Vertical Stabilizer

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06-20 Zoning

Figure 3: Major Sub-Zones - Wing and Nacelle

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06-20 Zoning

Unit Zones
Defines a certain position within that sub zone. They are identified through single
digit Numbering, counting from 0 to 9. Numbering within a major sub zone are as
follow:
from front to rear
from inboard to outboard
uneven numbers (e. g. 131, 211, etc.) identifies the left hande side of the center
line
even numbers (e. g. 142, 162, 264, etc.) identifies the right hand side of the
center line
For Example: 162
1 - major zone 100 = identifies the range below center line
6 - major sub zone 160 = identifies the bulk cargo compartment
2 - unit zone 162 = identifies the forward, right hand part of the center line of the
bulk cargo compartment.
NOTE:
Wings, Stabilizers and Engine Nacelles have similar major-, sub major- and
unit zones.
The cabin passenger / crew doors, cargo compartment and main landing gear
doors are only identified by the zone number, since each of these doors is a
zone in itself.

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06-20 Zoning

Figure 4: A321 Unit Zones - Fuselage and Vertical Stabilizer

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06-20 Zoning

Figure 5: Unit Zones - Wing and Horizontal Stabilizer

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06-20 Zoning

Figure 6: Unit Zones - Landing Gear

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06-20 Zoning

Figure 7: Engines Major-, Major Sub- and Unit - Zones

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06-20 Zoning

Figure 8: A 319 Door Zone Numberss

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06-20 Zoning

Figure 9: A 320 Door Zone Numbers

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06-20 Zoning

Figure 10: A 321 Door Zone Numbers

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06-30 Stations

06-30 Stations

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06-30 Stations

INFO: Stations and frames for A 319 / A210 see AMM.

This section gives the Stations and their related frames or ribs.
The stations (STA) are shown in millimeters, messured from station 0 , which is
2540 mm before the RADOM.

Stations (STA)
The station designation system is used to identify reference planes and points
along those planes, providing a means of identifying the location of structure, center of gravity, and the distribution of weight.
A station corresponds to a cross section (plane) for a given assembly group, as
Fuselage, engine nacelle, wing vertical and horizontal stabilizer.
The sum of all stations gives a station diagram. Each station is a measured distance in millimeters, measured from a station point 0 . For the Fuselage it is
measured over the X - datum line, beginning 2540 millimeters in front of the RADOM. In addition the stations are supplemented by frame (FR) figures, e. g. STA
9500 / FR 24.

Frames (FR)
Frames been counted from the front bulk head to the aft within the fuselage.
The distance between the frames are generally 530 millimeters. In ranges of hight
loads the distances is about 230 millimeters.
Depending on the frames the fuselage of A 320 has seven sections.
SECTION

DESIGNATION

FRAMES

11 / 12

Nose Fuselage

0 - 24

13 / 14

Forward Fuselage

24 35

15

Center Fuselage

35 47

16 / 17

Aft Fuselage

47 65

18

Aft Fuselage

64 70

19

Forward Tailcone

70 77

19.1

Aft Tailcone

77 87

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06-30 Stations

Figure 1: Fuselage Stations

8966mm

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Figure 2: Wing Rib Stations

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Figure 3: Stabilizer Rib Stations

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06-30 Stations

Figure 4: Pylon and Nacelle Stations

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06-30 Stations

Section Numbers
The fuselage is divided into various sections for manufactoring reasons.
Each major part of the aircraft, corresponding to the production sharing receives
a section number.

Fuselage

Wing

20

Vertical Stabilizer

30

Horizontal Stabilizer

35

Engine

40

Landing Gear

50

Belly Fairing

60

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06-30 Stations

Figure 5:

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06-40 Access

06-40 Access

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Access Panels and Doors
All access panels and doors are provided with an identification system.
The identification code exist of three figure to identify the zone and two letters to
clarify the position.
The first or identification letter identifies the door (panel) in a logical sequence,
i. e.
from the inside to the outside, or
from the forward to aft.
The first identification letter is an A for each zone.
The second or location letter, gives the location of the door (panel) on the aircraft if necessary.
T Top (upper surface)

Dimension and Areas


06-40 Access

In case all letters of the alphabet have been used, panels are identified as follows.
the letter A is still the identification letter
location letters than are
U Top (upper surface)
D Bottom (lower surface)
P Left
S Right
G Floor Panel
X Sidewall panel
Y Ceiling Panel

F Floor Panel

NOTE:
The letters I and O are not used.
The cabin passenger / crew doors, cargo compartment and main landing gear
doors are only identified by the zone number, since each of these doors is a
zone in itself.
Doors along the aircraft center line have the left side zone number.
For more rules see AMM 06 - 40 - 00

W Sidewall panel

EXAMPLE of the identification of an access door 121AL and 191AT:

B Bottom (lower surface)


L Left
R Right
Z Internal

C Ceiling Panel

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06-40 Access

Figure 1: Access Left Side RADOME, Avionic Compartments, Nose Landing


Gear

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Dimension and Areas


06-40 Access

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Lifting and Shoring


07-00

07 Lifting & Shoring

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Lifting and Shoring


07-00 Jacking

07-00 Jacking
Jacking the A320
You must lift the aircraft at three points on the structure with three hydraulic jacks.
One point is under the forward fuselage at FR9. The two other points are under
the wings at the Ribs 9. When the aircraft is on the jacks, put a safety stay between
FR73 and 74. This prevents any accidental movement of the aircraft. You must not
use the safety stay to lift the aircraft. You can lift the aircraft with jacks when the
tires and the shock absorbers are deflated. You can lift the aircraft at the forward
jacking point only, with the wheels of the main landing gear on the ground.

Before you lift the aircraft with jacks make sure that the weight of fuel is applied
equally on the two sides of the aircraft centerline.
Make sure that the aircraft is stable before you lift it with jacks.
You must not lift the aircraft with the safety stay.
Before you lift or you lower the aircraft make sure that there is no equipment
adjacent to it (that can cause damage).
Make sure that no other work is being done.

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Figure 1: Jacking Points

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Figure 2: Jacking Pads

LH wing jacking pad is not identical to the RH wing jacking pad

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Figure 3: Trim Indicator

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Leveling and Weighing


08-10

08 Leveling and Weighing


Aircraft Weights
Weighing of Aircraft
Aircraft operated under part 125 are required to be weighed at least once every
36-calendar months. Both the operator/applicants OpSpecs and manual must reflect this requirement.

Use of Fleet Weights


A fleet generally is considered to be three or more aircraft of the same model and
configuration. This allows realistic averages to be determined.
1. Aircraft operating under fleet weights must be weighed in accordance with the
operator/applicants instructions. The operating weights and center of gravity
position must be within established limits. The use of fleet weights is authorized
by OpSpecs.
2. An operators empty fleet weight is determined by averaging aircraft weights as
follows:
Fleet size weighing policy:
3 aircraft: Weigh all aircraft
4 to 9 aircraft: Weigh 3 aircraft plus at least 50 percent of the number over 3
Over 9 aircraft: Weigh 6 aircraft plus at least 10 percent of the number over 9
Scales used to weigh passengers, aircraft, cargo, and baggage must be calibrated
and traceable to a national standard. Calibration must be performed in accordance with the civil authority for weights and measures having jurisdiction over the
area in which the scales are used. The frequency of testing depends on use and
handling.
An operator/applicant may use a contractor to weigh items required to be weighed.
However, the operator/applicant is responsible for ensuring the contractor complies with the operator/applicants approved weight and balance control program.
This includes ensuring scales are calibrated and tested in accordance with the operator/applicants policies and procedures manual.

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08-10 Weighing and Balancing

Defueling the Aircraft


Defuel the aircraft for the weight and balance procedure WBM 1-20-07 .

Inspection/Check
Preparation
This procedure gives data to find the operating empty weight of the aircraft and to
calculate the center of gravity.
NOTE: You can do this operation with the shock absorbers and the tires deflated.
To get accurate results, we recommend to weigh the aircraft on a level area in a
hangar with:
the hangar doors and windows closed.
the hangar heating, air conditioning and ventilation systems stopped. Wind and
air flows prevent accurate results.
Check of the Fluid Levels
1. Do a check of the engine oil level and refill if necessary 12-13-79-610-001 .
2. Do a check of the APU oil level and refill if necessary 49-90-00-600-004 .
3. Do a check of the hydraulic fluid level in the systems 29-30-00-200-002 and refill if necessary 12-12-29-611-001 or 12-12-29-611-002 .
4. Do a check of the IDG oil level and refill if necessary 24-21-00-210-046 .
5. Make sure that all the fire extinguishers, oxygen masks and safety belts are in
position.
Check of the Pressure of the MLG and NLG Shock Absorbers and Check of the
Tire Pressure
Removal of Components

Close Access
1. Close the NLG doors if opened
32-22-00-410-001 .
2. Close the MLG doors if opened
32-12-00-410-001 .
3. Close the doors of aft and forward cargo compartments if opened
52-30-00-860-002 .
4. Close all the access doors/panels if opened.
5. Close the passenger/crew doors
52-10-00-410-001 .

Weigh the Aircraft and Calculate the Position of the Center of


Gravity
You can weigh the aircraft with:
the aircraft on jacks
the aircraft on its wheels
the aircraft on landing gear jacks
In the following, we only discuss the weighing procedure with the aircraft on
its wheels.
Refer to the Weight and Balance Manual to weigh the aircraft and calculate the
position of the center of gravity WBM 1-80-05. See Extract from Weight & Balance Manual on page 3.

Weight the Aircraft on Wheels

Remove all tools and protection devices from the aircraft.


Aircraft Maintenance Configuration
1. Retract the spoilers 27-60-00-866-002 .
2. Retract the flaps 27-50-00-866-009 .
3. Retract the slats 27-80-00-866-005 or 27-80-00-866-008 .
4. Make sure that all flight control surfaces are in the neutral position.
5. Externally and internally examine the aircraft to make sure that all the weighing
conditions are correct (galley equipmemt, ground power units connected, etc.).

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08-10 Weighing and Balancing

1. Drain the remaining fuel. (Ref. TASK 28.25.00-650-003)


2. Tow the aircraft on the weighing platforms
3. Measure and record the attitude of pitch of aircraft to fill in the weighing form
report.
4. Read the figures of weight from each platform and fill in the weighing form report.

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08-10 Weighing and Balancing

Extract from Weight & Balance Manual


For abbreviations refer to page 23.

Aircraft Views and Main Dimensions


The aircraft three views and principal dimensions are shown in Figure 1 on
page 4.

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Figure 1: A/C views and main dimensions

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Reference Trihedral and Balance Scale Definition


Reference Trihedral
A reference trihedral in front of and below the aircraft has been chosen. This trihedral is defined by the following planes.
1. Forward plane H-arm 0 (yoz) located 2.540 meters forward of aircraft nose section.
2. Vertical plane (xoz) being the aircraft symmetry plane.
3. Horizontal plane (xoy) located 7.000 meters below the fuselage datum line.
This definition is illustrated in Figure 2 on page 6.

Balance Scale
To facilitate CG calculations and representation on the diagrams, the moment is
reduced to a more workable magnitude by the following balance scale unit.

MOMENT (kgm)
unit = -----------------------------------------1000kgm
On balance diagrams the moments are relative to 25 % RC (H-arm = 18.850 m).

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Z
18.850 m
17.8015 m

25% RC

Figure 2: Reference Axis

4.1935 m

7.000 m

H-arm = 0

2.540 m

X
Z

Y
0

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Definition of the Reference Chord and Relevant Formulae


The length of the reference chord = 4.1935 meters.
H-arm of reference chord leading edge = 17.8015 meters.
Percent reference chord and H-arm conversion:
A. An H-arm can be converted into percentage of the reference chord through:

H-arm 17.8015
%RC = ----------------------------------------0.041935
B. A percentage of the reference chord can be converted into H-arm through:

H-arm = ( % RC 0.041935 ) + 17.8015


These conversions can be read on Table 1 on page 8, Table 2 on page 8 and
Table 3 on page 9.

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Table 1: Table of Conversion % RC to H-Arm

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Table 2: Table of Conversion % RC to H-Arm

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Table 3: Table of Conversion H-Arm to% RC

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Weight Definitions

Actual Zero Fuel Weight (AZFW)

The weight terms used throughout this manual are given below together with their
respective definitions.

Sum of operational empty weight and payload. The AZFW must never exceed the
maximum design zero fuel weight (MZFW).

Manufacturer's Empty Weight (MEW)

Operational Take-Off Weight (OTOW)

The weight of structure, power plant, systems, furnishings and other items of
equipment that are an integral part of a particular aircraft configuration, including
the fluids contained in closed systems.

Maximum weight permitted at brake release for a given flight operation. This is a
function of airport and operational restrictions.

The weights of all operator's items are excluded.

Operational Landing Weight (OLW)

Operator's Items
These items include the following:
1. Unusable fuel
2. Oil for engines, IDG and APU
3. Water for galleys and toilets
4. Chemical fluid for toilets
5. Aircraft documents and tool kits
6. Passenger seats and passenger life jackets
7. Tables and baby bassinets
8. Galley structure and fixed equipment
9. Catering
10.Pallets and baggage containers
11.Emergency equipment including:
Evacuation aids, portable O2 bottles and boxes, extinguishers, megaphones,
flash lights, axes, first aid kits, emergency radio beacons, asbestos gloves and
smoke goggles, demonstration kits, life jackets for crew and children.
12.Crew and their baggage

Operational Empty Weight (OEW)


Sum of manufacturer's empty weight and operator's items weight.

Payload (P/L)
Sum of passengers, cargo and baggage.

The OTOW must never exceed the maximum design take-off weight (MTOW).
Maximum weight permitted at touchdown for a given flight operation. This is a
function of airport and operational restrictions.
The OLW must never exceed the maximum design landing weight (MLW).

Maximum Payload
The difference between the maximum design zero fuel weight (MZFW) and operational empty weight (OEW).

Maximum Useful Load


The difference between the maximum design take-off weight (MTOW) and operational empty weight (OEW). Useful load is the sum of payload and usable fuel.

Maximum Design Taxi Weight (MTW)


The maximum weight for ground manoeuvre (including the weight of run-up and
taxi fuel).

Maximum Design Take-Off Weight (MTOW)


The maximum weight at the start of take-off run.

Maximum Design Landing Weight (MLW)


The maximum weight at which the aircraft may land.

Maximum Design Zero Fuel Weight (MZFW)


The total maximum of operational empty weight (OEW) and payload. It is also the
maximum operational weight without usable fuel.

Minimum Weight
The minimum weight at which the aircraft may be operated.

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Figure 3: Station Diagram for the Wing

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Figure 4: Station Diagram for Horizontal Tail

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Figure 5: Station Diagram for Vertical Tail

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Figure 6: Fuselage Frame Numbering

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Figure 7: H-Arm Table of Fuselage Frames

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08-10 Weighing and Balancing

Figure 8: Take-Off Horizontal Trim Wheel Setting

10. Effect of Moving Components on the Aircraft CG


Balance effects caused by operation of slats, flaps, thrust reverser and landing
gear are given below.

A. Slats and Flaps Extension


The table below gives the moments due to slats and flaps extension.

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B. Thrust Reverser Extension

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08-10 Weighing and Balancing

or

Thrust reverser = negligeable

C. Landing Gear Retraction


Nose landing gear = - 202 kgm

where:

Main landing gear = - 738 kgm

Rm: Addition of LH side and RH side reactions measured at wing jacking points.

NOTE:

Rn: Reaction measured at forward jacking point.

The aircraft is weighed with slats, flaps and thrust reverser retracted.

W: Weight of the aircraft, equal to Rm + Rn.


NOTE:

B. Weighing on Aircraft Jacks

The CG position expressed in % RC can also be evaluated from the diagram in


figure 1-10-09.

CAUTION:
MAXIMUM JACK AND JACK POINT LOADS MUST NOT BE EXCEEDED DURING WEIGHING OPERATIONS. Refer to paragraph 1.10.08.
The weighing is achieved at zero degree pitch attitude.

Weighing on Wheels

The load on each scale is a function of aircraft weight and CG and can be estimated on figure 1-10-09 and a minimum capability required for each one deduced.

Weighing should preferably take place in a closed hangar to exclude all wind and
strong air currents.

=0

Aircraft Datum
G
H-Arm = 0

CG or H-Arm
Rm
Rn

The following equipment is required:


one clinometer for measuring the aircraft pitch attitude,
two scales for the main landing gear reactions,
one scale for the nose landing gear reaction.
The load on each scale is a function of aircraft weight and CG and can be estimated on Figure 9 on page 15, and the minimum capability required for each one deduced.

CG Computation
The CG position can be determined by either of the following equations:

The CG position can be determined by either of the following equation:

Cr
H-arm = A B sin -----W
or
Where:
A = Distance from Aircraft datum to main wheel reaction.
B = Z CG above Main landing gear axle.

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Figure 9: CG as a Function of A/C Weight and Nose Landing Gear Load

C = Distance between Main wheel reaction & Nose wheel reaction.


= Aircraft pitch attitude (positive nose up)
r

= Reaction on Nose landing gear

W = Weighed weight.

r + 21
CG ( %RC ) = 59.35 65.3 sin 302.6 --------------
W
or

r + 21
H-arm(m) = 20.29 2.738 sin 12.690 --------------
W
or

r + 46
H-arm(in) = 798.82 107.79 sin 499.61 --------------
W
NOTE:
The CG position can also be evaluated from the diagram in Figure 9 on page 15.
EXAMPLE: Assume an aircraft with a gross weight of 47 900 kg A and the reaction
at nose landing gear of 4 700 kg B , the aircraft CG is 29 % RC C.

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Equipment / Component Removal List


This paragraph lists items normally removable from the aircraft. The list is not a
complete component breakdown. The information may be used to determine an
approximate aircraft weight and CG for maintenance purposes only.
Figure 10: Door Weights

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Figure 11: Wing Component Weights

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Figure 12: Tail Component Weight

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Figure 13: Landing Gear Weights

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Figure 14: Pylon and Engine Weights

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Aircraft Stability Control During Loading and Unloading

Stability Check

Indiscriminate loading or unloading of baggage and cargo simultaneously with the


movement of passengers embarking or disembarking may produce unacceptably
large shifts in the aircraft cg position or ground standing altitude.

When the nose landing gear shock absorber strut approaches maximum extension a warning, "NLG SHOCK ABSORBER FAULT" is signalled on the flight deck
ECAM display and a single chime audible warning is released.

1. On the scale NUMBER OF PAX ALLOWED check between the lines GH and
BC the number of passengers allowed in the aft cabin eg. 103 passengers allowed
2. If the number of passengers allowed is greater than the number of passengers
possible in the aft cabin the stability of the a/c is assured.
3. If the number of passengers allowed is less than the number of passengers positioned in the aft cabin precautions must be taken to prevent aircraft tipping.
eg. unload aft and/or bulk hold before unloading forward hold
point F becomes point F1, point H becomes point H1 or maintain passengers
in the fwd cabin point B becomes B1; point C becomes point C1 or use a combination of the above actions.

Aircraft or ground power must be switched on to enable this warning!

In either case the number of passengers allowed in the aft cabin is increased.

At the time of warning the nose landing gear load is not less than 1000 kg
(2205 Ib).

Remarks:
The aft cabin is defined as that part of the cabin aft of the main landing gear
axle position.
The passenger weight used in the graph is 75 kg including hand baggage.
For other passenger and baggage weights it is necessary to convert the allowed number of passengers using the formula:
N: Number of passengers at 75 kg
N1: Number of passengers at New Weight
Nw: New weight of one passenger

The tip up position is a function of aircraft weight, CG and attitude due to the inclination of the landing gear strut.
In practice the theoretical tip up CG position is considered to be at an aircraft CG
of 57 % RC, H-arm = 20.192 rn (794.95 in).

Figure 15 on page 22 provides a graphical method of maintaining this margin during ground operations.
See Figure 16 on page 22 for an example.

OEW, OEW CG and Fuel on Board


1. Enter A/C OEW and CG: point OEW eg. 43500 KG at 28 % RC(Rference Cord)
2. From this point OEW thus obtained draw a vertical line to the point A
3. From the point A enter the fuel quantity on board in the fuel effect curve to obtain the point B eg. fuel quantity 1700 KG
4. From this point B draw a vertical line to the point C

N 75
N1 = ---------------Nw

Cargo/Baggage in Holds
1. In the cargo box starting from the point O, draw on the scale LOAD IN FWD
CARGO an arrow representing the load in the forward cargo hold to obtain the
point D eg. load in forward cargo hold 1500 KG
2. From this point draw an arrow representing the load in the aft cargo hold to obtain the point E eg. load in aft cargo hold 3000 KG
3. From this point draw a vertical line to the point F
4. Draw a horizontal line in the direction of the arrow to represent the load in the
bulk cargo hold to obtain the point G eg. load in bulk hold 300 KG

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eg. N = 103, Nw = 82 kg

103 75
N1 = --------------------- = 94
82
103 passengers at 75 kg give the same effect as 94 passengers at 82 kg.

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Figure 15: Aircraft Loading Stability Chart

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Figure 16: Typical Aircraft Loading Stability Example

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Abbreviations - Aircraft Weighing and Leveling


Table 4: Abbreviations - General (Sheet 1 of 4)
A/C

Aircraft

ALI

Aircraft Loadability Interface

AMC

Aerodynamic Mean Chord

APU

Auxiliary Power Unit

AS

Aerospace Standard

ATA

Air Transport Association of America

AZFW

Actual Zero Fuel Weight

B/C

Business Class

B/F

Brought forward

C/C

Club Class

CIF

Carried forward

CFMl

CFM International

CG

Center of Gravity

C/L

Centerline

COMP

Compartment

cos

Cosine

DOC

Document

EFF

Effective

E.G.

For example

FAR

Federal Aviation Regulations

F/C

First Class

FQI

Fuel Quantity Indicator

FR

Frame

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Table 4: Abbreviations - General (Sheet 2 of 4)


FWD

Forward

GMC

Geometrical Mean Chord

H-ARM

Horizontal arm from station 0 (zero) in length unit

H-ARM FUS. STA. Horizontal arm fuselage station


IAE

International Aero Engines

IATA

International Air Transport Association

IDG

Integrated Drive Generator

IS0

International Organization for Standardization

LE

Leading Edge

LEP

List of effective pages

L/G

Landing Gear

LH

Left Hand

MAX

Maximum

M/C

Main Class

MEW

Manufacturer's Empty Weight

MID

Middle

MIN

Minimum

MlSC

Miscellaneous

MLW

Maximum Design Landing Weight

MTOW

Maximum Design Take-Off Weight

MTW

Maximum Design Taxi Weight

MZFW

Maximum Design Zero Fuel Weight

NAS

National Aerospace Standard

No

Number

OEW

Operational Empty Weight

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Table 4: Abbreviations - General (Sheet 3 of 4)

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08-10 Weighing and Balancing

Table 4: Abbreviations - General (Sheet 4 of 4)

OLW

Operational Landing Weight

ZFCG

Zero Fuel Weight Center of Gravity

OTOW

Operational Take-Off Weight

ZFW

Zero Fuel Weight

O2

Oxygen

PAX or PASS

Passengers

P/L

Payload

POS

Position

RC

Reference Chord

REF

Reference

RESP

Respectively

REV

Revision

RH

Right Hand

Seq

Sequence

Sin

Sine

Tan

Tangent

TC

Type Certificate

TO

Take-Off

TR

Temporary Revision

TSO

Technical Standard Order

ULD

Unit Load Device

us

United States

Weight

WBM

Weight and Balance Manual

Y-ARM

Lateral arm from station 0 (zero) in length unit

Y/C

Tourist Class or Economy Class

2-ARM

Vertical arm from station 0 (zero) in length unit

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Table 5: Abbreviations - Units (Sheet 1 of 2)


cuft

- cubic feet

cum

- cubic meters

ft

- feet

in

- inches

kg

- kilograms

kg / l

- kilograms per liter

km

- kilometers

km / h

- kilometers per hour

kt

- knots

- liters

Ib

- pounds

lbin

- pound-inches

Ib l sqin

- pounds per square inch

Ib / US gal

- pounds per US gallon

- meters

kgm

- kilogram-meters

mm

- millimeters

mph

- miles per hour

sqft

- square feet

sqin

- square inches

sqm

- square meters

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Table 5: Abbreviations - Units (Sheet 2 of 2)


US gal

- US gallons

- percent

- degrees

- minutes of degree

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08-21 QUICK LEVELING

Leveling and Weighing


08-21 QUICK LEVELING

Figure 1: Attitude Indicator

Leveling Methods
There are different methods for leveling the aircraft when on jacks.
These are:
Quick Leveling using the Attitude Monitor
Quick Leveling with a Spirit Level in the FWD Cargo Compartment
Quick Leveling with a Spirit Level in the Passenger Compartment
Quick Leveling Procedure with the ADIRU
The different procedures are explained in the following section.

Quick Leveling using the Attitude Monitor


Procedure
Aircraft Lifting
1. Lift the aircraft 07-11-00-581-001 .

Aircraft Leveling
Operate the jacks of the aircraft to move the bubble to the D4 position.
NOTE: The D4 position relates to a longitudinal angle of 0and transverse angle of
0.

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Quick Leveling with a Spirit Level in the FWD Cargo


Compartment
Procedure
Get Access
1.
2.
3.
4.

Put an access platform in position below the FWD cargo-compartment door.


Open the FWD cargo-compartment door 52-30-00-860-001 .
Get a spirit level to do the leveling procedure.
Go into the FWD cargo compartment.

NOTE: To do this procedure two persons are necessary


one in the cargo compartment to move the spirit level
the other near the aircraft to operate the jacks.

Leveling and Weighing


08-21 QUICK LEVELING

Leveling of the Aircraft


1. Put the spirit level on a seat track, in the Y axis, and operate the hydraulic jack
below the wing to get the transverse alignment.
2. Put the spirit level a on seat track, in the X axis, and operate the hydraulic jack
below the fuselage to get the longitudinal alignment.
3. When you have done the longitudinal alignment, do a check of the transverse
alignment.

Quick Leveling Procedure with the ADIRU


Procedure
References
REFERENCE

DESIGNATION

07-11-00-581-001

Lifting for Aircraft Maintenance Operations

NOTE: Do not put the safety stay in position before you make the aircraft level.

07-11-00-586-002

Lowering of the Aircraft for Maintenance Operations

Leveling of the Aircraft

31-36-00-740-008

Access to the Parameter Call-Up Menus

34-10-00-860-004

IR Alignment Procedure

34-10-00-860-005

ADIRS Stop Procedure

Aircraft Lifting
Lift the aircraft 07-11-00-581-001 .

1. Put the spirit level on a track, in the Y axis, perpendicular to the tracks, and operate the hydraulic jack below the wing to get the transverse alignment.
2. Put the spirit level a track, in the X axis, and operate the hydraulic jack below
the fuselage to get the longitudinal alignment.
3. When you have done the longitudinal alignment, do a check of the transverse
alignment.

Quick Leveling with a Spirit Level in the Passenger


Compartment
Procedure
Aircraft Lifting
Lift the aircraft 07-11-00-581-001.

Jun04/THTA
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Aircraft Maintenance Configuration


1. Do an IR alignment procedure 34-10-00-860-004 .
2. Get access to the parameter call-up menus 31-36-00-740-008. See Access to
the Parameter Call-Up Menus on page 3.
3. On the MCDU keypad enter the alpha call-up code into the scratchpad:
PTCH for the pitch angle to do a check of the longitudinal alignement,
ROLL for the roll angle to do a check of the transverse alignement.

Leveling of the Aircraft


Operate the jacks until the PTCH and ROLL values are 0.

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Training Manual
A320 Family
Access to the Parameter Call-Up Menus

Leveling and Weighing


08-21 QUICK LEVELING

Figure 2: MCDU Menu

Enter the Parameter Alpha Call-up via MCDU.


ACTION

RESULT

On the MCDU:

On the MCDU display:

Push the MCDU MENU mode key.

The MCDU MENU page comes into


view.

Push the line key adjacent to <


AIDS indication.

The AIDS page comes into view.

Push the line key adjacent to CALLUP < PARAM indication.

The AIDS PARAM CALL-UP page


comes into view.

Push the line key adjacent to <


PARAM ALPHA CALL-UP indication.

The AIDS ALPHA CALL-UP page


comes into view.

Enter the correct Alpha Call-up


Code with the alphanumeric keys
(Ref. AMM 31-36-00-001).
See at the Parameter Alpha Call-up
List (Ref. AMM 31-37-00-001).

The Parameter Alpha Call-up shows on


the bottom of the display (scratchpad).

Push the line key 2L, 3L, 4L or 5L


Key to take over the Parameter
Alpha Call-up.

The Parameter Alpha Call-up shows on


the Data Field with all information.

Push the MCDU MENU mode key.

The MCDU MENU page comes into


view.

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A320 Family

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08-21 QUICK LEVELING

Level 3 B1 B2

08-21-4

Training Manual
A320 Family

Towing and Taxiing


09-00

09 Towing and Taxiing

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Towing and Taxiing


09-00 General

09-00 General
Towing is an operation which consists In pushing or pulling an aircraft with a tractor.
The tractor is connected to the aircraft by a towbar attached to a nose landing gear
fitting. On soft or muddy ground, the towing may be carried out using the main
landing gear attachment points.
The aircraft may be towed or pushed:
at maximum ramp weight
with engines shut down or running at idle. During this operation, one
person is required in the cockpit in order to operate the brakes if necessary.
Two other people are required to monitor the wing tips to prevent collisions.

Precautions
Before starting the towing operations, several precautions must be taken:
the engine cowls must be closed
the dimension H, representing the shock absorber travel, must be no more
than 11.8 in (300 mm) so as not to damage the wheel centering cams used during nose landing gear retraction.
the wheels must be in the aircraft centerline.
The maximum authorized steering angie, on each side of the aircraft centerline, is
limited to 95. In the engine running configuration this angle is only 40, thus the
tractor is kept out of the engine inlet suction areas. Now that these precautions
have been taken, we shall have a look at the actual towing operation. Make sure
that the safety ground locks are installed on the main landing gear stays.
Check that the nose landing gear downlock safety pin is installed on the nose landing gear. Check that the wheel chocks are in position.

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Towing and Taxiing


09-00 General

Figure 1: Towing Fitting and Location

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Towing and Taxiing


09-00 General

Figure 2: Towbar

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Preparation
On the nose wheel steering deactivation box, set the ground towing control lever
to the TOWING position. Lock the lever with a safety pin.
In the cockpit:
On the ECAM, the NOSE WHEEL STEERING DISCONNECTED message
appears.
On the central pedestal, set the Parking Brake control to OFF. On the brake
yellow pressure triple-indicator, the Indications drop to zero.
On the other hand, on the same triple-indicator, make sure that the accumulator pressure is correct:
the nominal pressure Is 3000 psi (206 bar)
the minimum pressure is 1500 psi (103 bar)
This 3000 psi pressure permits 7 actions on the brake system. On the ECAM, the
PARKING BRAKE message disappears. On the nose wheel steering deactivation
box the orange Parking Brake light goes off. Having taken all these precautions,
lets install the towbar.

Towbar
The towbar comprises:
A damping system to protect the nose landing gear from sudden movements.
Calibrated towing shear pins to protect the landing gear from too high longitudinal and lateral loads. Install the towbar on the nose landing gear towing attachment. Connect the towbar to the tractor.

Towing and Taxiing


09-00 General

In order to dialogue with the ground mechanics set the interphone Radio switch
on the Audio Control Panel to the Interphone position, and press in the Interphone
reception pushbutton.

Operation
Having taken all these precautions, tow the aircraft slowly and smoothly. It Is recommended to stop the towing operation with the nose wheels in the aircraft centerline.
Disconnect the towbar from the nose landing gear towing attachment, then move
the tractor away. On the nose wheel steering deactivation box, the towing control
lever returns to Its normal position when the safety pin is removed, Position the
wheel chocks.

Close Up
In the cockpit, the NOSE WHEEL STEERING DISCONNECTED message disappears from the ECAM. Set the Parking Brake control to ON. The PARKING
BRAKE message then appears on the ECAM. Check that the hydraulic brake circuit pressure is correct.
Cut the cockpit/control tower VHF link by releasing out the VHF pushbutton on the
Radio Management Panel. Reset the interphone Radio switch to the neutral position In order to Isolate the interphone system. Reset the various light control
switches to OFF. Cut the aircraft electrical network supply from the electrical system control panel. On ground, stop the ground power unit and disconnect the connector.

Lighting System
As the aircraft electrical network is supplied by a ground power unit, set the Exterior/Light/Navigation and Logo switch to ON.
If the towing is carried out by night, set the Interior/Light/Dome switch to Bright,
and if anti-collision lighting is required by the local airport regulations or airline procedure set the Exterior Light Beacon switch to ON.

Communications System
In order to communicate with the control tower during towing operations, press In
the VHF pushbutton and select the control tower frequency on the Radio Management Panel. Then, press in the VHF pushbutton on the Audio Control Panel
and adjust the volume.

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Towing and Taxiing


09-00 General

Figure 3: Electrical Supply / N/W Steering Deactivation Electronic Box

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Towing and Taxiing


09-00 General

Figure 4: Main Gear Towing (Front)

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Towing and Taxiing


09-00 General

Figure 5: Main Gear Towing (Rear)

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Towing and Taxiing


09-00 General

Figure 6: Towing Loads and Angles with Engines stopped

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Towing and Taxiing


09-00 General

Figure 7: Allowed Towing Angles with Engines running (Idle Power)

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Parking & Mooring


10-00

10 Parking & Mooring

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Parking & Mooring


10-00 General

10-00 General
Parking in normal and abnormal weather conditions

Wheel chocks in front of and behind main and nose landing gear wheels.
Parking brake ON.
Nose wheels should be in a straight line.
Flaps, slats, spoilers, speed brakes and thrust reversers retracted.
Stabilizer set to neutral.
Cockpit windows closed.
Doors closed.
Protection covers installed in bad weather conditions.
Landing gear doors closed.
Landing gear ground safety locks installed during maintenance operations or
long parking periods.
Water system depressurized. This prevents too much water in the toilet bowls
since the water valves can leak when the water pressure decreases.
Shock absorber rebound can cause some movement in the wind.Equipment
should be removed from the aircraft to a position where it cannot damage the
aircraft.

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Parking & Mooring


10-00 General

Figure 1: Protective Equipment Covers

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Parking & Mooring


10-00 General

Figure 2: Gear Safety Devices

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Servicing
12-00

12 Servicing

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12-00 General

Servicing
12-00 General

Figure 1: "NO STEP" Areas

"NO STEP" Areas


On the aircraft, a black point strip shows the "NO STEP"areas.
The position of the english or bilingual markings permits to read them when you
go near the aircraft from either the front or the rear.
It is permitted to walk on the THS in the center section only to use protective mat
of 3/8 inch thick rubber.It is not permitted to walk on the leading/trailing edges and
the tips.

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Table 1: Ground Service Connections

Figure 2: Ground Service Connections

ITEM

DESIGNATION

IMean Height from


Ground in Meters(ft. in.)

1A
1B
2A
2B
3
4

Forward Lavatory Service Door


Aft Lavatory Service Door
Potable Water Service Door
Potable Water Service Door
External Power Receptacle
Ground Service Conditioned
Air Connection
HP Air Ground Connector
Hydraulic System Ground
Service Panels
Engine Oil Filling Connector:
Gravity Filling Cap
Pressure Filling Connection
Refuel/Defuel Coupling
Gravity Filling Panels (R. side)
Gravity Filling Panels (L. side)
IRefuel/Defuel Control Panel
APU Oil Filling Connector

2.35 (7.8)
2.79 (9.1)
1.75 (5.8)
2.59 (8.6)
2.00 (6.7)
2.60 (8.6)

5
6
7
8
9A
9B
10
11

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Servicing
12-00 General

1.76 (5.7)
1.76 (5.7)
1.46 (4.9)
1.42 (4.7)
3.40 (11.2)
3.60 (11.8)
3.60 (11.8)
1.80 (5.9)
4.20 (13.7)

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A320 Family
Table 2: Drainage Points

Figure 3: Drainage Points

ITEM

DESIGNATION

IMean Height from


Ground in Meters(ft. in.)

1A
1B
1C
2
2A
4

DRAIN MAST WATER


DRAIN MAST FUEL
DRAIN MAST WATER
FUEL WATER DRAIN
FUEL WATER DRAIN
POTABLE WATER DRAIN
POTABLE WATER DRAIN
HP Air Ground Connector
POTABLE WATER FULL DRAIN
WASTE DRAIN

1.73 (5.69)
1.57 (5.16)
1.73 (5.69)
1.57 (5.16)
1.57 (5.16)
1.75 (5.80)
1.57 (5.16
1.76 (5.7)
2.59 (8.60

5
6

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A320 Family

Servicing
12-00 General

Figure 4: Distribution of Ground Service Vehicles (A320)

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Servicing
12-00 General

Figure 5: Distribution of Ground Service Vehicles (A321)

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Maintenance Practices
20-00

20 Maintenance Practices

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A320 Family

20-00 Sta Lock Fasteners


Removal / Installation
Removal
For removal of the tab lockwasher and the nut, special removal tools have to be
used.
1. Use the tab lockwasher removal tool to remove the tab lockwasher (3).
2. Put the removal tool core (1) in the fully extended position. Make sure that its
inner face aligns with the bottom internal face of the outer body
3. Put the tool on the nut. Make sure that the tool lugs go into the nut slots which
do not contain the lockwasher tabs.
4. Turn the tool until the lugs go behind the tabs of the lockwasher(3).
5. Turn the core (1) to remove the lockwasher (3).
6. Remove the lockwasher (3) from the removal tool.
7. Get the correct wrench tool.
8. Put it in position in the slots of the nut (4) and remove the nut (4).

Maintenance Practices
20-00 Sta Lock Fasteners

that its inner face aligns with the bottom internal face of the outer body (2).
Put the installation tool on the nut. Make sure that the tool lugs go into the nut
slots which do not contain the lockwasher tabs.
Turn the tool counterclockwise until the lugs go behind the nut.
While you hold the outer body in this position, turn the installation tool core to
put the lockwasher into position.
Note: you can hear a click when the lockwasher circlip goes into the groove in the
nut.
APPENDIX
Refer to the following tables for removal and installation of the STA-LOCK
fasteners.

Installation
Installation of the nut and of the lockwasher.
Appropriate installation tools have to be used.
Installation of the nut (4)
1. Make sure that the protrusion shaft (5) is not less than the minimum length.
2. Get the correct wrench tool.
3. Apply commom grease (No 04-004) on the threaded part of the shaft to ease
the installation of the nut.
4. Install the nut with the wrench tool.
5. Torque the nut to the correct value with a torque wrench.
Installation of the lock washer (3)
Using the lockwasher installation tool, put the lockwasher in position on the
threaded part of the shaft (5) and make sure that the lockwasher tabs are
aligned with the slots of the nuts (4).
Put the installation tool core (1) in the fully extended position and make sure

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Maintenance Practices
20-00 Sta Lock Fasteners

Figure 1: STA - Lock Washer

LOCKWASHER EXTRACTION

4 - NUT
3 - LOCKWASHER
LOCKWASHER INSTALLATION

5 - SHAFT

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Training Manual
A320 Family

Study Questions
Chapters 00 - 20

00-20-Study Questions
00-00 General Information

6. How is "hard landing" defined?

1. What means the abbreviation "FIN"

2. What is the meaning of the lettercode "GG" in a FIN?

7. In the load report 15, what is the definition of S3 and S4 in VRTA?

05-00 Time Limits- Maintenance Checks


3. What is a leak?

06-00 Dimensions and Areas


8. Name the unit zones of the cockpit:

4. What is a leakage
9. How are the stations on the airbus family desiganted? In millimeters(mm) or
inches?
5. What do you have to do, if you find some damages in the phase 1 during a unscheduled maintenance check?

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A320 Family

Study Questions
Chapters 00 - 20

07-00 Lifting and Shoring

10.Where is the datum line of the A32Fam?

16.Where are the main jacking points located?

11.Where can we find the sub - zone 330?

17.Where can you find the trim indicator?


12.What is a unit zone

18.Are the wing jacking pads identical for both sides?

13.Where is the section 13/14

14.Why is the Frame next to the FRA47 in a A321 called FRA47.1 and not
FRA48?

08-00 Leveling and Weighing


19.On which H-Arm can we find 24.6% RC?

15.What means the letter "L" in the access panel 121AL?

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Training Manual
A320 Family
21.What is meant by Payload (P/L)?

Study Questions
Chapters 00 - 20

25.The location of the towing lever is on the...

22.Where can we find the CG, if the aircraft cross weight is 50'000 kg and the load
on the NLG is 5800 kg?

10-00 Parking and Mooring


26.Where are the gear safety devices located in the aircraft?
23.When is a amount of aircraft's considered as a fleet?

27.Where are the probe covers located in the aircraft?

09-00 Towing and Taxiing


24.Whats the maximum allowed towing angle of the nose landing gear with engines running?

28.In which position has the THS to be set when parking the aircraft outside?

12-00 Servicing
29.Why it is not aloud to walk on a "NO STEP" area?

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A320 Family

Study Questions
Chapters 00 - 20

30.Where can you find the External Power Receptacle?

20-00 Standard Practices


31.How much is the torque value on a Sta Lok nut NSA5454-10?

32.How has a Sta Lok nut to be installed?

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Air Conditioning
21-00

21 Air Conditioning

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Air Conditioning
21-00 General

21-00 General
System Purpose
The purpose of the air conditioning system is to ensure a continious renewal of
fresh air, maintain a correct temperature and pressure in the pressurized fuselage.
There are three independently temperature controlled zones:
Cockpit
Forward Cabin
Aft Cabin

Sub Systems
The air conditioning system includes the following main subsystems:
General (21-00)
Air Distribution and Recirculation (21-21)
Lavatory/Galley Ventilation (21-23)
Individual Air Distribution (21-24)
Avionics Equipment Ventilation (21-26)
Gargo Ventilation System (21-28)
Pressurization Control (21-31)
Flow Control and Indication (21-51)
Air Cooling System (21-52)
Emergency Ram Air Inlet (21-55)
Pack Temperature Control (21-61)
Cockpit and Cabin Temperature Control (21-63)

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T raining Manual
A 320 F amily

A ir C onditioning
21 - 00 G eneral

F igure 1: A ir C onditioning S ys tem L ay out

C AR G O C OMPAR T ME NT
V E NT ILAT ION
21-28

P R E S S UR IZAT ION
C ONT R OL
21-31

AIR C OOLING
S YS TE M
21-52

AV IONIC S E QUIP ME NT
V E NT ILAT ION
21-26

INDIV IDUAL AIR


DIS T R IB UT ION
21-24

E ME R G E NC Y R AM
AIR INLE T
21-55

LAVATOR Y /G ALLE Y
V E NT ILAT ION
21-23

AIR DIS T R IB UT ION


AND R E C IR C ULAT ION
21-21

F LOW C ONT R OL
AND INDIC AT ION
21-51

PAC K T E MP E R AT UR E
C ONT R OL
21-61

AIR C ONDIT IONING


S YS TE M

C OC K P IT AND C AB IN
T E MP E R AT UR E C ONT R OL
21-63

P NE UMAT IC
S YS TE M
36

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A320 Family

Air Conditioning
21-00 General

General Description
Warm pre-conditioned bleed air enters the cooling pack via the variable Flow Control Valve (FCV). The two independent packs provide regulated temperature air
through non return valves to the mixing unit.
The packs incorporates a three-wheel Bootstrap air cycle machine with air to air
heat exchangers. Both packs outlet temperatures are normally controlled to the
coldest temperature demand of the three zones. Each pack has its own controller
for monitoring and control.
The mixing Unit mixes regulated temperature air from the packs with part of the
cabin air supplied by recirculation fans.
The mixing unit may also provide conditioned air from a low pressure ground connection or fresh outside air from the emergency Ram Air Inlet.
The emergency Ram Air Inlet provides outside fresh air ventilation of the aircraft
in emergency conditions (loss of both packs or smoke removal).
Hot air tapped upstream of the packs supplies the trim air valves through a hot air
Pressure Regulating Valve. This valve regulates the downstream pressure above
the cabin pressure.
A trim Air Valve associated with each zone optimize the temperature by adding hot
air if required, to the cold air coming from the mixing unit.
The conditioned air is distributed to three main zones:
cockpit
forward cabin
aft cabin
Normally the mixing unit allows the cockpit to be supplied from pack 1 and fwd and
aft cabins from pack 2.
Air may be exhausted out through the:
Lavatory/Galley ventilation system.
Avionic Equipment ventilation System.
Outflow valve which is controlled by the pressurization system.
The lavatory and galley ventilation system uses air from the cabin zones. A fan
extracts this air through the outflow valve. The system also ventilates the cabin
zone temperature sensors.

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Air Conditioning
21-00 General

Figure 2: Air Conditioning - General

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Air Conditioning
21-00 General

Flow Control
The pack Flow Control Valve (FCV) have two functions:
Pneumatically regulates the air flow automatic or manually selected.
Provides an automatic or manually selectable shut-off of airflow.
In case of cabin depressurization, the FCV stays open.
The pack FCV is electrically controlled to closed:
During engine start.(reopens 30 sec after first engine start).
If engine fire pushbutton released out.
If ditching pushbutton set to ON.
If pack pushbutton set to OFF.
Pneumatically controlled to closed if:
Pack overheat (230-260C)
Lack of air pressure.
The airflow depends on:
Selected. (man or auto)
Cabin pressure.
Compressor discharge temperature.

Normal Flow Control


The primary computer sets the optimized flow demand reference computed and
sent by the zone controller.
If LO is selected and heating or cooling demand cannot be met, the zone controller automatically provides a normal flow and if necessary increases the engine
power.
During APU bleed air operation the zone controller automatically provides HI
mode operation.
If one pack FCV is closed the other pack controller will select its related pack to
HI mode.
The pack airflow can manually be selected to:
LO (80%) if number of passengers is below 81.
NORM (100%) during normal operation.
HI (120%) for abnormal hot ambient condition or to clear smoke.

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Level 3 B1 B2

21-00-6

Training Manual
A320 Family

Cooling Pack Schematic

Air Conditioning
21-00 General

In case of complete pack controller failure, the solenoid is de-energized and the
anti-ice valve is controlled by the pack pneumatic sensor to control the pack outlet
temperature to 15C.

Air Cycle Machine


The Air Cycle Machine (ACM) consist of a rotating shaft on which a turbine, a compressor and a fan are mounted. The shaft rotates on two self-acting foil-air bearings and a double self-acting air- thrust bearing which takes the axial thrust loads.

Water Extractor
The Water Extractor contains swirl vanes which centrifuge the water droplets in
the air to the inner surface of the water extractor body.

Air Inlet / Outlet Flaps


The bypass valve, the RAM AIR inlet and outlet valves are simultaneously controlled by the pack controller.
The Ram Air Inlet and Ram Air Outlet flaps are electrically controlled and actuated
and are provided to modulate the air flow through the exchangers. Limit switches
provide signals for closed and 70% open position.
To increase cooling, the RAM AIR flaps simultaneously open more and the BYPASS Valve closes more.
To increase heating, the RAM AIR flaps close more and the BYPASS Valve opens
more.

Bypass Valve
The Bypass Valve (BPV) is electrically controlled and actuated by a stepper motor
to modulate the pack discharge temperature by adding hot air. It gets signal from
the pack primary and secondary computer to modulate the hot air flow to control
water extractor outlet temperature.
Potentiometers send signals to the primary computer for indication and to the secondary computer for BITE and indication. Limit switches signal fully open or closed
position to the secondary computer. In case of no electrical power the Bypass
valve is 1% open under pressure.

Anti-Ice Valve
Icing of the pack condenser is prevented with the anti-ice valve. During normal operation its energized. There are two pairs of pressure sense lines. One on the high
pressure side of the condensed inlet/outlet, the other on the low pressure side of
the condenser inlet/outlet. If an excessive pressure drop is detected, the anti-ice
valve is opened pneumatically. This results in a surge of hot air to the turbine outlet, which clears the ice blockage.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-00-8

Training Manual
A320 Family

Cooling Pack Schematic

Air Conditioning
21-00 General

In case of complete pack controller failure, the solenoid is de-energized and the
anti-ice valve is controlled by the pack pneumatic sensor to control the pack outlet
temperature to 15C.

Air Cycle Machine


The Air Cycle Machine (ACM) consist of a rotating shaft on which a turbine, a compressor and a fan are mounted. The shaft rotates on two self-acting foil-air bearings and a double self-acting air- thrust bearing which takes the axial thrust loads.

Water Extractor
The Water Extractor contains swirl vanes which centrifuge the water droplets in
the air to the inner surface of the water extractor body.

Air Inlet / Outlet Flaps


The bypass valve, the RAM AIR inlet and outlet valves are simultaneously controlled by the pack controller.
The Ram Air Inlet and Ram Air Outlet flaps are electrically controlled and actuated
and are provided to modulate the air flow through the exchangers. Limit switches
provide signals for closed and 70% open position.
To increase cooling, the RAM AIR flaps simultaneously open more and the BYPASS Valve closes more.
To increase heating, the RAM AIR flaps close more and the BYPASS Valve opens
more.

Bypass Valve
The Bypass Valve (BPV) is electrically controlled and actuated by a stepper motor
to modulate the pack discharge temperature by adding hot air. It gets signal from
the pack primary and secondary computer to modulate the hot air flow to control
water extractor outlet temperature.
Potentiometers send signals to the primary computer for indication and to the secondary computer for BITE and indication. Limit switches signal fully open or closed
position to the secondary computer. In case of no electrical power the Bypass
valve is 1% open under pressure.

Anti-Ice Valve
Icing of the pack condenser is prevented with the anti-ice valve. During normal operation its energized. There are two pairs of pressure sense lines. One on the high
pressure side of the condensed inlet/outlet, the other on the low pressure side of
the condenser inlet/outlet. If an excessive pressure drop is detected, the anti-ice
valve is opened pneumatically. This results in a surge of hot air to the turbine outlet, which clears the ice blockage.

Oct03/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

21 -00 -8

See details 21-61-4

Training Manual
A320 Family

Air Cooling System


Bleed air enters the system through the flow control valve, which also acts as a
pack shutoff valve. The air is then cooled in the primary heat exchanger with ambient ram air. Part of this air passes through the bypass valve and the remainder
is compressed in the ACM compressor, which increases the temperature and
pressure. It is cooled again in the main heat exchanger with ambient ram air.

Air Conditioning
21-00 General

During flight the inlet and outlet areas are modulated so that the airflow is kept to
a minimum. During takeoff and landing, the inlet is fully closed to prevent the ingestion of foreing matter.

The air now enters the high-pressure water-extractor loop, where it is cooled to
about its dew point. This happens in the reheater which uses turbine inlet air. The
condenser then uses cold turbine air to further cool the air to below its dew point.
The air re-enters the reheater where it is heated before being expanded and
cooled in the ACM turbine. After passing through the condenser the now conditioned air leaves the air cooling system through the check valve to the mixing unit.
Condensed water is extracted and drained from the air, as it passes through the
high-pressure extractor. The water injector sprays the condensed water into the
ambient ram airflow to increase cooling efficiency.
To prevent freezing at low ambient temperatures and to limit high pack discharge
temperatures, the water extractor outlet temperature is limited to between 2C and
70C.
An automatic pack de-icing periode will accure when the FCV is open and the
pack discharge temperature is < 5C or the By-Pass Valve (BPV) position is <25
deg. The BPV gets a recurrent signal from the pack controller to modulate the hot
air.
An anti-ice valve is used to stop (as a back-up) ice formation downstream of the
the turbine. When a significant pressure drop is sensed the valve opens, tapping
hot air from downstream of the flow control valve. This hot air is delivered to the
turbine which eleminates any ice formation.
Air is bled from the compressor inlet through the bypass valve to the turbine outlet.
This modulates pack discharge temperature to the required level, if the limits for
the water extractor are not exeeded.
The ambient ram air for heat exchanger cooling, enters the air cooling system
through fully modulating NACA-type inlets. After passing through the main heat
exchanger and primary heat exchanger the air is discharged overboard through a
variable outlet. When the aircraft is on the ground, the ACM fan supplies the cooling airflow.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-00-10

Training Manual
A320 Family

Air Conditioning
21-00 General

System Layout
The air conditioning system consists of two cooling packs located in the center fuselage-in the unpressurized area.
A Mixing Unit, a Hot Air Manifold and temperature regulating components are located in front of the cooling packs in the pressurized area.
Air ducts are installed under the cabin floor along the left and right side. Riser
ducts are connected to the supply ducts and goes up and around the interior of the
fuselage. The top of each riser duct is connected to the cabin air outlets, one below and one above the hatrack.
The cockpit supply duct is divided at the rear of the cockpit to go forward at the LH
and RH side. Three riser ducts are connected to the supply duct, goes up each
side of the cockpit and on top connected to different air outlets.
Air for passenger individual ventilation (Option) is taken from the cabin main supply ducts. The individual air outlets are located above each passenger seat row
and are adjustable in airflow and direction.
Avionic equipment ventilation system components are located under the floor in
the avionic compartment.
Two pack controllers, one zone controller, two cabin pressure control units
(CPCU) and one avionic equipment ventilation computer (AEVC) are located in
the avionics compartment.

Jun04/THTA
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Level 3 B1 B2

21-00-12

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 6: System Layout

Oct03/THTA
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Corresponding with JAR


For training purposes only

21 -00 -13

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 7: Pack Cooling Diagram

Oct03/THTA
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For training purposes only

21 -00 -14

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 8: Warnings and Cautions


E / WD : FAILURE TITLE

AURAL
WARNING

Conditions

MASTER
LIGHT

SD
PAGE
CALLED

LOCAL
WARNING
LIGHT

FLT
PHASE
INHIB

PACK
FAULT

3, 4. 5, 7, 8

BLEED

PACK 1 (or 2) O VHT


Pack compressor outlet temperature above 260 5C or
pack outlet temperature above 955C.
PACK 1 (or 2) F AULT
Pack valve disagree with selected position or pack
compressor outlet temperature above 230 5C 4 times
during one flight.
PACK 1 + 2 F AULT
One pack off then the other fault.
SINGLE
CHIME

PACK 1 (2) OFF


Pack P/B selected off with no failure.

MASTER
CAUTION

1, 2, 3, 4, 5
7, 8, 9,10

NIL

CKPT (FWD CAB OR AF T CAB) DUCT O VHT


Duct temperature above 88 C or above 80C 4 times
during one flight.

HOT AIR
FAULT

HOT AIR FAULT


Hot air pressure regulating valve disagree with selected
position.

COND

L + R CAB F AN FAULT
Both fan overheat.

3, 4, 5,
7, 8

PACK 1 (2) REGUL F AULT


Pack main channel or pack main and secondary
channels failed or Pack related indication failed.

BLEED

ZONE REGUL FAULT


Zone controller main channel or main and secondary
channels failed.

COND
NIL

NIL

NIL
3, 4, 5,
7, 8, 9

LAV + GALLEY F AN FAULT


NIL

2ND ENG
SHUT DN

5MIN AFTER

3, 4, 5,
7, 8

80 kt

TOUCH
DOWN

800 ft

1500 ft

LIFT OFF

80 kt

1ST ENG
TO PWR

1ST ENG
STARTED

ELEC PWR

TRIM AIR SYS FAULT


One trim air valve fault or overpressure downstream hot
air valve.

10

MEMO DISPLAY
RAM AIR ON message is displayed in green if RAM AIR P/B is ON.

Jun04/THTA
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For training purposes only

Level 3 B1 B2

21-00-15

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 9: Cruise and Cabin Press System Display


SYSTEM DISPLAY

Zone Indication

Zone Temperature Indication


/

Indication is green displayed in C.

SYSTEM DISPLAY

PACK 1 (2) Indication


Green
PACK 1 (2)

PACK 1 (2)

Jun04/THTA
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Pack flow control valve open.

White
Amber

Pack flow control valve closed

Amber

with associated engine running.

Level 3 B1 B2

21-00-16

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 10: Air Conditioning and Ventilation Panel

Oct03/THTA
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For training purposes only

21 -00 -17

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 11: ECAM Bleed and COND Page


SYSTEM DISPLAY
PACK OUTLET Temperature
Indication is green.

RAM AIR Inlet


Green

Valve fully open in flight.

Amber

Valve fully open on ground.

Green

Valve fully closed.

Amber

Valve in transit.

Becomes amber if temperature is above 90 C .


TURB BY PASS VALVE Position
Indication is green.
C = Cold

- Valve closed.

H = Hot

- Valve open.

PACK COMPRESSOR OUTLET Temperature


Indication is green.

PACK FLOW CONTROL Valve

Becomes amber if temperature above 230C.


PACK FLOW Indication
Indication is green. Becomes amber if pack flow control valve
is closed.
NOTE: The pack flow indication can be up to 30% below
actual flow rate.
-

Green

Valve not closed.

Amber

Valve not closed, disagree with


control position.

Green

Valve fully closed.

Amber

Valve fully closed, disagree with


control position.

Amber

Valve in transit.

SYSTEM DISPLAY
ZONE CONTROLLER Fault
ALTN MODE - Primary channel failure (green).
PACK REG

TEMP: C
Unit of measure (C) is indicated in cyan.

- Zone controller fault (basic regulation by


packs only) (green).

No indication - Zone controller normal operation.

CABIN FAN FAULT Indication


FAN
- Appears amber if a fault is detected.

ZONE Temperature
Indication is green. (Value is replaced by amber XX if
sensors, lavatory fan or galley fan are lost)

HOT AIR PRESS REGULATING Valve


(closed for 30 sec. during AMC start)

ZONE DUCT Temperature


Normally green, becomes amber at 80 5C.

Green

Valve not closed.

Amber

Valve open, but disagree with


control position.

Green

Valve closed and P/B AUTO.

Amber

Valve closed and P/B OFF or


valve disagree closed.

ZONE TRIM AIR VALVE Position


(closed for 30 sec. during AMC start)
Indication is green.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-00-18

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 12: Air Conditioning/Cabin Temp Cont - CFDS Interface

CABIN TEMP CONT


LAST LEG REPORT

SYSTEM REPORT/TEST
AIR COND

GMT: 0810 ATA: 21-63-00


TRIM VALVE CKPT
GMT: 0720 ATA: 21-61-00
PACK1 RAM AIR DOOR
INLET ACTR

< CAB PRESS CONT 1

< LAST LEG REPORT

< CAB PRESS CONT 2

< LAST LEG ECAM REPORT

< CABIN TEMP CONT

< PREVIOUS LEGS REPORT


< AVIONICS STATUS

< AEVC
< AFT CHC

< RETURN

CFDS MENU

-->

< SYSTEM REPORT/TEST


POST
*SEND
FLT REP
PRINT*

(SR not installed)

< RETURN

PRINT*

MCDU
MENU

CABIN TEMP CONT


PREVIOUS LEGS REPORT
HB-IJC
LEG DATE GMT PHASE
ATA
FIN

< LAST LEG REPORT


< PREVIOUS LEGS REPORT

TRIM VALVE AFT CAB


11
1309
1518 06
21-63-51
13HK
GALY & TOIL FAN OR SPLY
14
1209
1445 02
21-23-51
1HU
< RETURN

MCDU MENU

CABIN TEMP CONT

< LRU IDENTIFICATION


< TEST

GND REPORT >

SYSTEM REPORT/TEST

< FMGC

< AIR COND

< ACARS

< AFS

< AIDS

< COM
< ELEC

< CFDS

< FIRE PROT

< CLASS 3 FAULTS


RETURN >
SELECT DESIRED SYSTEM

< RETURN

PRINT*

< RETURN

-->

F/CTL >
FUEL >
ICE & RAIN >
INST >
L/G >
NAV >

SEE NEXT PAGE

CABIN TEMP CONT


LRU INDENTIFICATION

ZONE CONT 775C0000-03


INSTALLED IN A320
PACK CONT 1 759A0000-10
INSTALLED IN A320

CABIN TEMP CONT


CLASS 3 FAULTS
HB-IJC
LEG DATE GMT PHASE
ATA
FIN
CKPT TEMP SEL
11
1309
1518
21-63-51
27HK

06

PACK CONT 2 759A0000-10


INSTALLED IN A320
< RETURN

Jun04/THTA
Copyright by SR Technics

PRINT*

< RETURN

PRINT*

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-00-19

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 13: Air Conditioning - CFDS Interface


CABIN TEMP CONT

A/C ID DATE GMT FLTN


HB-IJA 04APR 0830 234

< LAST LEG REPORT

CAB TEMP CONT


TEST

< PREVIOUS LEGS REPORT

PACK 1 AND PACK 2:


SELECT OFF

< LRU INDENTIFICATION

< CONTINUE

< CLASS 3 FAULTS

< RETURN

< RETURN

< TEST

CAB TEMP CONT


TEST

CABIN TEMP CONT


GND REPORT
GMT
PHASE
ATA
FIN
TRIM AIR PRESS VALVE
0727
01
21-63-52 14HK

(IN PROGRESS MAX 300 s)

< RETURN

GND REPORT >

PRINT *

< RETURN

CAB TEMP CONT


TEST

PRINT >

CAB TEMP CONT


TEST

21-61-00
PACK 1 RAM AIR DOOR
INLET FLAP ACTUATOR
END OF TEST

TEST 0K
END OF TEST

< RETURN

Jun04/THTA
Copyright by SR Technics

PRINT *

< RETURN

Corresponding with JAR


For training purposes only

PRINT *

Level 3 B1 B2

21-00-20

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 14: Zone Controller Failure Consequences

A ZONE CONTROLLER PRIMARY CHANNEL OR TRIM AIR SYSTEM FAILURE


E/WD

SYSTEM DISPLAY
COND

TEMP :

ALTN MODE
CKPT 24
22
C xx H

FWD 23
23
C xx H

AFT 25
23
C xx H

PRIMARY
CHANNEL

HOT
AIR

Oct03/THTA
Copyright by SR Technics

E/WD
PACK CONTROLLER 2

SECONDARY
CHANNEL

PRIMARY
CHANNEL

(PACK 1 CTL)

SECONDARY
CHANNEL

(PACK 2 CTL)

COCKPIT ZONE DEMAND 24 C


TRIM AIR CONTROL

ZONE REGUL FAULT

PRIMARY
CHANNEL

TRIM AIR SYS FAULT

SECONDARY
CHANNEL

PACK CONTROLLER 1

OR

ZONE CONTROLLER

FWD/AFT CABIN ZONE DEMAND 24 C MEAN VALUE

LOST

TRIM AIR CONTROL

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LOST

21 -00 -21

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 15: Zone Controller Failure Consequences

ZONE CONTROLLER BOTH CHANNEL FAILURE


SYSTEM DISPLAY

E/WD

COND

TEMP :

ZONE CONTROLLER

PACK REG
CKPT XX
XX
C XX H

FWD XX
XX
C XX H

AFT XX
XX

PRIMARY
CHANNEL

C XX H
XX

HOT
AIR

SECONDARY
CHANNEL

PACK TEMP
DEMAND LOST
PACK CONTROLLER 2

PACK CONTROLLER 1
PRIMARY
CHANNEL

ZONE REGUL FAULT

SECONDARY
CHANNEL

PRIMARY
CHANNEL

PACK 1 OUTLET TEMP. :


FIX 20 C

SECONDARY
CHANNEL

PACK 2 OUTLET TEMP. :


FIX 10 C
SYSTEM DISPLAY
BLEED
20 C
C

10 C
H

RAM
AIR

50 C

100 C

HI

LO

HI

LO

ANTI
ICE

ANTI
ICE
30 PSI
160 C
1

Oct03/THTA
Copyright by SR Technics

30 PSI
160 C

APU
2
HP

IP

TAT
SAT

GND

+5 C
+30 C

HP

IP

G.W. 60'300 KG
23H56

Corresponding with JAR


For training purposes only

21 -00 -22

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 16: Pack Controller Failure Consequences

C PACK CONTROLLER PRIMARY


D
CHANNEL FAILURE

BOTH CHANNEL FAILURE


SYSTEM DISPLAY

SYSTEM DISPLAY
COND

TEMP :

CKPT 24
23
C

FWD 26
25
C

COND

CKPT 25
25

AFT 26
27
C

HOT
AIR

PACK 1 REG FAULT

TEMP :

FWD 26
25
C

AFT 26
27
C

H
HOT
AIR

ZONE CONTROLLER
PRIMARY
CHANNEL

SECONDARY
CHANNEL

PACK 2 REG FAULT


PACK CONTROLLER 2

PACK CONTROLLER 1

E/WD

PRIMARY
CHANNEL

SECONDARY
CHANNEL

PRIMARY
CHANNEL

RAM AIR DOORS FULLY OPEN


OUTLET TEMPEMPERATURE REGULATED
BY TURBINE BY-PASS VALVE ONLY

Oct03/THTA
Copyright by SR Technics

SECONDARY
CHANNEL

E/WD

PACK 2 OUTLET TEMP. 15 C


REGULATED PNEUMATICALLY
BY PACK ANTI-ICE VALVE

Corresponding with JAR


For training purposes only

21 -00 -23

Training Manual
A320 Family

Air Conditioning
21-00 General

Figure 17: Lavatory/Galley Fan Failure Consequences

LAVATORY / GALLEY FAN FAILURE


FWD CABIN

COCKPIT

NOT USED
SELECTED COCKPIT
TEMPERATURE

COLD

HOT

AFT CABIN

COLD
TEMP :

LAV + GALLEY FAN FAULT

AFT XX
15
C

H
HOT
AIR

PRIMARY
CHANNEL

SECONDARY
CHANNEL

NOT USED
NOT USED

FWD XX
15

HOT

ZONE CONTROLLER
CKPT 24
22

E/WD

NOT USED

SYSTEM DISPLAY
COND

HOT

FWD CABIN ZONE SENSOR

COLD

AFT CABIN ZONE SENSOR


(not ventilated)

PACK CONTROLLER 2

PACK CONTROLLER 1
PRIMARY
CHANNEL

SECONDARY
CHANNEL

PRIMARY
CHANNEL

(PACK 1 CTL)

SECONDARY
CHANNEL

(PACK 2 CTL)

1 PACK TEMPERATURE DEMAND

TO REACH SELECTED COCKPIT


TEMPERATURE

PACK TEMPERATURE DEMAND TO REACH


A FIX TEMPERATURE OF 15 C IN THE FWD
AND AFT CABIN SUPPLY DUCTS

SYSTEM DISPLAY
STATUS

CABIN ZONE AT FIXED TEMP INOP SYSTEM


GALLEY FAN
LAV DET

Oct03/THTA
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Corresponding with JAR


For training purposes only

21 -00 -24

Training Manual
A320 Family

Air Conditioning
21-21 Air Distribution and Recirculation

21-21 Air Distribution and Recirculation

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-21-1

Training Manual
A320 Family

Air Conditioning
21-21 Air Distribution and Recirculation

General
A mixer unit, installed under the cabin floor, mixes conditioned air with cabin air.
The cabin air which has entered the underfloor area, is drawn through filters
4010HM (4011HM) by recirculation fans 14HG (15HG). The fans then blow the air
through check valves 4020HM (4021HM) to the mixer unit. The quantity of cabin
air mixed with conditioned air changes between 37% to 51% (in normal operational cases). This is related to the position of the flow selector SHB. In an emergency
situation, a ram air inlet is opened to supply sufficient air to the cockpit and cabin
zones. A low pressure ground connector is also connected to the ram air system
for connection to a ground air supply.

Controls and Indications


A pushbutton switch 4KG operates the cabin recirculation fans. The switch supplies 28 V DC to two power relays 5HG (6HG). The power relays energize the cabin fans with 3 Phase AC-Power.
Overheat thermo-switches operate if the stator temperature of a recirculation fan
goes up to 134C to 146C. It will remove the ground from the power relay 5KG
(6HG), the resp. fan will stop and the fan fault relay 10HG (9HG) will de-energize.
The Zone Controller receives the failure signal via the fan fault suppresion relay
16HG for CFDS interrogation and ECAM indication.

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Level 3 B1 B2

21-21-2

Training Manual
A320 Family

Air Conditioning
21-21 Air Distribution and Recirculation

Figure 1: Air Distribution - Component Location

A
E
E
B

A
C

Z120

Check Valve
4020HM (4021HM)

D
D

B
Air Flow

C
FR34

Distribution
Head

E
Recirculation Filter
4010HM (4011HM)

C
Flap Actuator
and Backup Flap

Air Flow

Cabin Recirculation
Fan 14HG (15HG)

Mixing Unit

Air Flow

Jun04/THTA
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Level 3 B1 B2

21-21-3

Training Manual
A320 Family

Air Conditioning
21-21 Air Distribution and Recirculation

Figure 2: Cabin Recirculation Fan Control

Oct03/THTA
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Corresponding with JAR


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21 -21 -4

Training Manual
A320 Family

Jun04/THTA
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Air Conditioning
21-21 Air Distribution and Recirculation

Level 3 B1 B2

21-21-5

Training Manual
A320 Family

Jun04/THTA
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Corresponding with JAR


For training purposes only

Air Conditioning
21-21 Air Distribution and Recirculation

Level 3 B1 B2

21-21-6

Training Manual
A320 Family

Air Conditioning
21-23 Lavatory and Galley Ventilation

21-23 Lavatory and Galley Ventilation

Jun04/THTA
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Corresponding with JAR


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Level 3 B1 B2

21-23-1

Training Manual
A320 Family
General
The Lavatory and galley ventilation system uses air from the cabin zones and conditioned air from the main distribution ducts. Air removed from the ceiling area of
the lavatory, galley units and the lavatory bowls, (is delivered to the outflow valve
10HL area). A duct system, different from the cabin distribution system, is used to
prevent unpleasant smells entering the cabin. A smoke detection system is installed in each lavatory (Ref. 26-17-00).

Air Conditioning
21-23 Lavatory and Galley Ventilation

and galleys at different locations in the cabin. At frames 28 and 51, flexible hoses
from the extraction duct are connected to cabin sensor housings (Ref. 21-63-00).

Component Location
FIN

FUNCTIONAL DESIGNATION

PANEL

ZONE

ACCESS
DOOR

ATA REF

1HU

FAN-EXTRACTION

162DW

172

826

21-23-51

System Description
Lavatory and Galley Air Supply
Most of the air used for ventilation is cabin air, the extraction fan 1HU draws air
into the units. Conditioned air is supplied to each lavatory and some galleys, from
tappings on the cabin air distribution ducts.
Restrictors are installed downstream of the tapping points to increase pressure for
correct functioning of the individual outlets. The airfLow, from these outlets, is adjustable in both quantity and direction, and are Located below the lavatory mirrors.

Lavatory and Galley Extraction System


The extraction fan IHU removes air from the lavatory and the galley through a duct
located above the cabin ceiling. This duct extends the length of the cabin from the
forward utility area to the left-hand aft lavatory. The duct divides into two dropper
ducts and follows the fuselage contour downwards (on each side of a window) to
the fan. The air is then removed overboard through the outflow valve 10HL. The
extraction fan operates continuously during flight and on the ground when electrical power is available to the aircraft.
The extraction ducts are made from resin and glassfiber laminate with metal
sleeves bonded at each end for duct interconnection. All ducts are connected to
each other by flexible bellows made of silicone Laminate and glassfiber secured
by clamps. Capped branches a long the duct allow the installation of lavatories

Jun04/THTA
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Level 3 B1 B2

21-23-2

Training Manual
A320 Family

Air Conditioning
21-23 Lavatory and Galley Ventilation

Figure 1: Lavatory/Galley Ventilation System

Oct03/THTA
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For training purposes only

21 -23 -3

Training Manual
A320 Family

Air Conditioning
21-23 Lavatory and Galley Ventilation

Figure 2: Lavatory/Galley Ventilation System - Component Location

Oct03/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

21 -23 -4

Training Manual
A320 Family

Air Conditioning
21-23 Lavatory and Galley Ventilation

System Performance
Flow Rates
1. Lavatory
The total flow rate for each lavatory is 15 l/s mm. This flow is split into 5 l/s mm.
from the lavatory bowl and 10 l/s mm. from the compartment.
2. Cabin Sensor Housing
The flow rate through each of the two cabin temperature sensor housings is 4
l/s.
3. Galley
Galley sizes are determined by the electrical power (Kw) installed:
small galley 0-7.0 Kw flow rate 25 I/s
normal galley 7 to 17.0 Kw flow rate 40 I/s
large galley > 17,0 Kw flow rate 50 1/s
The total flow rate of the lavatory and galley extraction system is 143 I/s. This
is a mass flow of 170 g/s on ground and 133 g/s in flight. Duct velocities of the
system are below 14 m/s in the whole cabin area.

Component Description
Extraction Fan
The lavatory and galley extraction fan 1HU is installed in tine with the extraction
duct. It is powered by a three phase induction motor that drives a fan wheel which
has high efficiency blades. The fan will operate continuously at about 11700 rpm.
Thermo switches are installed inside the stators of the extraction fan. If the temperature of the stator gets to 134 DEG.C (273.20 DEG.F) to 146 DEG.C (294.80
DEG.F) the thermo switches isolate the electrical supply to the fan.
The lavatory and galley extraction fan is secured by clamps to brackets on the aircraft structure in the rear underfloor area. Arrows on the fan casing show the direction of airflow through the fan and the direction that the impellor rotates. If the
impellor breaks up the casing is strong enough to contain the debris.

Control and Indication


The Lavatory and galley extraction fan 1HU is continuously monitored by the zone
controller 8HK of the cabin temperature control system. If the fan fails, the zone
controller sends a signals to the ECAM and CFDS systems.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-23-5

Training Manual
A320 Family

Air Conditioning
21-23 Lavatory and Galley Ventilation

Operation of Lavatory and Galley Extraction Fan


Operation
The lavatory and galley extraction fan 1HU operates continuously. 28 V DC from
normal busbar 101PP through circuit breaker 5HU energizes the power relay 2HU.
The power relay energizes the extraction fan with 115 V AC from normal busbar
1101XP through circuit breaker 6HU. Thermo switches, protect the fan from overheating. If the temperature of the stators go up to 134 DEG.C (273.20 DEG.F) to
146 DEG.C (294.80 DEG.F) the ground is removed from the power relay.

Malfunction Detection
Overheating of the lavatory and galley extraction fan1HU, causes the thermo
switches to remove ground from the power relay 2HU. This removes the electrical
power, the fan stops and the indicating relay opens. The indicating relay signals
the zone controller 8HK and the zone controller signals the ECAM and CFDS systems. You must not start the extraction fan again until you have found the fault and
repaired it.
Figure 3: Lavatory/Galley Ventilation - Control

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-23-6

Training Manual
A320 Family

Air Conditioning
21-23 Lavatory and Galley Ventilation

Figure 3: Lavatory/Galley Ventilation - Control

Oct03/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

21 -23 -7

Training Manual
A320 Family

Air Conditioning
21-23 Lavatory and Galley Ventilation

Figure 4: Pressure Measurement Point - Locations

Jun04/THTA
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Level 3 B1 B2

21-23-8

Training Manual
A320 Family

Air Conditioning
21-24 Individual Air Distribution

21-24 Individual Air Distribution

Jun04/THTA
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Corresponding with JAR


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Level 3 B1 B2

21-24-1

Training Manual
A320 Family
General
Air for passenger individual ventilation is taken from the cabin main supply ducts.
Small diameter riser ducts connected to these ducts, they deliver air to the individual air supply ducts Located below the hatrack. The individual air outlets are con-

Air Conditioning
21-24 Individual Air Distribution

nected with flexible hoses to tappings on the individual air supply ducts. The
individual air outlets are located above each passenger seat row and are adjustable in airflow and direction.

Figure 1: Individual Air Ventilation System

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-24-2

Training Manual
A320 Family

Air Conditioning
21-24 Individual Air Distribution

Figure 2: Individual Air Outlets

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-24-3

Training Manual
A320 Family

Jun04/THTA
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Corresponding with JAR


For training purposes only

Air Conditioning
21-24 Individual Air Distribution

Level 3 B1 B2

21-24-4

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

21-26 Avionics Equipment Ventilation

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-1

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Avionics Ventilation System Presentation

Skin Exchanger Outlet Bypass Valve (23HQ)

Avionics Equipment Ventilation Computer (AEVC) (10HQ)

The SKIN EXCHANGER OUTLET BYPASS valve is electrically controlled by the


AEVC. It allows avionics bay air to go into the system.

The ventilation system is controlled and monitored by the avionics Equipment


Ventilation Computer. It continuously monitors system components. It receives
landing gear position, thrust lever position skin temperature and flow information.
It determines air supply route for avionics equipment cooling by controlling valves
and fans.

Air Conditioning Inlet Valve (21HQ)


The AIR CONDITIONING INLET valve is opened when the air conditioning system
is used as source of cold air. The valve is electrically controlled by the AEVC. In
failure cases, it allows cockpit supply air to go into the system to insure cooling.

Skin Air Inlet Valve (15HQ)

Skin Exchanger Inlet Bypass Valve (16HQ)

The SKIN AIR INLET VALVE admits outside air into the ventilation circuit.

The SKIN EXCHANGER INLET BYPASS valve admits hot air under the cargo
compartment floor.

The SKIN AIR INLET valve is electrically controlled by the AEVC.

Blower Fan (20HQ)

The valve is electrically controlled by the AEVC. It allows the ventilation air above
the required quantity to be discharged to the underfloor area.

The blower fan blows filtered fresh air to the avionics equipment. The fan runs continuously.

Figure 1: Avionics Ventilation System Presentation

Extract Fan (18HQ)


The extract fan extracts hot air from the avionics equipment. The extract fan runs
continuously.

Skin Air Outlet (Extract) Valve (22HQ)


The SKIN AIR OUTLET valve allows hot air evacuation outside the aircraft. The
valve is electrically controlled by the AEVC. On ground it is fully open. During flight
it is fully closed. If, at take-off thrust setting, the valve does not close, the ground
crew can manually close it. During flight and under certain conditions, it can partially open.

Skin Exchanger Isolation Valve (24HQ)


The SKIN EXCHANGER ISOLATION valve connects or isolates the skin heat exchanger depending on skin temperature. The SKIN EXCHANGER ISOLATION
valve is electrically controlled by the AEVC.

Skin Heat Exchanger


The air passing the SKIN HEAT EXCHANGER is cooled by contact with aircraft
skin.
The SKIN HEAT EXCHANGER is used to cool air from the avionics equipment
when the SKIN EXCHANGER ISOLATION valve is-open.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-2

Training Manual
A320 Family

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Air Conditioning
21-26 Avionics Equipment Ventilation

Level 3 B1 B2

21-26-3

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 2: Ventilation Panel


BLOWER and EXTRACT P/B
AUTO

External Power Control Panel

When both P/B are in AUTO:


- On ground before TO power
application: The ventilation system is in
open circuit configuration if OA T is
> 9C or closed configuration if OAT
< 9C.
- On ground after TO power application,
or in flight: The ventilation system is in
closed circuit configuration.

OVRD

When either P/B is in OVRD:


- The system goes to closed circuit
configuration.
- Air from air conditioning system is
added to ventilation air. (The blower fan
stops if BLOWER P/B is in OVRD).
When both P/B are in OVRD:
- Air is provided from the air conditioning
system and then extracted overboard.
Extract fan remains energized, the
blower fan stops.

RESET BUTTON
Used to reset the Ground Crew Call Horn.

ADIRU & AVNCS VENT light (red)


ON with both engine stopped on ground if:
- An ADIRU is supplied by the battery- A low flow condition is detected in the extract or blower ventilation duct.
- Overheat is detected in the avionics ventilation system.

BLOWER FAULT - Comes on amber accompanied by


ECAM activation in case of:
- Blowing pressure low * .
- Duct overheat * .
- Computer power supply failure on
ground.
- Smoke warning.

EXTRACT FAULT - Comes on amber accompanied by


ECAM activation in case of:
- Extract pressure low * .
- Computer power supply failure on
ground.
- Smoke warning.
NOTE: * If the warning occurs on ground with engines shut
down, the external horn is triggered.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-4

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 3: ECAM: Cabin Press Page


VENT Indication
VENT

- Normally white. Becomes amber in case of


BLOWER FAULT or EXTRACT FAULT or
AVNCS SYS FAULT.

SYSTEM DISPLAY
INLET and EXTRACT Indication
Normally white. Corresponding indication becomes amber in
case of BLOWER FAULT or EXTRACT FAULT.

INLET and EXTRACT Valves Position


Green

Valve fully closed. Amber in


case of disagreement.

Green

Valve fully open. Amber in


case of disagreement.

NOTE: On ground, due to inaccuracy of the temperature


sensors, the INLET and EXTRACT valves position in
dication, closed or open, may become amber when
the temperature is close to the valves opening or
closing threshold.

xx

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Amber

Valve in transit (for INLET valve


only).

Green

Valve partly open (for EXTRACT


valve only): extract valve closed
with small internal flap open.
Amber in case of disagreement.

Amber

Valve failed in transit.

Level 3 B1 B2

21-26-5

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 4: Warnings and Cautions

E / WD : FAILURE TITLE

AURAL
WARNING

Conditions

MASTER
LIGHT

SD
PAGE
CALLED

LOCAL
WARNING
LIGHT

BLOWER FAULT
Blowing pressure low or duct overheat.

BLOWER *
FAULT

EXTRACT FAULT
Extract pressure low.

EXTRACT*
FAULT

SKIN VALVE FAULT


1) Extract valve fully open in phase 3 or
2) Extract valve fully open in flight or
3) Inlet valve not fully closed in flight.

SINGLE
CHIME

MASTER
CAUTION

PRESS
CAB

FLT
PHASE
INHIB

3, 4
3
4, 5
7, 8

4, 5,

NIL

7, 8
BLOWER
and
EXTRACT
FAULT * *

AVNCS SYS FAULT


Power up test not satisfactory or AEVC not supplied or
valves position disagree.

3, 4. 5,
6, 7, 8, 9

* Associated with ground external horn.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

5MIN AFTER

2ND ENG
SHUT DN

80 kt

TOUCH
DOWN

800 ft

1500 ft

LIFT OFF

80 kt

1ST ENG
TO PWR

1ST ENG
STARTED

ELEC PWR

* * Only in case of AEVC power supply failure on ground.

10

Level 3 B1 B2

21-26-6

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Avionics Ventilation System Normal Operation

Note that the BLOWER and EXTRACT pushbuttons must be in AUTO position.

General

In OPEN CIRCUIT CONFIGURATION, ambient air, drawn through the SKIN AIR
INLET valve by the BLOWER FAN, is blown into the system. The air, after cooling
avionics equipment, is drawn by the EXTRACT FAN directly overboard.

The system is automatically controlled by the Avionics Equipment Ventilation


Computer and no crew action Is required.
The Avionics Equipment Ventilation Computer (AEVC) will change the system
configuration depending on whether the aircraft Is on ground or in flight and on aircraft skin temperature.

The OPEN CIRCUIT CONFIGURATION allows avionics equipment to be cooled


with ambient air under certain conditions (on ground and skin temperature above
5C (41F) ).
Note that the SKIN AIR INLET and OUTLET valves are fully open.

Figure 5: Open Circuit Configuration


AVIONICS BAY

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

SKIN TEMPERATURE
BELOW
35 ABOVE

OVBD

AVIONICS
RACK 80VU

FILTER

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

FLIGHT
AVIONICS EQUIPMENT
VENTILATION COMPUTER

SKIN TEMPERATURE
BELOW

GROUND

Jun04/THTA
Copyright by SR Technics

ABOVE

(AEVC)

OPEN
CONFIG

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-7

Training Manual
A320 Family
In CLOSED CIRCUIT CONFIGURATION, the extracted avionics equipment air
goes, through the SKIN EXCHANGER ISOLATION valve, into the SKIN HEAT
EXCHANGER to be cooled. Then this air is blown into the avionics equipment
again.
When the AEVC detects airflow higher than the requested value, part of the hot
air is bled under the cargo compartment floor by means of opening of the SKIN
EXCHANGER INLET BYPASS valve.

Air Conditioning
21-26 Avionics Equipment Ventilation

The SKIN EXCHANGER OUTLET BYPASS valve opens in order to decrease


the noise level In the avionics bay.
FLIGHT means aircraft airborne or aircraft on ground with N2 at take off setting.

Figure 6: Closed Circuit Configuration


AVIONICS BAY

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

COCKPIT
COND AIR DUCT

VALVES AND FANS


CONTROL

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

CLOSED
CONFIG

AVIONICS EQUIPMENT
VENTILATION COMPUTER

SKIN TEMPERATURE
BELOW

GROUND

PRESS SW
EXTRACT FAN
(30HQ)

FLIGHT

AIR CONDITIONING
INLET VALVE (21HQ)

SKIN TEMPERATURE
BELOW
35 ABOVE

OVBD

AVIONICS
RACK 80VU

FILTER

ABOVE

(AEVC)

CLOSED
CONFIG

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-8

Training Manual
A320 Family
In INTERMEDIATE CIRCUIT CONFIGURATION, the system is almost like in
closed configuration, part of the extracted air is expelled overboard.

Air Conditioning
21-26 Avionics Equipment Ventilation

Note that the SKIN AIR OUTLET valve is an electrically operated single flap with
a smaller flap built into it.
This smaller flap is only opened when the skin temperature is above 35C (95F).

Figure 7: Intermediate Circuit Configuration


AVIONICS BAY

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

SKIN TEMPERATURE
BELOW
35 ABOVE

PARTIALLY OPEN

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

INTER
CONFIG

FLIGHT

AVIONICS EQUIPMENT
VENTILATION COMPUTER

SKIN TEMPERATURE
BELOW

ABOVE

(AEVC)

GROUND

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-9

Training Manual
A320 Family
Avionics Ventilation System Abnormal Operation

In our example, the aircraft in on the ground and the system is in the open circuit
configuration.
Note that the skin temperature has no effect in manual override.

Air Conditioning
21-26 Avionics Equipment Ventilation

An opening signal is sent directly from the pushbutton to the air conditioning
inlet valve in order to add air from the air conditioning system for avionics
equipment cooling.
Another signal is sent to the Avionics Equipment Ventilation Computer (AEVC)
which continues to control the other valves and the extract fan.

When only the BLOWER pushbutton is set to OVRD, the ventilation system operates in closed configuration but the blower fan stops.
Figure 8: Blower Override Selection
AVIONICS BAY

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

AVIONICS EQUIPMENT
VENTILATION COMPUTER

(AEVC)

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-10

Training Manual
A320 Family
When only the EXTRACT pushbutton is set to OVRD, the system operates in
closed configuration, with cold air taken from air conditioning system.
The pushbutton sends a direct closure signal to the skin exchanger inlet bypass valve and a direct running signal to the extract fan.

Air Conditioning
21-26 Avionics Equipment Ventilation

Another signal is sent to the Avionics Equipment Ventilation Computer (AEVC)


which continues to control the other valves and the blower fan.

Figure 9: Extract Override Selection

AVIONICS BAY

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

AVIONICS EQUIPMENT
VENTILATION COMPUTER

(AEVC)

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-11

Training Manual
A320 Family
Both pushbuttons are set to OVRD. Air comes from the air conditioning system
and is expelled overboard.
Direct signals are sent to the air conditioning inlet valve, extract fan, skin air
outlet valve and skin exchanger inlet bypass valve.

Air Conditioning
21-26 Avionics Equipment Ventilation

Another signal is sent to the Avionics Equipment Ventilation Computer (AEVC)


which continues to control the other valves and stops the blower fan.

Figure 10: Blower and Extract Override Selection

AVIONICS BAY

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

AVIONICS EQUIPMENT
VENTILATION COMPUTER

(AEVC)

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-12

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Avionics Ventilation System Warnings


Aural warning sounds, MASTER CAUT and BLOWER FAULT lights come on.
VENT and INLET words become amber on the ECAM in case of low blowing pressure or duct overheat.
Figure 11: Blower Fault
AVIONICS BAY
VENT BLOWER FAULT

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

AVIONICS EQUIPMENT
VENTILATION COMPUTER

(AEVC)
FLIGHT PHASE
INHIBITION
1

5
3

Jun04/THTA
Copyright by SR Technics

7
8

10

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-13

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Aural warning sounds, MASTER CAUT and EXTRACT FAULT lights come on.
VENT and EXTRACT words become amber on the ECAM in case of low extract
pressure.
Figure 12: Extract Fault
AVIONICS BAY
VENT EXTRACT FAULT

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

AVIONICS EQUIPMENT
VENTILATION COMPUTER

(AEVC)
FLIGHT PHASE
INHIBITION
1

5
3

Jun04/THTA
Copyright by SR Technics

7
8

10

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-14

Training Manual
A320 Family
Aural warning sounds, MASTER CAUT comes on. The skin air inlet or outlet valve
position is displayed amber in case of a SKIN VALVE FAULT.
SKIN VALVE FAULT warning is triggered if:

Air Conditioning
21-26 Avionics Equipment Ventilation

Skin air outlet valve fully open in phase 3 or


Skin air outlet valve fully open in flight or
Skin air Inlet valve not fully closed in flight.

Figure 13: Skin Valve Fault


AVIONICS BAY
VENT SKIN VALVE FAULT

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

AVIONICS EQUIPMENT
VENTILATION COMPUTER

(AEVC)
FLIGHT PHASE
INHIBITION
1

5
3

Jun04/THTA
Copyright by SR Technics

7
8

10

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-15

Training Manual
A320 Family
Aural warning sounds, MASTER CAUT comes on. VENT word is amber in case
of avionics system fault.

Air Conditioning
21-26 Avionics Equipment Ventilation

AVNCS SYS FAULT warning is triggered in case of AEVC failure.

Figure 14: AVNCS SYS Fault


AVIONICS BAY
VENT AVNCS SYS FAULT

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

AVIONICS EQUIPMENT
VENTILATION COMPUTER

(AEVC)
FLIGHT PHASE
INHIBITION
1

5
3

Jun04/THTA
Copyright by SR Technics

7
8

10

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-16

Training Manual
A320 Family
Aural warning sounds, MASTER CAUT, GEN 1 SMOKE (on the EMER ELEC
PWR panel), BLOWER and EXTRACT FAULT lights come on in case of avionics
smoke detection.

Air Conditioning
21-26 Avionics Equipment Ventilation

VENT, INLET and EXTRACT words are displayed amber on the ECAM page.
Note that if smoke detection is confirmed, both BLOWER and EXTRACT pushbuttons must be set to OVRD position.

Figure 15: Avionics Smoke


AVIONICS BAY
AVIONICS SMOKE

SK

AT EXCHANG

ER

SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

E
IN H

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

PRESSURE SWITCH
BLOWER FAN (19HQ)

SKIN AIR
INLET VALVE
15HQ

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
BLOWER FAN (17HQ)

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

AMBIENT
AIR

OVBD

AVIONICS
RACK 80VU

FILTER

COCKPIT
COND AIR DUCT

PRESS SW
EXTRACT FAN
(30HQ)

VALVES AND FANS


CONTROL

AIR CONDITIONING
INLET VALVE (21HQ)

CARGO
UNDERFLOOR

(SKIN AIR OUTLET)


EXTRACT VALVE
(22HQ)
SKIN EXCHANGER
INLET BYPASS
VALVE (16HQ)

AVIONICS EQUIPMENT
VENTILATION COMPUTER

(AEVC)
FLIGHT PHASE
INHIBITION
1

5
3

Jun04/THTA
Copyright by SR Technics

7
8

10

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-17

Training Manual
A320 Family
Avionics Ventilation System Computer Interfaces

Air Conditioning
21-26 Avionics Equipment Ventilation

illuminates amber on the external power panel 108VU, accompanied by the horn
activation.

Landing Gear Control Interface Unit (LGCUI)

Signal: Extract low pressure, used for fault and ventilation ground warnings.

The Landing Gear Control Interface Unit 1 and 2 send a signal to avionics controller for ventilation system control.

Skin Air Valves / SDAC

Signal: Ground/flight, used for system control.

The skin air valves position signals are send to both SDACs for system display
and for skin valve fault warning.

Engine Interface Unit (EIU)


The Engine Interface Unit 1 and 2 send a signal to avionics controller for ventilation system control.
Signal: Thrust lever set to take off and N2 above idle, used for system control.

Centralized Fault Display Interface Unit (CFDIU)


The avionics controller sends BITE data to the CFDIU via ARING bus. Test of the
system is performed by sending a test demand discrete signal to the controller.
Signals: BITE data via ARING bus and MCDU test demand via discrete, used for
avionics equipment ventilation system monitoring.

Skin Temperature Sensor (28HQ)


The Skin Temperature sensor signals the skin temperature to the computer for
configuration control.
Signal: Skin temperature used for configuration control.

Signal: Skin valve position feedback, used for display and valve position disagree
warning in flight (SKIN VALVE FAULT)

Controller (AEVC) (10HQ)


The controller monitores the skin air valves position, the conditioned air inlet valve
and the exchanger inlet bypass valve position. In case of valve position disagree
or controller power loss, the controller sends an avionics system fault signal to
both SDACs.
Signals: Avionics system fault, used for valve position disagree warning on ground
(except the skiri exchanger outlet bypass valve) or Toss of power supply of the
AEVC.

Smoke Detector (1WA)


It signals smoke to the AEVC, to both SDACs, to both VENT P/Bs and to the GEN
1 LINE P/B.
Signal: used for smoke.

Blowing Pressure Switches and Duct Temperature Sensor (17HQ &


19HQ & 26HQ)
The blowing pressure switches and the duct temperature sensor signal a low flow
and a high duct temperature to the AEVC, to both System Data Acquisition Concentrators and to the BLOWER P/B.
On ground, the ADIRU & AVNCS VENT light illuminates amber on the external
power panel 108VU, accompanied by the horn activation.
Signal: Low pressure delta P = 0.025 psi or high duct temperature = 62C (144F),
used for fault and ventilation ground warning.

Extract Pressure Switch (30HQ)


The extract pressure switch signals a low flow condition to the AEVC, to both
SDACs and to the EXTRACT P/B. On ground the ADIRU & AVNCS VENT light

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-18

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 16: Avionics Equipment Ventilation Computer Interfaces


APU FIRE

AVIONICS BAY
SKIN EXCHANGER
OUTLET BYPASS
VALVE (23HQ)

SET

GND

RESET
LATCH

FLT INT

B
COCKPIT

PRESS SW
(19HQ)

SKIN AIR
INLET VALVE
15HQ

AVIONICS
EQUIPMENT

BLOWER
FAN (20HQ)

SMOKE
DETECTOR
(1WA)
EXTRACT
FAN (18HQ)

SKIN TEMP
SENSOR
(28HQ)

COCKPIT
CALL

ADIRU & APU FIRE


AVNCS VENT

G
AVAIL

W
NOT IN USE

SKIN EXCHANGER
ISOLATION VALVE
(24HQ)

DUCT TEMP
SENSOR
(26HQ)

PRESS SW
(17HQ)

EXT PWR

LIGHT
TEST

HEAT EXCHANGE

EXTERNAL POWER
CONTROL PANEL

IN
SK

RESET
APU SHUT
OFF

GND/FLT
BUS
ON

LO
FLOW

PRESS SW
(30HQ)

OVHT
>62 C

SKIN EXCH
INLET BYPASS
VALVE (16HQ)

COCKPIT
AIR DUCT

IRS ON BAT
>15 SEC

EXTRACT
VALVE
(22HQ)

BOTH
ENGINES
STOP

AIR
COND
INLET
VALVE
(21HQ)

BAT BUS ON
GND

AVIONICS
RACK 80VU

FILTER

CARGO
UNDERFLOOR

RESET

LATCH

SET

30 S
TD

PARTLY
OPEN
CLOSE

GROUND
CREW CALL
HORN

OPEN

MECH

CLOSE
PRIORITY

SDAC 1&2

AEVC

SMOKE

FAULT

FAULT

OVRD

OVRD

OVRD

ON

GEN 1
LINE

BLOWER

EXTRACT

DITCH

LGCIU 1

Oct03/THTA
Copyright by SR Technics

DITCHING
MODE

OVRD
RUN

SMOKE MODE

LGCIU 2

EIU 1

Corresponding with JAR


For training purposes only

EIU 2

CFDIU

21 -26 -19

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Avionics Ventilation LRUs


Figure 17: Avionics Ventilation LRUs

1 AVIONICS VENTILATION

COMPUTER (AEVC) 10HQ

2 BLOWER FAN (20HQ)

3 EXTRACT FAN (18HQ)

5
4 SKIN HEAT EXCHANGER
7

5 SKIN TEMPERATURE SENSOR (28HQ)


6 SKIN AIR INLET VALVE (15HQ)

7 SKIN AIR OUTLET VALVE (22HQ)


18
8 FILTER ASSEMBLY
9 SKIN EXCHANGER INLET BYPASS VALVE (16HQ)
10 SKIN EXCHANGER ISOLATION VALVE (24HQ)

16
10

13

11 CONDITIONED AIR INLET VALVE (21HQ)

11

12 SKIN EXCHANGER OUTLET BYPASS VALVE (23HQ)

15

13 CHECK VALVE (2149HM)


14 PRESSURE SW - BLOWER FAN (17HQ)
17

15 PRESSURE SW - BLOWER FAN (19HQ)


8

16 PRESSURE SW - EXTRACT FAN (30HQ)


17 DUCT TEMPERATURE SENSOR (26HQ)
18 SMOKE DETECTOR (1WA)

Jun04/THTA
Copyright by SR Technics

12
14

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-20

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 18: AEVC

STA1003/FR25

STA897/FR23

80VU

824

A
STA385/FR2

B
AVIONICS VENTILATION
COMPUTER (AEVC) 10HQ

B
FUNCTIONS: VALVE AND FAN CONTROL AND MONITORING.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-21

Training Manual
A320 Family
Skin Air Inlet Valve

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 19: Skin Air Inlet Valve Deactivation

Single flap valve, 28 VDC controlled and operated.


Can be manually overriden.

Before the valve is secured in a position, it must first be electrically isolated with a
toggle switch located on the valve.

SKIN AIR
INLET VALVE
(15HQ)
DEACTIVATION
SWITCH

OFF

ON

HANDLE
LATCH

PUSH

HANDLE

SKIN AIR INLET VALVE CLOSING


1 - Depress "PUSH" handle latch
2 - Set deactivation switch (on the skin air inlet valve ) to OFF
3 - Set BLOWER pb (PANEL 22 VU) AT OVRD
"AVIONICS SYS FAULT" warning appears on ECAM
4 - Pull the handle to engage the clutch
5 - Fold out the handle
6 - Turn handle counter clockwise up to full closing of flap
7 - Fold, stow and latch handle after use

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-22

Training Manual
A320 Family
Skin Air Inlet Valve

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 20: Skin Air Outlet Valve Deactivation Switch

Single flap valve with a smaller flap built into it.


28 VDC controlled and operated.
Can be manually overriden.

Before the valve is secured in a position, it must first be electrically isolated with a
toggle switch located on the valve.
Internal flap opening is performed by turning handle in the closing way well
after the extract valve is closed, i.e. the main flap is flush with the aircraft skin.

SKIN AIR OUTLET


VALVE (22HQ)
(EXTRACT VALVE)

A
MAIN FLAP (CLOSED)
HANDLE
HANDLE LATCH
PUSH

ON

OFF

DEACTIVATION SWITCH
INTERNAL FLAP (OPEN)

PARTIAL OPENING OF EXTRACT VALVE

SKIN AIR INLET VALVE CLOSING


1 - Depress "PUSH" handle latch
2 - Pull the handle to engage the clutch
3 - Spread out the handle
4 - Place the intergated deactivation switch in OFF position
5 - Turn handle clockwise up to full opening of internal flap
6 - Fold, stow and latch handle after use

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-23

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 21: Skin Temperature Sensor


Triggered range
- On ground, increasing temperature + 7C (+44.6F),
decreasing temperature + 4C (+39.2F)
- After take-off, increasing temperature +36C (+96.8F),
decreasing temperature +31C (+87.8F)

SKIN HEAT EXCHANGER

SKIN TEMPERATURE
SENSOR (28HQ)

SKIN TEMPERATURE
SENSOR (28HQ)

AIRCRAFT SKIN

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-24

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Electrical Circuits
Figure 22: Part 1

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-25

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 23: Part 2

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-26

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 24: Part 3

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-27

Training Manual
A320 Family
AEVC Bite and Test Description

Air Conditioning
21-26 Avionics Equipment Ventilation

During aircraft power up, in case of failure, here is an example of what can happen
on the ECAM.

General

The power up test is not OK. You have to dialog with the AEVC through the CFDS
in order to get more information about the snag.

Power Up Test
MCDU Test

Figure 25:

In Operation Test
Tested Components

VENT AVNCS SYS FAULT

General
The Avionics Equipment Ventilation Computer performs several tests to isolate
any failure or failed component.
The tests performed by the AEVC are:
Power up test
MCDU test
In Operation test.
The MCDU test is identical to the power up test.

SINGLE
CHIME

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-28

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

The reading of the BITE contents of the AEVC through the LAST LEG REPORT
of the AEVC menu gives the faulty component.
This is a class 1 failure.
Figure 26:

AEVC
LAST LEG REPORT
GND
21-26-52
SKIN AIR INLET V 15HQ

RETURN

Jun04/THTA
Copyright by SR Technics

PRINT *

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-29

Training Manual
A320 Family
The test activated from the MCDU is initiated under the same conditions as the
power up test.
During the test, the Skin Air Inlet valve and the Extract valve move; make
sure that the area is clear.

Air Conditioning
21-26 Avionics Equipment Ventilation

The MCDU test is identical to the power up test.


This test has to be performed each time a maintenance action has been done on
the computer, the fans, the valves, the temperature sensor, the pressure switches
and the system electrical circuit.

Figure 27: MCDU Test

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-30

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

A test has been performed on the MCDU.

In Operation Test

The test was not OK, here is the message given by the AEVC BITE during the test.

Figure 29:

This is a class 3 failure.


Figure 28:

AEVC
LAST LEG REPORT
GND
21-26-53
SKIN AIR OUTLET V 22HQ

AEVC
TEST
GND
21-26-52
OUTLET BYPASS V 23HQ

RETURN

RETURN

PRINT *

PRINT *

The aircraft returns to the gate, the pilot reports:


During engine acceleration for take off, the SKIN VALVE FAULT warning came
on, we had to abort take off.
Here is the message given by the AEVC BITE in the LAST LEG REPORT.
This is a class 1 failure.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-31

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 30: Tested Components


TEST MODE

LRU

POWER UP IN
TEST OR
OPERATION
MCDU TEST TEST

SKIN TEMPERATURE SENSOR 28HQ

MCDU - MESSAGES

SKIN TEMP SENSOR 28HQ

DUCT TEMP SENSOR 26HQ

DUCT TEMPERATURE SENSOR 26HQ

PRESSURE SWITCH BLOWER FAN 17HQ

PRESSURE SW 17HQ / BLOWER FAN 20HQ

PRESSURE SWITCH BLOWER FAN 19HQ

PRESSURE SW 19HQ / BLOWER FAN 20HQ

PRESSURE SWITCH EXTRACT FAN 30HQ

PRESSURE SW 30HQ / EXTRACT FAN 18HQ

SKIN AIR INLET VALVE 15HQ

SKIN AIR INLET V 15HQ

EXTRACT VALVE 22HQ

SKIN AIR OUTLET V 22HQ

AIR CONDITIONED INLET VALVE 21HQ

COND AIR INLET V 21HQ

SKIN EXCHANGER INLET BYPASS VALVE 16HQ

INLET BYPASS V 16HQ

BLOWER FAN 20HQ

BLOWER FAN 20HQ

EXTRACT FAN 18HQ

EXTRACT FAN 18HQ

SKIN EXCHANGER OUTLET BYPASS VALVE 23HQ

OUTLET BYPASS V 23HQ

SKIN EXCHANGER ISOLATION VALVE 24HQ

ISOL V 24HQ

AEVC

AEVC / SKIN AIR INLET V 15HQ / INLET BYPASS V 16HQ /

SMOKE DETECTOR 1WA

SMOKE DETECTOR 1WA

EXTRACT FAN 18HQ

LGCIU 1 AND 2 DISCREPANCY

CHECK LGCIU - AEVC INTFC

BLOWER FAN 20HQ

EIU 1 AND 2 DISCREPANCY

CHECK EIU - AEVC INTFC

COND AIR INLET V 21HQ

CHECK SDAC - AEVC INTFC

SKIN AIR OUTLET V 22HQ

CHECK AEVC SUPPLY

ISOL V 24HQ

AEVC / SDAC 1 AND 2 INTERFACE

FANS AND VALVES POWER SUPPLY MONITORING

PRESSURE SW 17HQ
PRESSURE SW 19HQ
OUTLET BYPASS V 23HQ
DUCT TEMP SENSOR 26HQ
SKIN TEMP SENSOR 28HQ
PRESSURE SW 30HQ

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-26-32

Training Manual
A320 Family

Air Conditioning
21-26 Avionics Equipment Ventilation

Figure 31: AEVC Bite and Test Description

SYSTEM REPORT/TEST
AIR COND

CFDS MENU
F/CTL

AFS

FUEL

COM

ICE&RAIN

ELEC

INST

SYSTEM REPORT/TEST
AIR COND

LAST LEG REPORT

CAB PRESS CONT 1

LAST LEG ECAM REPORT

CAB PRESS CONT 2

PREVIOUS LEG REPORT

CAB TEMP CONT

AVIONICS STATUS

AEVC

FIRE PROT

L/G

SYSTEM REPORT/TEST

RETURN

NAV

* POST FLIGHT REPORT

RETURN

AEVC
LAST LEG REPORT

AEVC
LAST LEG REPORT

26-15-15
SMOKE DETECTOR 1WA

TEST
CLASS 3 FAULTS

RETURN

RETURN

AEVC
TEST

Jun04/THTA
Copyright by SR Technics

21-26-55
OUTLET BYPASS V 23HQ

21-26-51
BLOWER FAN 20HQ
END OF TEST

IN PROGRESS 60 SEC

RETURN

AEVC
CLASS 3 FAULT

AEVC
TEST

PRINT *

RETURN

RETURN

PRINT *

Corresponding with JAR


For training purposes only

Level 3 B1 B2

PRINT *

21-26-33

Training Manual
A320 Family

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Air Conditioning
21-26 Avionics Equipment Ventilation

Level 3 B1 B2

21-26-34

Training Manual
A320 Family

Air Conditioning
21-28 Cargo Compartment Ventilation

21-28 Cargo Compartment Ventilation

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-28-1

Training Manual
A320 Family

Air Conditioning
21-28 Cargo Compartment Ventilation

General
The system provides ventilation of the AFT cargo compartment by means of air
exhausted from the cabin and extracted by tan.

Main Components and Subsystem


Aft Cargo Compartment Ventilation
Ambient air from the cabin is ducted via the inlet Isolation valve to the AFT cargo
compartment.
Air is extracted overboard by the extraction fan via the outlet isolation valve.
The operation of the inlet and the outlet isolation valves and the extract fan is controlled by the cargo ventilation controller.
On the ground and in flight, the inlet and outlet isolation valves are normally fully
open and the fan runs continuously.
The controller will close the isolation valves and stop the extraction fan when:
The AFT ISOL VALVE P/B is selected OFF or
The AFT cargo smoke detection unit detects smoke.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-28-2

Training Manual
A320 Family

Air Conditioning
21-28 Cargo Compartment Ventilation

Figure 1: AFT Cargo Compartment Ventilation

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-28-3

Training Manual
A320 Family

Air Conditioning
21-28 Cargo Compartment Ventilation

Figure 2:
SYSTEM DISPLAY

A
COND

TEMP : C

Zone Indication
Indication is white.

ALTN MODE
FAN

FAN

Outlet Isolation Valve


CKPT 20
24
C

FWD 22
22

AFT 23
24

Green

Valve open.

Amber

Valve closed.

H
HOT
AIR

AFT

Inlet Isolation Valve

A
CARGO VENT

TAT - 5C
SAT - 30C

AFT ISOL
VALVE

Green

Valve open.

Amber

Valve closed.

G.W. 60300 KG
23H56

FAULT
OFF

WARNING AND CAUTIONS

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

SD
PAGE
CALLED

LOCAL
WARNING
LIGHT

SINGLE
CHIME

MASTER
CAUTION

COND

ISOL VALVE
FAULT

NIL

NIL

NIL

Level 3 B1 B2

FLT
PHASE
INHIBIT

3,4,5
7,8

5MIN AFTER

2DN ENG
SHUT-DOWN

NIL

80 kn

1500 ft

LIFT OFF

80 kt

FAULT

1ST ENG
TO PWR

OFF

Inlet and outlet isolation valves open and


extraction fan runs, providet there is no
smoke detected in the AFT cargo.
inlet and outlet isolation valves close and
extract fan stop.
Comes on amber assosiated with ECAM
when eiter inlet or outlet valve is not in
agreement with the selected position.

AFT CRG VENT VALVE


Cargo fan fault

1ST ENG
STARTED

AUTO

AFT CRG ISOL VALVE


Cargo isol valve disageement

ELEC PWR

AFT ISOL VALVE P/B


Controls the isolation valves, and extraction fan.

MASTER
LIGHT

TOUCH
DOWN

Conditions

AURAL
WARNING

800 ft

E / WD FAILURE TITLE

10

21-28-4

Training Manual
A320 Family

Air Conditioning
21-28 Cargo Compartment Ventilation

Figure 3:
Isolation
Valve 33HN
Outflow
Valve 10HL

Extraction Fan
35HN

Air Extraction Fan


Isolation Valve

Smoke Detector
3WH/4WH

Isolation
Valve 34HN

Outflow
Valve

STA3013/FR65
STA3158/FR66

Smoke Detector
SWH/6WH

Muffler
Cargo Door

Bulk Cargo
Door
Cargo Underfloor
Air Intake

Cabin Ambient Air

FWD
Isolation Valve

Restrictors for
Airsplit Calibration

Isolation
Valve
Extraction
Fan
Muffler

Cabin Ambient
Air Intake

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-28-5

Training Manual
A320 Family

Air Conditioning
21-28 Cargo Compartment Ventilation

Procedure

Figure 4:

A AFT Cargo Ventilation Controller (103 VU)

10MN

This procedure is to be applied only if AFT ISOL VALVE FAULT light is illuminated with AFT ISOL VALVE p.b. set at OFF
1. Energize the aircraft electrical circuits
2. Open, safety and tag C/ B 31 HN
3. Put the access platform at the aft cargo door 826
4. Open the aft cargo door 826
5. Remove the grill inlet from the access panel 151 EW
6. Remove the access panel 151 EW, 162 DW
7. Close the isolation valves 33 HN and 34 HN with the manual override lever and
safety in the closed position with safety wire MS 20995-C32
8. Deenergize the aircraft electrical circuits
9. Make sure that the work area is clean and clear of tools and other items
10.Put the aircraft back to the serviceable condition
11.Remove the access platform(s)

Isolation
Valve

Extraction Fan

Manual Override
and Visual Indicator

21-28-05 AFT CARGO ISOLATION VALVE - CLOSURE PROCEDURE

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-28-6

Training Manual
A320 Family

Air Conditioning
21-28 Cargo Compartment Ventilation

Figure 5: Cargo Compartment Ventilation Electrical Circuit

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-28-7

Training Manual
A320 Family

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Air Conditioning
21-28 Cargo Compartment Ventilation

Level 3 B1 B2

21-28-8

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

21-31 Pressurization Control

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-1

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

General

Manual Operation

In normal operation, pressurization control is fully automatic.

In manual mode, the pilot may control the cabin altitude, via the manual motor of
the outflow valves, by operating controls on the pressurization control panel.

The system consists of:


2 Cabin Pressure Controllers (CPC).
1 outflow valve IncludIng 3 motors (2 for automatic operation, 1 for manual operation).
1 Control panel.
2 Safety valves.
The outflow valve is powered by one of the three independent electrical motors.
Normally, one of the two cabin pressure controllers operates the outflow valve, via
its associated auto motor.
A ditching switch on the control panel, allows the outflow valve and all valves below the flotation line, to be closed in case of ditching.

Main Components and Subsystem


Cabin Pressure Controllers
Two identical, independent, automatic digital controllers are used for system control.
They receive signals from ADIRS, FMGC, EIU, LGCIU, zone controller. In automatic pressure control mode one controller is active, the other one is in standby.
They also generate signals for ECAM.

Automatic Operation

In manual pressure control mode, the controller installed in No.1 position includes
a back up section with its own electrical power supply. This section contains a
pressure sensor in order to generate the excess cabin attitude and pressure outputs for indications on ECAM. The controllers communicate via a cross channel
link.

In fully automatic operation:

Outflow Valve

No action on the cabIn pressure system is required. Cabin pressure is achieved


from external schedules when appropriate FMGS inputs are available, in semi automatic operation:

The outflow valve is located on the right hand side of the fuselage, behind the aft
cargo compartment.

The system can be used fully-or semi automatically or manually.

Crew action only required to select the LDG FIELD ELEV.


Cabin press is achieved from internal schedules only.
There are 4 functions:
Ground
Full opening of the outflow valves on ground.
Prepressurization
During take off, pressure Is increased, to avoid cabin pressure surge during rotation.
Pressurization in flight
Cabin altitude and rate are adjusted to ensure optimum passenger comfort.
Depressurization
Following touch down, the residual cabin overpressure is released progressively before the outflow valves are fully opened in ground function.

Jun04/THTA
Copyright by SR Technics

The outflow valve assembly consists of a flush skin-mounted rectangular frame,


carrying inward and outward opening flaps linked to the actuator. The actuator
contains the drives of two auto motors and the drive of the manual motor.
The valve is operated by either of the two electric motors when in automatic mode,
or by the third electric motor when in manual mode.
In automatic mode, the valve position signal is transmitted to the ECAM via the
operating controller.
In manual mode, the valve position signal is transmitted via the back up section of
controller No 1.

Corresponding with JAR


For training purposes only

When RAM AIR P/B is set to ON and cabin P is below 1 psi, the outflow
valve is driven to 50 open position provided it is not under manual control.

Level 3 B1 B2

21-31-2

Training Manual
A320 Family
Safety Valves
Two independent pneumatic safety valves avoid excessive positive (8.6 psi) or
negative (-0.25 psi) differential pressure. They are installed on the rear pressure
bulkhead, above the flotation line.

Automatic Pressure Control Mode


Pressure control is achieved by two identical, Independent, automatic systems
(controller and its associated motors).
Either system controls the single outhow valve.
Only one controller operates at a time.
An automatic transfer occurs:
180 sec. after each landing.
In case of failure of the operating system.

Pressure rate is optimized so that cabin pressure reaches landing field pressure just prior to landing. Maximum descent rate is limited to 750 ft/min.
6. Abort (AB)
The abort mode is used to prevent the cabin altitude climbing if the aircraft does
not climb after take off. The cabin pressure is kept to the value before take off.

Manuale Pressure Control Mode


In the event of the failure of both automatic systems, the pressurization may be
manually controlled by selecting, on the CABIN PRESS control panel:
MODE SEL P/B to MAN, and
MAN WS CU switch to UP or DN.
Then, the power supplies to the auto motors are cut off, and the manual motor is
activated to control the outflow valve.

The controller normally uses landing field elevation and ONH from FMGC and
pressure altitude from ADIRS.
If FMGC data ere not available, the controller uses captain barometer reference
from ADIRS and landing elevation from LDG ELEV selector.
Pressurization is assumed through 6 modes:
1. Ground (GN)
Before take off and 55 sec after landing, the outflow valve is controlled fully
open to ensure there is no residual P in the aircraft.
Attouchdown, to release the remaining P, a depressurized sequence controls
the cabin V/S at + 500 ft/mm.
2. Take off (TO)
To avoid a pressure surge at rotation, the controller prepressurizes the aircraft
with a rate of - 500 ft/mn until P reaches 0.1 psi. At lift off, the controller initiates the climb phase.
3. Climb (CL)
Cabine altitude varies according to a fixed preprogrammed law taking into account the actual rate of climb of the aircraft.
4. Cruise (CR)
Cabin altitude is the highest of the value reached at level off or the landing field
elevation.
5. Descent (DE)

Jun04/THTA
Copyright by SR Technics

Air Conditioning
21-31 Pressurization Control

Ditching
A DITCHING P/B, on the CABIN PRESS control panel, enables the outflow valve
to be closed and sends a closure signal to:
the emergency ram air inlet, the avionics ventilation extract valve and the pack
flow control valves.

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-3

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 1: Cabin Pressurization System - Schematic

Jun04/THTA
Copyright by SR Technics

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For training purposes only

Level 3 B1 B2

21-31-4

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 2: Pressurization Flight Profil / Pressurization Warning and Cautions

E / WD : FAILURE TITLE
Conditions
EXCESS CAB ALT
_ 350 ft.
Cabin altitude > 9550 +

VALVE FULL
OPEN SIGNAL
CABIN

NIL

2, 3, 4, 5,
7, 8, 9, 10

MODE
SEL
FAULT

4, 5,
7, 8

CAB
PRESS

3, 4, 5
6, 7, 8

NIL

4, 5, 7
8, 9, 10

LDG ELEV FAULT


No FMGS LDG ELEV data available.

1, 3, 4, 5
7, 8, 9, 10

3, 4, 5
7, 8,

Level 3 B1 B2

2ND ENG
SHUT DN

NIL

80 kt

1ST ENG
STARTED

Corresponding with JAR


For training purposes only

NIL

TOUCH
DOWN

SYS 1 (2) FAULT


Pressure controller fault.

800 ft

+0.1 PSI

GROUND

MASTER
CAUTION

SAFETY VALVE OPEN


Either safety valve not fully closed on ground or not fully
closed for more than 1 min in flight.

Jun04/THTA
Copyright by SR Technics

CABIN
PRESS

1500 ft

DEPRESS
+500 Ft/MN

+8.06 PSI

MASTER
WARNING

SINGLE
CHIME

LIFT OFF

+0.1 PSI

PRESSURIZATION

TIME

80 kt

CABIN
P

CRC

OUTFLOW VALVE NOT OPEN


Valve not fully open on ground (time delay 3 min).

ELEC PWR

-500 Ft/MN

FLT
PHASE
INHIB

2, 3, 4, 5
7, 8, 9, 10

NOTE: The warning is maintained when aircraft


descends below 3000 ft above landing field.

55 SEC

CABIN
V/S

LOCAL
WARNING
LIGHT

LO DIFF PR
Time to reach P = 0 < 1.5 min and
time to reach P= 0 (time for cab alt to reach landing
field elevation) + 30 sec and aircraft is at least 3000 ft
above landing field.

1ST ENG
TO PWR

TAKE OFF

PREPRESS

SD
PAGE
CALLED

5MIN AFTER

MLG COMPRESSED

GROUND

MASTER
LIGHT

SYS 1 + 2 FAULT
Both pressure controllers fault.

A/C

ALT

AURAL
WARNING

10

21-31-5

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 3:
MODE SEL P/B

AUTO

- Automatic mode is operating. Outflow


valve is controlled by one system at a time.
NOTE:
If pressurization degraded
performance is suspected, a selection of
the pressurization system which is not
active could be attempted by switching the
MODE SEL P/B to MAN for at least 10 sec.
then to AUTO.

MAN

- MAN
illuminates
white,
FAULT
extinguishes, manual control is then
operative by the MAN V / S CTL switch.

FAULT

- Comes on amber, associated with ECAM


caution, only when both automatic
systems are faulty.

NOTE: CAB ALT indication variation up to +_ 1000ft may appear on the ECAM PRESS page when switching from
the CPC AUTO mode to MAN mode.
LDG ELEV Selector
AUTO

- The pressurization system uses the FMGS


data to elaborate an optimized pressure
schedule.

Other positions: The landing elevation from FMGS is not


used by the pressurization system. The
landing elevation selected (from -2000 to
14000ft) is taken as reference.
DITCHING P/B (guarded)
MAN V/S CTL (toggle switch)
The switch, spring loaded to neutral, controls the outflow
valve position via the manual motor, when the MODE SEL P/B
is in MAN position.
UP

- The valve moves towards open position.

DN

- The valve moves towards closed position.

- Normal system operation.

ON

- The outflow valve, emergency ram air inlet


valve, avionics ventilation inlet and extract
valves and pack flow control valves are
closed.

NOTE: The outflow valve will not automatically close if manu


manul al control is selected.
CAUTION : If on ground, with LP ground cart connected and
all doors closed, the DITCHING P/B is switched
ON, a differential pressure will build up.

NOTE: Due to slow outflow valve operation, toggle switch


must be maintained in UP or DN position until target
V/S is reached.

Jun04/THTA
Copyright by SR Technics

Normal

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-6

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 4:
SYSTEM DISPLAY
Landing Elevation

LDG ELEV AUTO / MAN

Landing elevation selected either automatically by the FMGS


or manually by the pilot is indicated in green. (Inhibited when
the MODE SEL P/B is in MAN position)

AUTO

- Displayed in green when LDG ELEV


selector is in AUTO position.

Cabin Altitude

MAN

- Displayed in green when LDG ELEV


selector is not in AUTO position.

Green

- In normal range.

Red

- For excessive cabin altitude: 9550 ft

Advisory (digital indication pulsing) if cabin altitude 8800 ft


(reset at 8600 ft).

Not displayed when the MODE SEL P/B is in MAN position.


Cabin Differential Pressure
Green

- In normal range.

Amber

- When out of normal range: P - 0,4 psi


or 8.5 psi.

Safety Valve Position

Advisory (digital indication pulsing) if P < 1.5 psi (reset at


1 psi) during flight phase 7.

- In normal range.

Amber

- When V/S 2000 ft/min.

- Is white and valve display is green when


both safety valves are fully closed.

SAFETY

- Is amber and indication is amber when


either valve is not closed.

NOTE: If manual mode is selected, the safety valve can open


at a cabin differential pressure between 8.2 and 8.9
psi due to the reduced P accuracy in manual mode.

Cabin Vertical Speed


Green

SAFETY

Active System Indication (SYS 1 or SYS 2 or MAN)


SYS 1 / SYS 2 - Green when active, amber when FAULT,
not displayed when inactive.

Advisory (digital indication pulsing) at V/S > 1800 ft/min


(reset at 1600 ft/min).

MAN

- Appears green when the MODE SEL P/B is


at MAN.

Outflow Valve Position

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Green

- When operating normally.

Amber

- When valve is fully open (more than 95 %)


in flight.

Level 3 B1 B2

21-31-7

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 5:
SYSTEM DISPLAY

SYSTEM DISPLAY
LDG ELEV AUTO / MAN
AUTO

- Displayed in green when LDG ELEV


selector is in AUTO position.

MAN

- Displayed in green when LDG ELEV


selector is not in AUTO position.

Not displayed when the MODE SEL P/B is in MAN position.


Cabin Vertical Speed
Green

- In normal range.

Amber

- When V/S 2000 ft/min.

AUTO MODE:

MAN MODE:

CAB ALT FT
- In normal range.

Red

- For excessive cabin altitude: 9550 ft.


- Pulses for cabin altitude at or above 8800 ft
(resets at 8600 ft).

P Indication

Cabin Vertical Speed


Displayed in flight phase 6 only.

Jun04/THTA
Copyright by SR Technics

Green

Green

- In normal range.

Amber

- Out of normal range. V/S greater than


2000 ft/min or lower than -2000 ft/min.

Corresponding with JAR


For training purposes only

Green

- In normal range.

Amber

- Out of normal range P -0.4psi


or 8.5 psi.
- Pulses when V/S >1800 ft/min (resets at
1600 ft/min).

Level 3 B1 B2

21-31-8

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

System Operation

System Control Interface

Configuration

Engine Interface Unit (EIU)

Each Engine interface Unit sends a thrust lever angle associated with an N2 signal
to both controllers to initiate the prepressurization and the pressurization sequences.

Elevation selector to AUTO


Take-off elevation: 500 ft
Landing elevation: 800 ft
System 1 in service

On ground, before take-off, the outflow valve is fully open to ensure that the cabin
is not pressurized.
Figure 6: Ground Mode

Signals: thrust lever angle in take-off position (MAX CONT or FLX detent) and N2
at or above idle, used for prepressurization and pressurization sequences.

Landing Gear Control Interface Unit (LGCIU)


Each Landing Gear Control Interface Unit sends a flight/ground signal to both controllers to initiate prepressurization, the pressurization and the depressurization
sequences.
Signal: ground/flight, used for prepressurization, pressurization, depressurization
sequences and system transfer.

Air Data Inertial Reference Unit (ADIRU)


Each Air Data Inertial Reference Unit sends the static pressure and the barometric
correction signals to both controllers for pressure control.
Signals static pressure, baro correction and ADIRU validity, used for all sequences and priority selection.
ADIRU 1, 2, 3: controller 1
ADIRU 2, 1, 3: controller 2

Flight Management and Guidance Computer


Each Flight Management and Guidance Computer sends cruise flight level and
landing field elevation data to both controllers.
Signals: cruise flight level, landing field elevation, used for pressurization profile.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-9

Training Manual
A320 Family
Motors

Air Conditioning
21-31 Pressurization Control

Figure 7:

A discrete signal from the active controller will select the corresponding motor (enable signal) while outflow valve positioning and monitoring signals are transmitted
by RS 422 buses.

OUTFLOW
VALVE
EIU
1 2

Signals in AUTO MODE enable signal to motor in control, outflow valve positioning and monitoring.

CONTROLLER 1

Signals in MANUAL MODE feedback position from motor 3 is sent to the controller
1.

MOTOR
1

LGCIU
1 2

Controller 1 /Controller 2
Discrete signals between both controllers ensure controller transfer.
Signal: system 1 or 2 active, used for controller transfer.

Air Conditioning Panel and Cabin Pressurization Panel


The position of the pressure panel switches and emergency ram air switch is
transmitted to both controllers.
CABIN PRESS PANEL:
Signals: ditching, landing field elevation, manual mode selection, used for
ditching and manual operation.
AIR COND PANEL:
Signal: emergency ram air inlet selectIon, used for outflow valve full opening.

ADIRU
1 2 3

CONTROLLER 2

MOTOR
3

FMGC
1 2

Pressurization Panel / Motor 3

MOTOR
2

AIR COND
PANEL

CABIN
PRESS
PANEL

MAN
CTL

Motor 3 is controlled by a discrete signal directly sent by the CABIN PRESS panel.
Signal: motor 3 control, used for manual mode.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-10

Training Manual
A320 Family

System Monitoring Interface

Air Conditioning
21-31 Pressurization Control

Signal: safety valve position, used for ECAM display.


Figure 8: System Monitoring Interface

Flight Warning Computer (FWC)


In case of excessive cabin altitude in manual mode, controller 1 sends a discrete
signal to both FWCs for level 3 warnings.

FWC
1

Signal excessive cabin altitude (9550 ft), used in manual mode.

CONTROLLER 1

CFDIU

SDAC
1

System Data Acquisition Concentrator (SDAQ)


Both controllers send ARINC and discrete signal to the System Data Acquisition
Concentrator. Controller 1 (manual back-up part) also sends 3 analog signals
used when the system is operating in manual mode.
Signals: warnings and indications, used in auto mode (ARINC and discrete signals
from controllers), manual mode (3 analog signals from controller 1).

CIDS
SDAC
2

Centralized Fault Display Interface Unit (CFDIU)

CONTROLLER 2

Both controllers send Bite data to the CFDIU via ARINC buses. This data is sent
continuously or on request.

FWC
2

Signal: BITE data, used for CFDS monitoring.

Cabin Intercommunication Data System (CIDS)


In case of excessive cabin attitude, the pressure controllers send a discrete signal
to the CIDS.
Signal: excess cabin attitude (9550 ft), used for passenger signs.

SAFETY
VALVE

SAFETY
VALVE

CABIN
PRESS PANEL

Cabin Press Panel


In case of failure of both automatic systems, the controllers send a discrete signal
to the pressure panel for FAULT light illumination.
Signal: failure of both automatic systems, used for FAULT light illumination.

Cabin Press Panel /SDACs


A manual mode selection signal is sent from the pressure panel to both SDACs.
Signal: MAN mode selection, used for ECAM display.

Safety Valves /SDACs


The safety valve position signals are sent to both SDACs.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-11

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Pressurization System LRUs


Figure 9: Controller

12HL

- Interchangeable
- Sytem Identification Pin

B
B

11HL

A
STA539/FR9
811

Electronic/Avionics Rack 95VU


- Auto Mode 1 Fault
Relay 18HL
- Auto Mode 2 Fault
Relay 19HL
- Auto Mode Drive
Shut Off Relay 17HL

90VU

Cabin Pressure
Connector

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-12

Training Manual
A320 Family
Outflow Valve

Skin mounted double gate design which consists of:

Air Conditioning
21-31 Pressurization Control

Two electronic boxes.


One feedback assembly.
Three motors.
Two gates with seals and rods.

Figure 10: Outflow Valve


Actuator Electronic
Box System 2

Feedback Assy
System 1
System 2
Manual

Manual Motor

Auto Motors

Bonding Strap

Actuator Electronic
Box System 1

Forward Gate

Bonding Strap
Aft Gate

Jun04/THTA
Copyright by SR Technics

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For training purposes only

Level 3 B1 B2

21-31-13

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Control

Electronic Boxes

Auto Control:
Cont. 1 controls motor 1 via electronic box 1.
Cont. 2 controls motor 2 via electronic box 2.
A Rotary Variable Differential Transducer (RVDT) signals the valve position.

The actuator electronic modules receive position reference signal (desired outflow
valve position) from the controller. This signal is compared with outflow valve actual position. The electronic module then drives the outflow valve until its position
matches the desired one.

Manual Motor:
Toggle switch controls manual motor.
One potentiometer (POT) signals the valve position.

Figure 12: Electronic Boxes

Figure 11: Outflow Valve Simplified Schematic

Electronic Box
(Module 2)
Electronic Box
(Module 1)

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-14

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Feedback Assembly
Consists of a dual Rotary Variable Differential Transducer (RVDT) and a potentiometer.
Figure 13: Feedback Assembly
Potentiometer
Dual Rotary
Variable
Differential
Transducer

Feedback
Assembly
Cover

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-15

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Safety Valve
Figure 14: Safety Valve

Z310
Z260

(7HL)
(6HL)
STA3101/FR65

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-16

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Safety Valve Section


Diaphragm pneumatic valve type witch consists of:
Body, filter, moving valve element (diaphragm)
Pneumatic pressure controller sensing cabin and outside pressure
Position switch for ECAM indication
Opening: when? P = 8.6 or - 0.5 psi
Figure 15: Safety Valve Section

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-17

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Electrical Circuits
Relays and pushbuttons are shown without power supply.
Figure 16:

Jun04/THTA
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For training purposes only

Level 3 B1 B2

21-31-18

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 17: Auto Position

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-19

Training Manual
A320 Family

Functional Test of Manual Motor

Air Conditioning
21-31 Pressurization Control

Figure 18: Functional Test of Manual Motor

Aircraft Configuration

On the ground.
No air supply.
Electrical power available.

LDG ELEV selector and DITCHING pushbutton selection is not necessary to perform this test.

Procedure

Set the MODE SEL pushbutton to MAN


As long as the MAN V/S CTL switch is held in the DN position, the MANUAL
MOTOR controls the outflow valve to close.
As long as the MAN V/S CTL switch is held in the UP position, the outflow valve
is controlled to open by means of the MANUAL MOTOR.
Set back the MODE SEL pushbutton to AUTO.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-20

Training Manual
A320 Family

Cabin Pressure Controller (CPC) Bite and Test


Description

Air Conditioning
21-31 Pressurization Control

Figure 19:

General
The Cabin Pressure Controller (CPC) BITE performs several tests to isolate any
failure or failed component.
The tests performed by the CPC BITE are:
Power up test
MCDU test
State Change test
In Operation test.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-21

Training Manual
A320 Family
Power Up Test

Air Conditioning
21-31 Pressurization Control

Figure 20: Power Up Test

The power up test starts automatically at power up provided that the aircraft is on
the ground and that engine power is below take off setting.
This test checks:
the Cabin Pressure Controller Integrity,
the pressure sensor,
the outflow valve internal state, (Auto Motor 1(2), Feedback Assembly, Electronic Box 1(2)).
The power up test will be initiated again if the computer power supply has been
cut off for more than 2 ms.
The duration of the power up test is 1 second.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-31-22

Training Manual
A320 Family
During aircraft power up, in case of failure, here is an example of what can be displayed on the ECAM.

The reading of the CPC BITE contents through the LAST LEG REPORT of the
CAB PRESS CONT 1 menu gives the faulty component.
This is a class 1 failure.

The power up test is not OK. You have to dialog with the CPC through the CFDS
in order to get more information about the snag.
Figure 21:

Air Conditioning
21-31 Pressurization Control

Figure 22:

CAB PR SYS1 FAULT

CAB PRESS CONT 1


LAST LEG REPORT
DATE: 22DEC
GMT
ATA
FIN
PRESS CONT 1 (51)
1000 21-31-34
12HL
GND

AUTO 500

RETURN

Jun04/THTA
Copyright by SR Technics

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For training purposes only

PRINT *

Level 3 B1 B2

21-31-23

Training Manual
A320 Family
MCDU Test

Air Conditioning
21-31 Pressurization Control

Figure 23: MCDU Test

This test is initiated from the CFDS by a maintenance operator when the aircraft
is on the ground and with other condItions.
The other condItions are:
ECS PACKS OFF
GROUND AIR SUPPLY OFF
LFES TO 14000 FT
ADIRS 1,2,3 ON
MODE SEL P/B AUTO.
This test has to be performed each time a maintenance action has been made on
the controller or the outflow valve.
During this test, the Outflow Valve will move from open to close position and
from close to open position; make sure that nobody is working on the valve.
This test verifies that the system is fully operational:
Comparison of the Cabin Pressure Controller sensor values with those of the
ADIRS.
End to end check of motion and speed of Outflow Valve.

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Level 3 B1 B2

21-31-24

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

A test has been performed on the MCDU.

State Change Test

The test was not OK, here is the message given by the CPC BITE during the test.

This test will be performed after touchdown of the aircraft before the former active
controller goes into standby state and the second controller takes over control.

This is a class 1 failure.

This test checks the controller integrity and if the Outflow valve is controlled to
open position.

Figure 24:

Figure 25: State Change Test

CAB PRESS CONT 1


TEST/CALIBRATION
TEST FAILED
OUTFLOW VALVE BLOCKED

RESET LFES ... AUTO


RETURN

Jun04/THTA
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21-31-25

Training Manual
A320 Family
In Operation Test

Air Conditioning
21-31 Pressurization Control

Figure 27:

This test will be performed continuously whenever power is supplied to the controller.
During In Operation test, the Outflow valve status, the pressure controller integrity
and interfaces are checked.

CAB PRESS CONT 1


LAST LEG REPORT
DATE: 23DEC
FIN
GMT
ATA
OUTFLOW VALVE BLOCKED (29)
1111 21-31-51
10HL3
GND

Figure 26: In Operation Test

RETURN

PRINT *

After touchdown, the pilot has reported an OUTFLOW VALVE NOT OPEN warning.
Here is the message given by the CPC BITE in the LAST LEG REPORT of the
CAB PRESS CONT 1 menu.
This is a class 1 failure.

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21-31-26

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 28: Tested Components


TEST MODE
STATE
IN
CHANGE OPERATION
TEST
TEST

LRU

PWR
UP
TEST

MCDU
TEST

PRESSURE CONTROLLER 1(2) 11HL(12HL)

PRESS CONT 1(2)

NO DATA FROM ADIRS 1(2)(3)

OUTFLOW VALVE BLOCKED

OUTFLOW VALVE 10HL


AUTO MOTOR 1(2) 10HL3(10HL4)

ELECTRONIC BOXES 10HL1(10HL2)

FEEDBACK ASSEMBLY (10HL6)

MCDU - MESSAGES

OUTFLOW VALVE AUTO MOT 1(2)

OUTFLOW VALVE ELEK OR ACTUATOR OR AUTO MOT 1(2)

OUTFLOW VALVE ELEK 1(2)

OUTFLOW VALVE FDBK ASSY OR OUTFLOW VALVE ELEK 1(2)

OUTFLOW VALVE ELEK OR ACTUATOR OR AUTO MOT 1(2)

OUTFLOW VALVE FDBK ASSY OR OUTFLOW VALVE ELEK 1(2)

OUTFLOW VALVE ELEK OR ACTUATOR OR AUTO MOT 1(2)

ADIRS 1(2)(3) INTFC

NO DATA FROM ADIRS 1(2)(3)

FMGS 1(2) INTFC

NO DATA FROM FMGS 1(2)

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21-31-27

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

CPC 1
Last Leg Report
This item presents the same type of failure messages as described in chapter 31
(type 1 system) with the same presentation, the FIN number is in addition.
A GND indication appears at the end of the failure messages in case of failure detected on the ground.
Fault codes are transmitted in addition to CFDS messages (engineering level).
Example: code (47) (The TSM3 floppy disk has to be used).

Previous Legs Report


This item presents the same type of failure messages as described in chapter 31
(type 1 system) with different presentation: phase, FIN and flight number indications are added to the leg, the date, time and ATA reference indications.
A GND indication appears at the end of the failure messages in case of failure detected on the ground.
Fault codes are transmitted in addition to CFDS messages (engineering level).
Example: code (51) (The TSM3 floppy disk has to be used).

Class 3 Faults
This item presents the same type of failure messages as described in chapter 31
(type 1 system) with different presentation: leg, phase and FIN number indications
are added to the date, time and ATA reference indications.
Fault codes are transmitted in addition to CFDS messages (engineering level).
Example: code (35) (The TSM3 floppy disk has to be used).

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21-31-28

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 29: Cabin Pressure Controller BITE and Test

CAB PRESS CONT 1

SYSTEM REPORT/TEST

CAB PRESS CONT 1


LAST LEG REPORT
DATE: MAR.83
GMT
ATA
FIN
0800
21.31.34
12HL
PRESS CONTROLLER 1 (47)
GND

RETURN

Jun04/THTA
Copyright by SR Technics

PRINT *

CPC 1

LAST LEG REPORT

CPC 2

PREVIOUS LEGS REPORT

TEMP CTL

LRU IDENTIFICATION

AEVC

TEST/CALIBRATION

AFT CNC

CLASS 3 FAULTS

RETURN

RETURN

LEG
ATA

CAB PRESS CONT 1


PREVIOUS LEGS REPORT
XXXXXXX
DATE
GMT
PHASE
FIN
FLT NO.

PRESS CONTROLLER 1 (51)


33
02/05
1048
01
21-31-34 12HL
GND

RETURN

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LEG
ATA

CAB PRESS CONT 1


CLASS 3 FAULTS
DATE
GMT
PHASE
FIN

LGCIU SIG REPLACED (35)


28
03/24
1048
06
32-31-71

RETURN

Level 3 B1 B2

PRINT *

21-31-29

Training Manual
A320 Family

Air Conditioning
21-31 Pressurization Control

Figure 30: Cabin Pressure Controller BITE and Test continued

SYSTEM REPORT/TEST
AIR COND

SYSTEM REPORT/TEST
AIR COND

CFDS MENU

F/CTL

CAB PRESS CONT 1

CAB LEG REPORT

AFS

FUEL

CAB PRESS CONT 2

LAST LEG ECAM REPORT

COM

ICE&RAIN

CAB TEMP CONT

PREVIOUS LEG REPORT

AEVC

AVIONICS STATUS

ELEC

INST

FIRE PROT

L/G

RETURN

NAV

SYSTEM REPORT/TEST
* POST FLIGHT REPORT

RETURN

CAB PRESS CONT 1

CAB PRESS CONT 1


LAST LEG REPORT

LAST LEG REPORT


21-31-20
PRESS CONT 1

PREVIOUS LEG REPORT


LRU IDENTIFICATION

CAB PRESS CONT 1


TEST/CALIBRATION
NO DATA FROM ADIRS 1
21-31-20
PRESS CONT 1
END OF TEST

TEST/CALIBRATION
CLASS 3 FAULTS
RETURN

RETURN

CAB PRESS CONT 1


TEST/CALIBRATION

RETURN

PRINT *

CAB PRESS CONT 1


TEST/CALIBRATION

CAB PRESS CONT 1


TEST/CALIBRATION

ECS PACKS................... OFF

TEST OK

GROUND AIR SUPPLY........... OFF


IN PROGRESS (20.....90s)

LFES............. SET TO 14000FT


ADIRS 1, 2, 3................ ON

RESET LFES + AUTO

CONTINUE
RETURN

Jun04/THTA
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RETURN

Level 3 B1 B2

PRINT *

21-31-30

Training Manual
A320 Family

Air Conditioning
21-51 Flow Control and Indication

21-51 Flow Control and Indication

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21-51-1

Training Manual
A320 Family
Pack Flow Control Valve (FCV)
The pack flow control valve has three functions:
Electrical shut-off function by energizing the solenoid (S).
Pneumatical shut-off function.
Regulation of the pack airflow according to pack controller command to the
stepper motor (M).
The FCV is electrically controlled to closed:
During engine start (re-opens 30 sec after first engine start)
If the corresponding engine fire P/B is pushed
If the ditching P/B is set to ON
If the corresponding PACK P/B is set to OFF

Air Conditioning
21-51 Flow Control and Indication

the FCV position disagrees with the electrical command to the close solenoid
the compressor outlet temperature exceedes 4 times 230C during a flight
or
With the associated warning PACK 1 (2) OVHT if:
the compressor outlet temperature exceedes 260C
the pack outlet temperature exceedes 95C

Mixer Unit Flap


The mixer unit flap ensures sufficient cockpit air supply if pack 1 is selected off.
The flap is installed in the cockpit supply Port of the mixing chamber and actuated
by an electrical actuator (20HB).

The FCV is pneumatically controlled to closed if:


The pneumatic pressure is < 10 psi (spring-loaded closed)
The compressor discharge temperature is > 230 - 260C (the compressor
overheat pneumatic sensor vents the FCV open pressure)

A failure of the actuator is monitored by the zone controller and stored as a class
3 fault.

The regulated pack flow depends on:


The position of the PACK FLOW selector (A319/A320)
LO = 80% / NORM = 100% / HI = 120%
The position of the ECON FLOW P/B (A321 only)
ON = 80% / OFF = 100%
The opposit FCV position (HI flow if closed)
The APU bleed valve position (HI flow if open)
The Zones Cool- or Heat Demand Signals
(If LO or ECON ON is selected and heating or cooling demand can not be
met, the zone controller automatically provides normal flow (100%) and if necessary increases the engine power).
If necessary the flow control valve can be manually locked in close position.

Indication
The flow control valve position (closed or not closed) and the actual pack airflow
is indicated on the ECAM BLEED page.
The FAULT light in the PACK P/B comes on:
With the associated warning PACK 1 (2) FAULT if:

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21-51-2

Training Manual
A320 Family

Air Conditioning
21-51 Flow Control and Indication

Figure 1: Pack Flow Control and Indication

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21-51-3

Training Manual
A320 Family

Air Conditioning
21-51 Flow Control and Indication

Figure 2: Flow Control and Indication-Component Location

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21-51-4

Training Manual
A320 Family

Air Conditioning
21-51 Flow Control and Indication

Figure 3: Flow Control Valve

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21-51-5

Training Manual
A320 Family

Air Conditioning
21-51 Flow Control and Indication

Figure 4:

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21-51-6

Training Manual
A320 Family

Air Conditioning
21-51 Flow Control and Indication

Figure 5:

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21-51-7

Training Manual
A320 Family

Air Conditioning
21-51 Flow Control and Indication

Figure 6: Flow Control

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21-51-8

Training Manual
A320 Family

Air Conditioning
21-52 Air Cooling System

21-52 Air Cooling System

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21-52-1

Training Manual
A320 Family

Air Conditioning
21-52 Air Cooling System

Pack Flow Control Valve (FCV)

Air Cycle Machine (ACM)

The pack flow regulation is ensured by a stepper motor controlled by the pack controller. The shut-off function is electrically achieved through a solenoid.

The Air Cycle Machine which consists of a turbine, a compressor and a fan, cools
the air.

When the solenoid (S) is de-energized, the bleed air pressure opens the valve
which regulates the flow by means of the stepper motor (M).
In case of cabin depressurization, the pack Flow Control Valve stays
open and continues to deliver flow.
Both pack Flow Control Valves are closed when an engine start sequence is initiated. They are automatically reopened 30 seconds after
engine start.

The main component of the air cycle machine is a rotating shaft. A turbine, a compressor and a fan are mounted along the shaft.

Bypass Valve (BPV)


The ByPass Valve modulates the temperature of the water extractor outlet in order
to control the temperature of the pack outlet.
The ByPass Valve is electrically controlled and operated by a stepper motor (M).

Ram Air Inlet / Outlet Flaps


The ram air inlet and outlet flaps which operate together modulate the airflow
through the exchangers in order to control the temperature of the pack outlet.
The ram air inlet and ram air outlet flaps are actuated individually by an electric
actuator. Both actuators are controlled together by the pack controller to obtain optimum pack cooling airflow. The ram air inlet flap closes during take-off and landing.

Anti-Ice Valve (AIV)


The Anti-Ice Valve stops ice formation across the condenser or maintains the pack
outlet temperature at a fixed value, if the pack controller is unable to control the
bypass valve.
The Anti-Ice Valve is pneumatically operated and electrically controlled by a solenoid (S).
solenoid energized the Anti-Ice Valve pneumatically operates as an anti-ice
function.
solenoid de-energized the Anti-Ice Valve pneumatically operates as a temperature control valve. It maintains a pack outlet temperature of 15C (59F).

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21-52-2

Training Manual
A320 Family

Air Conditioning
21-52 Air Cooling System

Exchangers - Reheater - Condenser

Water Extractor

The air passes through two heat exchangers and a reheater before it enters the
condenser which drops air temperature well below dew point.

The water extractor collects water droplets and drains them inside the water extractor body in order to spray the collected water into the ram air flow of the exchangers, to increase the cooling efficiency.

The cooling agent for the primary heat exchanger and the main heat exchanger is
outside ram air.
The reheater uses water extractor outlet air to cool the air leaving the main heat
exchanger even more before it enters the condenser. The condenser uses cold
turbine outlet air to cool the air leaving the reheater even more. This causes the
moisture in the air to form water droplets.

Check Valve
The pack downstream check valve stops leakage of air from the distribution system when the Flow Control Valve is closed.
The check valve is fitted to the pressure bulkhead.

Figure 1: Pack Components Function

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21-52-3

Training Manual
A320 Family

Air Conditioning
21-52 Air Cooling System

Figure 2: Air Cooling System-Component Location

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21-52-4

Training Manual
A320 Family

Air Conditioning
21-55 Emergency Ram Air Inlet

21-55 Emergency Ram Air Inlet

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21-55-1

Training Manual
A320 Family

Air Conditioning
21-55 Emergency Ram Air Inlet

General
The aircraft is equipped with one emergency ram inlet flap located at the lower lefthand side of the fuselage, sharing the same duct with the low pressure ground
connector.

Emergency Ram Air Inlet Flap Operation


In case of failure of both packs, an emergency ram air inlet flap can be opened for
aircraft ventilation or smoke removal.
In case of smoke removal or loss of both packs, the RAM AIR pushbutton must be
set to ON.
When the RAM AIR switch (4HZ) is set to ON, and if DITCHING is not selected,
the RAM AIR INLET FLAP (7HZ) opens.
The flap installed between LP GND CONNECTION and RAM AIR INLET, closes
one side of the duct when air is supplied from the other side.
The emergency ram air inlet check valve (4022HM) prevents backflow from the
mixer unit.
For passenger safety the aircraft must descent to less than 10000 ft.
When the cabin to ambient pressure is less than 1 psi, the active pressure controller half opens the outflow valve, provided the pressurization system is in automatic
mode.

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21-55-2

Training Manual
A320 Family

Air Conditioning
21-55 Emergency Ram Air Inlet

Figure 1: Emergency Ram Air Inlet Operation

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21-55-3

Training Manual
A320 Family

Air Conditioning
21-55 Emergency Ram Air Inlet

Figure 2: Emergency Ram Air Inlet - Component Location

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21-55-4

Training Manual
A320 Family

Air Conditioning
21-55 Emergency Ram Air Inlet

Figure 3: Emergency Ram Air Inlet

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21-55-5

Training Manual
A320 Family

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Air Conditioning
21-55 Emergency Ram Air Inlet

Level 3 B1 B2

21-55-6

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

21-61 Pack Temperature Control

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21-61-1

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Pack Controller Operation

0 to 15000 ft = 2C

Each pack controller consists of one primary and one secondary computer. The
primary computer controls the normal operation of the pack. The secondary computer operates as back-up in the event of primary computer failure. The primary
computer optimizes the system performance. The secondary computer gives a reduced level of optimization.

15 to 29000 ft = 0C

When primary and secondary computer fail, the solenoid of the pack anti-ice valve
is de-enegized and the pack outlet temperature is pneumatically controlled by the
anti-ice valve to 15C.

> 205-210C (Ram air outlet actuator is inhibited to close)

above 29000 ft = -15,5C


Compressor outlet temperature limits are:
< 205C (No limitation)
> 210C (Ram air outlet actuator opens at maximum speed)

Normal Flow Control

Normal Temperature Control


The pack controller gets the temperature demand signal from the zone controller.
This demand signal, the preferred by-pass valve position, the actual water extractor outlet temperature and turbine by-pass valve and ram air outlet actuator position is used to determine their necessary drive speeds. The speed is zero, when
the outlet temperature gets to the required value and the turbine by-pass valve
(TBV) to the preferred position.
The TBV preferred position is normally 21 deg. but is adjusted when necessary,
depend on pack inlet pressure. When this pressure is low the TBV and the ram air
inlet/outlet doors are modulated to more open. The ram air inlet actuator position
is slaved to the ram air outlet actuator position, except during take-off and landing,
when the flap will automatically close to prevent ingestion of foreign objects.
If the TEMP DEMAND signal from the Zone Controller is lost (both channel failure), the pack controller regulates the water extractor outlet temperature to a fix
value. For PACK 1 to 20C and for PACK 2 to 10C.

The primary computer gets the flow demand signal from the zone controller and
controls the stepper motor to regulate the pack flow. When the opposit FCV is
closed, the controller sets the pack flow to 120%.

Back-Up Temperature and Flow Control


When the primary computer fails, the secondary computer takes control with a reduced level of optimization.
The ram air flaps will open to the maximum flight position.
The water extractor outlet temperature is controlled through modulation of the
turbine by-pass valve according to the zone controller temperature demand
signal.
The pack flow remains at its previous setting.

Operational Temperature Limits


Water extractor outlet temperature limits are:
Upper Limit: 70C
Lower Limit
Two pack operation:
0 to 24000 ft = 2C
24 to 29000 ft = 0C
above 29000 ft = -15,5C
Single pack operation:

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Level 3 B1 B2

21-61-2

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Figure 1: Pack Controller Function

Flap close signal

Flap open signal

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Level 3 B1 B2

21-61-3

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Pack Sensors Function

Compressor Pneumatic Overheat Sensor

Bleed Temperature Sensor

In case of overheat, the compressor pneumatic overheat sensor causes venting


of the Flow Control Valve muscle pressure in order to close the valve.

The bleed temperature sensor signals too high pack inlet temperatures to the Centralized Fault Display System via the primary computer of the pack controller.

In case of compressor outlet overheat, the Flow Control Valve starts to close at
230C (446F) in order to avoid reaching 260C (500F).

The bleed temperature sensor is used for maintenance purposes. It triggers two
CFDS messages (class 3 faults):
PACK 1 (2) BLEED TEMP > 280C (536F)
PACK 1 (2) BLEED TEMP > 320C (608F)

Pack Inlet Pressure Sensor


The pack inlet pressure sensor signals a pack inlet pressure drop to the primary
computer of the pack controller. When the pack inlet pressure Is low, the ByPass
Valve is controlled to a more open position in order to decrease the differential
pressure of the air conditioning pack. The ram air flaps are controlled to a more
open position to compensate for the decreased efficiency of the turbine/compressor cycle.

Pressure Sensor
A pressure sensor signals pack flow to the secondary computer of the pack controller for ECAM display.
The pressure sensor converts the pressure of the mass airflow through each Flow
Control Valve Into an electrical signal for pack flow indication on ECAM.

Compressor Temperature Sensor


The compressor temperature sensor signals compressor outlet temperature to the
primary computer of the pack controller for pack temperature control and for overheat detection.
Pack temperature control
up to 205C (401F): normal operation.
205C to 210C (410F): the Ram Air Outlet flap can no longer be closed.
210C and above: the Ram Air Outlet flap opens at maximum speed.
The pack FAULT light comes on in case of pack overheat of 260C (500F), or if
230C (446F) is detected four times during one flight.

Jun04/THTA
Copyright by SR Technics

260C is the temperature threshold for warning activation.

Compressor Overheat Sensor


The compressor overheat sensor signals the compressor outlet temperature to
the secondary computer of the pack controller for overheat detection and indication on the ECAM display.
The pack FAULT light comes on in case of pack overheat of 260C (500F), or if
230C (446F) is detected four times during one flight.

Water Extractor Temperature Sensor


The water extractor temperature sensor signals the water extractor temperature
for the pack outlet temperature control.
The water extractor temperature sensor consists of two thermistors, one connected to the primary computer, the other to the secondary computer. They are used
to modulate the pack outlet temperature.

Pack Outlet Pneumatic Sensor


The pack outlet pneumatic sensor adjusts the anti-Ice valve muscle pressure to
maintain the pack outlet temperature at a fixed value when the control of the ByPass Valve is lost.
The pack outlet pneumatic sensor pneumatically controls the anti-ice valve to
maintain the pack outlet temperature at 15C (59F).

Pack Outlet Temperature Sensor


The pack outlet temperature sensor signals the pack outlet temperature to the
secondary computer of the pack controller for ECAM display.
Pack outlet temperature sensor also gives pack overheat warning indication if
pack outlet temperature goes above 95C (203F).

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Level 3 B1 B2

21-61-4

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Figure 2: Pack Sensors Function

BLEED TEMP

P
R
I
M
A
R
Y

PACK INLET
PRESSURE
COMPRESSOR TEMP.
WATER EXT. TEMP.
FAULT

PACK OVHT

OFF
REHEATER
PACK
CONT 1
FLOW CTL
VALVE

S
E
C
O
N
D
A
R
Y

PACK FLOW
WATER
EXTRACTOR
TEMP.

COMPRESSOR OVHT

BYPASS
VALVE

PACK OUTLET TEMP.

WATER
EXTRACTOR
ANTI-ICE
VALVE

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CONDENSER

Level 3 B1 B2

21-61-5

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Figure 3: Pack Controller Single Failures and Consequences

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21-61-6

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Pack Overheat and Controller Failures


Here is the normal configuration.
Figure 4: Normal Operation

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21-61-7

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Pack Overheat T = 205C (401F)


If the compressor outlet temperature is above this value, the ram air outlet flap can
no longer be closed.
Figure 5: Pack Overheat T = 205C (401F)

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21-61-8

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Pack Overheat T = 210C (410F


If the compressor outlet temperature reaches this value, the ram air outlet flap is
opened at maximum speed.
Figure 6: Pack Overheat T = 210C (410F)

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21-61-9

Training Manual
A320 Family
Pack Overheat T = 230C (446F)

Air Conditioning
21-61 Pack Temperature Control

If unsuccessful, the next phase is initiated.

If the compressor outlet temperature reaches this value, the compressor pneumatic overheat sensor begins to close the Flow Control Valve.
Figure 7: Pack Overheat T = 230C (446F)

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Level 3 B1 B2

21-61-10

Training Manual
A320 Family
Pack Overheat T = 260C (500F) or 4 Times 230C (446F)

If the compressor outlet temperature is in the conditions listed below, the FAULT
light comes on.
The Pack FAULT light comes on when:

Air Conditioning
21-61 Pack Temperature Control

The compressor outlet temperature reaches 230C (446F) 4 times during one
flight or 260C (500F).
A pack outlet temperature exceeds 95C (203F).
A valve position in disagreement with the selected position is detected.

It goes off when the compressor outlet temperature outlet is below 260C (500F).

Figure 8: Pack Overheat T = 260C (500F) or 4 Times 230C (446F)

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21-61-11

Training Manual
A320 Family
Primary Computer Failure
If the pack controller primary computer falls, the secondary computer controls the
bypass valve with the ram air flaps signalled to full open position.

Air Conditioning
21-61 Pack Temperature Control

The temperature regulation is not optimized. The ram air flaps open and the pack
flow remains at the previous setting.

Figure 9: Primary Computer Failure

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21-61-12

Training Manual
A320 Family
Primary and Secondary Computers Failure
If both pack computers of the pack Controller fail, the corresponding pack outlet
temperature is fixed by the pack anti-ice valve.

Air Conditioning
21-61 Pack Temperature Control

The Anti-Ice valve is de-energized. Thus the pack outlet temperature is fixed at
15C (59F) by the pack outlet pneumatic sensor.

Figure 10: Primary and Secondary Computers Failure

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For training purposes only

Level 3 B1 B2

21-61-13

Training Manual
A320 Family

Air Conditioning
21-61 Pack Temperature Control

Figure 11: Pack Temperature Control LRUs

PACK INLET
PRESSURE-SENSOR
16HH (36HH)

C
C

BYPASS VALVE
10HH (30HH)

COMPRESSOR OVERHEAT
TEMPERATURE-SENSOR
15HH (35HH)
COMPRESSOR OUTLET
TEMPERATURE-SENSOR
12HH (32HH)

AIR OUTLET
FLAP-ACTUATOR
9HH (29HH)

PACK INLET
TEMPERATURE-SENSOR
18HH (38HH)

Z140
Z120

FR16

PACK OUTLET
PNEUMATIC-SENSOR
10HM10 (11HM10)

FR1

PACK OUTLET
TEMPERATURE-SENSOR
13HH (34HH)

ANTI-ICE
VALVE 17HH (37HH)
FR37

WATER EXTRACTOR
TEMPERATURE-SENSOR
11HH (31HH)

94VU

AIR INLET
FLAP-ACTUATOR
8HH (28HH)

95VU
27HH 7HH
PACK CONTROLLERS

Jun04/THTA
Copyright by SR Technics

COMPRESSOR PNEUMATIC
OVERHEAT-SENSOR
10HM9 (11HM9)

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FR35

Level 3 B1 B2

21-61-14

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

21-63 Cockpit and Cabin Temperature


Control

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Level 3 B1 B2

21-63-1

Training Manual
A320 Family

Cockpit and Cabin Temperature Control Component


Function
Mixer Unit
The mixer unit mixes air from packs and recirculated air from the cabin prior to distribution to each zone.
The mixer unit, installed under the cabin floor, uses cabin air which has entered to
underfloor area and has been drawn through recircuiation filters by recirculation
fans. This air is mixed with conditioned air from the packs.

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Trim Air Pressure Switch


The trim air pressure switch signals overpressure, due to a malfunction of the trim
air Pressure Regulating Valve, to the secondary computer of the zone controller
for ECAM display and the Centralized Fault Display System (CFDS).
If pressure in the system goes to 6.5 psi above the cabin pressure, the zone controller activates the ECAM system. This signal stays until the pressure falls below
5 psi.

Trim Air Valves (TAV)

The quantity of cabin air mixed with conditioned air varies from 37% to 51%.

The Trim Air Valves allow the zone temperature to be adjusted by modulating the
hot air flow added to air from the mixer unit.

Mixer Unit Sensors

The TAVs close when the trim air Pressure Regulating Valve closes.

There are two mixer unit temperature sensors, one on either side of the mixer unit.

The butterfly of the Trim Air Valves is controlled by a stepper motor.

They indicate the actual temperature of the mixer unit to the zone controller.

Duct Temperature Sensors

Each mixer unit temperature sensor consists of two thermistors. One connected
to the primary computer and the other to the secondary computer.

Mixer Unit Flap


The mixer unit flap ensures sufficient flight deck air supply if pack 1 is selected off.
An electrically operated mixer unit flap is installed to ensure that sufficient fresh air
is delivered to the cockpit in case of pack 1 failure.

Trim Air Pressure Regulating Valve (PRV)


The trim air Pressure Regulating Valve is pneumatically operated and electrically
controlled by two solenoids. One solenoid controls the ON/OFF functions and the
second solenoid controls the safety function.
The trim air Pressure Regulating Valve regulates the pressure of the air supplied
to the trim air valves, 4 psi above the cabin pressure.
When any duct temperature goes above 80C (176F), the safety function solenoid S1 is energized and reduces downstream pressure of the valve, from 4 psi to
2 psi above the cabin pressure. It will be deenergized as soon as the temperature
returns below 70C (158F).
The ON/OFF function solenoid S2 is deenergized when the HOT AIR pushbutton
is set to OFF or when any duct temperature is above 88C (190F) or above 80C
(176F) four times in one flight leg. This closes the valve.

Jun04/THTA
Copyright by SR Technics

Each duct temperature sensor detects duct temperature for the corresponding
zone temperature control, indication and overheat detection to the zone controller.
Each duct temperature sensor consists of two thermistors, one connected to the
primary computer and the other to the secondary computer. Each thermistor provides control, indication and overheat detection (88C (190F) or 4 x 80C (176F)
).

Duct Overheat Sensors


Each duct overheat sensor detects the corresponding duct temperature for overheat detection.
Each duct overheat sensor consists of one thermistor connected to the primary
computer of the zone Controller for overheat condition detection (88C (190F) or
4 x 80C (176F) ).

Zone Temperature Sensors


Each zone sensor detects corresponding zone temperature for zone temperature
control and indication on ECAM display.
Each zone temperature sensor consists of two thermistors, one connected to the
primary computer and the other to the secondary computer.

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Level 3 B1 B2

21-63-2

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 1: Cockpit and Cabin Temperature Control Component Function

ZONE CONTROLLER
PRIMARY
ZONE TEMP

FLIGHT
DECK

FWD
CABIN

AFT
CABIN

DUCT OVHT
DUCT TEMP
TAV DRIVE
MIX UNIT TEMP
TAV POSITION

TRIM
AIR
VALVES
M

TAV LIMIT SW
IF TEMP ABOVE
80C (176F)
REDUCED
PRESSURE CTL
PRIMARY
COMPUTER
FAILURE OR
OVERHEAT

RECIRCULATION
FAN
FROM
CABIN

SECONDARY

Jun04/THTA
Copyright by SR Technics

MIXER
UNIT

FILTER

S1

S2
ZONE TEMP
DUCT TEMP
MIX UNIT TEMP
TAV POSITION
OVER PRESS
MIXER UNIT FLAP
MONITORING

MIXER
UNIT
FLAP

TRIM AIR
PRESSURE
REGULATING
VALVE
FROM
CABIN

HOT AIR

PACK 1

FAULT

FAULT

OFF

OFF

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For training purposes only

P
A1
C
K

P
A2
C
K

Level 3 B1 B2

21-63-3

Training Manual
A320 Family

Zone Controller Operation

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

HI 120 % of nominal value.


This automatic selection has priority over manual mode.

Primary Computer
The primary computer controls the normal operation of the zone controller.

APU / FADEC Demand

The primary computer provides full control of all of the system parameters.

Lowest Pack Demand


The desired temperature, selected on the overhead panel, is sent as a reference
to the zone controller. This reference temperature is corrected according to the altitude (from ADIRU 3). Then the zone controller compares it with the related zone
sensor temperature and determines which zone needs the lowest duct inlet temperature. This signal is compared with the actual mixer unit temperature. This determines the necessary pack outlet temperature.

The APU FLOW output is automatically increased when any duct demand temperature reaches the limits. During descent and ground operatIon, the engine idle setting is automatically increased when any duct demand temperature reaches the
lowest limit.
The bleed air pressure increases to provide the necessary flow to the packs.

The computed duct temperature is normally limited to 8C (46.4F)and to 50C


(122F).In case of single pack operation, these limits are extended to 2C (35.6F)
and to 70C (158F) in order to maintain the zone temperature below 27C
(80.6F) or above 21C (69.8F).

Trim Air Valve System


For the two zones which require higher duct inlet temperature, the regulation is
achieved by the Trim Air Valve system. The Trim Air Valve is controlled by the primary computer depending on the difference between the computed duct temperature demand and the actual duct temperature from the related duct sensor.
If the actual zone temperature is out of the selectable range of 18C (64.4F)to
27C (80.6F), the computed duct temperature limits are extended to 2C
(35.6F)and to 70C (158F).

Flow Demand
The desired flow, selected on the overhead panel, is sent as a reference to the
zone controller. The selected flow is automatically modified to HI flow when the
APU bleed valve is opened or the other pack OFF.
It is automatically modified to NORM if LO is selected and cooling demand is
not met, which means one duct demand temperature has reached the lowest limit.
The selected flow may be:
LO = 80 % of nominal value.
NORM = 100 % of nominal value.

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Level 3 B1 B2

21-63-4

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 2: Primary Computer

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Level 3 B1 B2

21-63-5

Training Manual
A320 Family
Secondary Computer

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 3: Secondary Computer

The secondary computer operates as a back-up in the event of primary computer


failure.
The secondary computer gives reduced level of control when used as a back-up.

Back-Up Control
Failure of the primary computer will cause the secondary computer to take over to
give a reduced level of control. In this case, the control of the Trim Air Valves is
lost, and the selectable reference zone temperature is replaced by a fixed reference value, which is used to generate the duct demand temperature without altitude correction.
The pack 1 demand will use the cockpit duct temperature demand.
The pack 2 demand will use the cabin mean duct temperature demand.

Back-Up FADEC Demand


During descent and ground operation, the engine idle setting is automatically increased when any duct temperature demand reaches the lowest limit.
The bleed air pressure increases to provide the necessary flow to the packs.

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Level 3 B1 B2

21-63-6

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 4: Zone Controller Power Supply

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Level 3 B1 B2

21-63-7

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Duct Overheat and Zone Controller Failures


Here is the normal configuration.
Figure 5: Normal Configuration

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Level 3 B1 B2

21-63-8

Training Manual
A320 Family
Duct Overheat T = 80C (176)
If a duct temperature reaches this value, the primary computer signals to the hot
air Pressure Regulating Valve to reduce downstream pressure.

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

The primary computer sends a 28VDC power signal to the hot air Pressure Regulating Valve solenoid (S1) which reduces the pressure from 4 psi to 2 psi above
cabin pressure.

Figure 6: Duct Overheat T = 80C (176)

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Level 3 B1 B2

21-63-9

Training Manual
A320 Family
Duct Overheat T = 88C (190F or 4 Times 80C (176F)
If a duct temperature reaches the conditions shown above, the Pressure Regulating Valve and the Trim Air Valves close and the FAULT light comes on.

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

The first computer which detects an overheat sends a closure signal to the hot air
PRV and a signal to the HOT AIR FAULT light. When the hot air PRV Is closed, a
signal is sent to the primary computer which controls the Trim Air Valves to close.

Figure 7: Duct Overheat T = 88C (190F or 4 Times 80C (176F)

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21-63-10

Training Manual
A320 Family
Duct Overheat T < 70C (158F)
The FAULT light goes off when the duct temperature drops below this value and
the HOT AIR pushbutton is selected off.

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

The valves will re-open when the HOT AIR pushbutton is set to ON again with the
temperature below 70C (158F).

Figure 8: Duct Overheat T < 70C (158F)

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Level 3 B1 B2

21-63-11

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Primary Computer Failure

BACKUP: secondary computer operation.

When the zone controller primary computer or the trim air system fails, the secondary computer operates as backup. Pack 1 controls the cockpit temperature
and pack 2 controls the cabin temperature to a fixed value.

Zones are controlled to 24C (75F).


Pack 1 controls the cockpit temperature.
Pack 2 controls temperature of the cabins.

Figure 9: Primary Computer Failure

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For training purposes only

Level 3 B1 B2

21-63-12

Training Manual
A320 Family
Primary and Secondary Computers Failure
When both computers of the zone controller fall, each pack is controlled to deliver
a fixed pack outlet temperature.

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Both packs are controlled to deliver a fixed temperature (20C (68F) for pack 1,
10C (50F) for pack 2).

Figure 10: Primary and Secondary Computers Failure

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For training purposes only

Level 3 B1 B2

21-63-13

Training Manual
A320 Family

Zone and Pack Controller Interface

General

Signal ECB to zone controller: APU bleed valve open, used for flow demand
calculation.

Centralized Fault Display Interface Unit (CFDIU)

Zone controller: crosstalk via internal bus.

The zone controller sends BITE data to the Centralized Fault Display Interface
Unit for system monitoring.
Signal: BITE data, used for temperature control system monitoring.

Pack controller: crosstalk via RS232 connection.

System Data Acquisition Concentrator (SDAC)


System data information is transmitted to the System Data Acquisition Concentrator via ARINC buses for system monitoring.
Signal System data Information (Temperature, valve position...), used for warning
and display.

Engine Interface Unit (EIU)


The zone controller provides data to both Engine Interface Units. Each EIU provides one discrete to the zone controller and one discrete to the corresponding
pack controller.
EIU 1, 2 to Pack Controller:
Signal take-off thrust, used for pack ram air inlet closure

Zone and Pack Controllers


The pack controllers mainly receive temperature demand, flow demand and CFDIU control signals from the zone controller and send back maintenance data signals.
Zone controller to pack controllers:
Signal: Temperature demand, zone controller status, pack ARINC reception
status, aircraft altitude, APU bleed valve position, used for pack temperature
control.
Signal: Flow demand, used for flow control.
Signal: BITE command, for CFDIU.
Pack controllers to zone controller:
Signal: pack control status, zone ARINC reception status, BITE information,
used for temperature control system monitoring.

EIU 1, 2 to Zone Controller:


Signal HP fuel valve position, used for bleed demand calculation.
Zone Controller to Engine Interface Unit 1, 2:
Signal: increase engine power, used for bleed air flow increase.
Signal: bleed and anti-ice status, used for thrust limit calculation.

Fans Parameters

Air Data Inertial Reference Unit 3 (ADIRU 3)


The Air Data Inertial Reference Unit 3 sends data to the zone controller for zone
and pack temperature control.
Signal: aircraft altitude, used for zone temperature compensation and pack water extractor outlet temperature limitation.

Electronic Control Box (ECB)


The zone controller sends data to the Electronic Control Box and receives an APU
bleed valve open discrete.
Signal zone controller to ECB: increase APU speed, used for increased bleed
air flow.

Jun04/THTA
Copyright by SR Technics

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

The zone controller receives discrete signals from recirculation and toilet fans for
monitoring.
Signal: recirculation, toilet and galley and AFT cargo ventilation fans operation,
used for monitoring for transmission to SDACs and CFDIU.

Anti-Ice and Pneumatic Parameters


Anti-ice and pneumatic parameters are used to detect faults and to ascertain the
status of the bleed air system for transmission to CFDIU and EIUs.
Signals: valve positions, low and high pressure,.. etc..., used for anti-Ice system fault detection for the CFDIU and thrust limit calculatIon for the EIUs.

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For training purposes only

Level 3 B1 B2

21-63-14

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Landing Gear Control Interface Unit 2 (LGCIU 2)

Braking and Steering Control Unit (BSCU)

The Landing Gear Control interface Unit 2 sends a GROUND/FLIGHT signal to


both pack controllers for pack Ram Air Inlet flap operation.
Signal: ground/flight, used for pack Ram Air Inlet flap closure during take-off
and landing phases.

The BSCU sends a wheel speed signal to both pack controllers for pack Ram Air
Inlet flap operation.
Signal: wheel speed, used for pack ram air inlet flap closure during take-off and
landing phases.

Figure 11: Zone and Pack Controller Interface


SDAC1

SDAC2

EIU 1

EIU 2

ADIRS3

ECB

CFDS

ZONE CONTROLLER
PRIMARY

SECONDARY

FAN PARAMETERS

PNEUMATIC
ANTI-ICE
PARAMETERS PARAMETERS

LH PACK CONTROLLER
PRIMARY

SECONDARY

LGCIU2

Jun04/THTA
Copyright by SR Technics

RH PACK CONTROLLER
PRIMARY

SECONDARY

BSCU

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Level 3 B1 B2

21-63-15

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Zone and Pack Controller Bite and Test Description


General
The cabin temperature control system is monitored and controlled by two kinds of
controllers, one ZONE CONTROLLER and two identical PACK CONTROLLERS.
Each controller contains one primary computer and one secondary computer.
Each primary and secondary computer contains one BITE.
The tests performed by each BITE are:
Power up test
MCDU test
In Operation test.
All information received by the CFDS is sent by the ZONE controller.

Jun04/THTA
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For training purposes only

Level 3 B1 B2

21-63-16

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 12: Zone and Pack Controller Bite and Test Description

Jun04/THTA
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For training purposes only

Level 3 B1 B2

21-63-17

Training Manual
A320 Family
Power Up Test

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 13: Power Up Test

For the PACK controllers, the power up test starts automatically at power up provided that the aircraft is on the ground and both packs are selected OFF.

For the ZONE controller, the power up test starts automatically at


power up provided that the aircraft is on the ground, both packs are
selected OFF and both pack controllers having finished their power
up test plus 5 seconds.
Pack Controllers
The power up test will be initiated again under the same conditions and if the computer power supply has been cut off for more than 2 ms.
The duration of the power up test is 30 seconds.

Zone Controller
The power up test will be initiated again if the computer power supply has been
cut off for more than 200 ms.
The duration of the power up test is 36 seconds.
The tested elements are the bypass valve, the Pressure Regulating Valve, the
Trim Air Valves and the integrity of the controllers.

Jun04/THTA
Copyright by SR Technics

Corresponding with JAR


For training purposes only

Level 3 B1 B2

21-63-18

Training Manual
A320 Family
During aircraft power up, in case of failure, here is an example of what can be displayed on the ECAM.

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

The reading of the BITE contents of the ZONE controller through the GND REPORT of the CAB TEMP CONT menu gives the faulty component.

The power up test is not OK. You have to dialog with the ZONE controller through
the CFDS SYSTEM REPORT/TEST in order to get more information about the
snag.

This is a class 1 failure.


Figure 15:

Figure 14:

COND TRIM AIR SYS FAULT

CAB TEMP CONT


GND REPORT
GMT

- TRIM AIR HI PRESS

DOOR / OXY

ATA
TRIM AIR PRESS VALVE
0727
21-63-52 14HK

OXY 1850 PSI

RETURN

Jun04/THTA
Copyright by SR Technics

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For training purposes only

PHASE
01

PRINT *

Level 3 B1 B2

21-63-19

Training Manual
A320 Family
MCDU Test

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 16: MCDU Test

The MCDU test can be performed only if, aircraft is on the ground, both packs are
selected OFF, the engine 1 and 2 thrust control levers are at idle and HOT AIR
switch on panel 30VU is in the on position.
Before you start the test, make sure that there are no persons near the RAM
AIR OUTLET DOORS.
This test has to be performed each time a maintenance action has been made on
the controllers, valves and RAI/RAO actuators. The duration of the test is approximately 300 seconds.

Pack Controllers
The MCDU test function is activated through the ZONE controller.
The tested elements are:
The PACK controllers (PRIMARY and SECONDARY computer integrity), the Flow
Control Valve, the ByPass Valve, the Ram Air Inlet/Outlet actuators (RAI/RAO ACTR).

Zone Controller
The MCDU test function is activated through the CAB TEMP CONT TEST mode
of the CFDS.
The tested elements are:
The ZONE controller (PRIMARY and SECONDARY computer integrity), the PRV
(for pressure reducing function, opening and closure command, auto closure function), the Trim Air Valve (end to end check of motion and speed).

Jun04/THTA
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For training purposes only

Level 3 B1 B2

21-63-20

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

A test has been performed on the MCDU.


The test result gives you the affected component in case of test failed.
All the failure messages are sent through the ZONE controller to the CFDS.
This is a class 1 failure.
This test is performed continuously when the system operates.
Figure 17:

CAB TEMP CONT


TEST
TEST FAILED
21-61-34
P1 CONT 7HH
END OF TEST

RETURN

Jun04/THTA
Copyright by SR Technics

PRINT *

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Level 3 B1 B2

21-63-21

Training Manual
A320 Family
In Operation Test

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 18: In Operation Test

Pack Controllers
During the In Operation test, the PACK controllers test all pack sensors, the Flow
Control Valve, the Anti-Ice Valve, the RAI/RAO actuators, the ByPass

Zone Controller
During the In Operation test, the ZONE controller tests the integrity of its own PRIMARY and SECONDARY computers, ADIRS/ZONE CONTROLLER and CFDS/
ZONE CONTROLLER interfaces, the fans, the sensors, the selectors, the Trim Air
Valves, the Pressure Regulating Valve with its pressure switch, the mixer unit flap
actuator and the wing Anti-Ice Valve.
All information is sent to the CFDS via the ZONE controller.

Jun04/THTA
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Level 3 B1 B2

21-63-22

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

The pilot reports:


PACK 1 REGUL FAULT message on the ECAM.
Here is the message given by the PACK controller BITE In the LAST LEG REPORT through the ZONE controller.
This is a class 1 failure.
Figure 19:

CAB TEMP CONT


LAST LEG REPORT
DATE: 22DEC
GMT
ATA
FIN
P1 WATER EX TEMP SENSOR
1000 21-61-13
31HN

RETURN

Jun04/THTA
Copyright by SR Technics

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Level 3 B1 B2

21-63-23

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 20: Pack Controller 1 (2)


TEST MODE
PWR
UP
TEST

LRU

PRIM

MCDU
TEST

SEC

PRIM

SEC

PACK1(2) MAIN COMPUTER SUPPLY

IN
OPERATION
TEST
PRIM

SEC

NO 28V ON PACK 1(2) MAIN

PACK1(2) SECD COMPUTER SUPPLY

BLEED SYSTEM MALFUNCTION

P1(2) BLEED TEMP > 280C

P1(2) BLEED TEMP > 320C


X

P1(2) FLOW SENSOR


P1(2) FLOW CTL VALVE

NO 28V ON PACK 1(2) SECD

PACK1(2) PRESSURE (FLOW) SENSOR 10HB(9HB)


PACK1(2) FLOW CONTROL VALVE 11HB(8HB)

MCDU - MESSAGES

P1(2) FLOW SENSOR

P1(2) AIR CYCLE MACH CHECK

BSCU 10GG

P1(2) AIR CYCLE MACH CHECK

PACK1(2) AIR CYCLE MACHINE 10HM1(11HM1)

P1(2) AIR CYCLE MACH CHECK

PACK1(2) COMPR DISCH T' SENSOR 12HH(32HH)

PACK1(2) COMPR OVHT SENSOR 15HH(35HH)


PACK1(2) WATER EXTR. T' SWITCH 11HH(31HH)

PACK1(2) OUTLET T' SENSOR 13HH(34HH)

P1(2) COMP TEMP SENSOR


X

P1(2) COMP OVHT SENSOR

P1(2) WATER EX TEMP SENSOR

P1(2) OUT TEMP SENSOR

PACK1(2) PRESS INLET SENSOR 16HH(36HH)

P1(2) PRESS INL SENSOR

PACK1(2) BLEED TEMP SENSOR 18HH(38HH)

P1(2) BLEED TEMP SENSOR

P1(2) BLEED TEMP > 280C


P1(2) BLEED TEMP > 320C

PACK1(2) ANTI-ICE VALVE 17HH(37HH)

P1(2) CONT OR ANTI ICE VALVE

PACK1(2) RAI ACTUATOR 8HH(28HH)

P1(2) RAM AIR IN ACTUATOR

PACK1(2) RAO ACTUATOR 9HH(29HH)

P1(2) RAM AIR OUT ACTUATOR

P1(2) BYPASS VALVE

P1(2) CONT

PACK1(2) BYPASS VALVE 10HH(30HH)

PACK1(2) CONTROLLER 7HH(27HH)

Jun04/THTA
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Level 3 B1 B2

21-63-24

Training Manual
A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 21: Zone Controller


TEST MODE
PWR
UP
TEST

LRU

PRIM

MCDU
TEST

SEC

PRIM

SEC

IN
OPERATION
TEST
PRIM

ZONE PRIMARY COMPUTER SUPPLY

SEC

NO 28V ON ZONE MAIN

ZONE SECD COMPUTER SUPPLY

ZONE CONT/ADIRS INTFC

NO 28V ON ZONE SECD


NO DATE FROM ADIRS

ZONE CONT/CFDS INTFC

MCDU - MESSAGES

NO DATE FROM CFDS

RECIRCULATION FAN 1(2) 15HG(14HG)

RECIRC FAN 1(2) OR SPLY

GALLEY AND TOILET FAN 1HU

GALLEY AND TOILET FAN OR SPLY

AFT CARGO VENT FAN 35HN

AFT CARGO FAN OR SPLY

FLOW SELECTOR 5HB

FLOW SEL

TEMP. SELECTOR 29HK(27HK)(28HK)

AFT CAB(CKPT)(FWD CAB) TEMP SEL

DUCT TEMP. SENSOR 17HK(15HK)(16HK)

MIXER TEMP. SENSOR 24HK(25HK)

TEMP. SENSOR 23HK(21HK)(22HK)

DUCT OVHT SENSOR 20HK(18HK)(19HK)

TEMP SENSOR L/H(RH) MIXER


X

TRIM AIR VALVE 13HK(11HK)(12HK)

PRESSURE REGULATING VALVE 14HK

X
X

TEMP SENSOR AFT CAB (CKPT)(FWD CAB)


AFT CAB(CKPT)(FWD CAB) DUCT OVHT SENSOR

X
X

TEMP SENSOR AFT CAB(CKPT)(FWD CAB) DUCT

TRIM VALVE AFT CAB(CKPT)(FWD CAB)


TRIM AIR PRESS VALVE

TRIM AIR PRESS VALVE OR PRESS SWITCH

TRIM AIR PRESS VALVE OR PRESS SWITCH

BLEED SYSTEM (ATA36)

NO BLEED AIR ENG 1(2)

LH(RH) WING ANTI ICE V. 9DL (10DL)

L(R) WAI FILTER OR VALVE

PRV PRESSURE SWITCH 26HK

MIXER UNIT FLAP ACTUATOR 14HK


ZONE CONTROLLER 8HK

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MIXER FLAP DRIVE OR SPLY

ZONE CONT

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A320 Family

Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 22: Single Failure/Consequences Associated/Zone Controller

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Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 23: Cockpit and Cabin Temperature Control-Component Location

FR24

A
Z120

FR1

TEMPERATURE SELECTORS
27HK

28HK

29HK

7HK HOT
AIR SWITCH

8HK ZONE
CONTROLLER

30VU AIR CONDITIONING PANEL

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Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 24: Cockpit and Cabin Temperature Control-Component Location


FR40

23HK
CABIN
TEMPERATURE
SENSOR

22HK
Z250
CABIN
TEMPERATURE
SENSOR

FR35.6

Z230
21HK
COCKPIT
TEMPERATURE
SENSOR
FR52
FR51

Z210
120VU

FR27
FR26
19HM
TRIM AIR
CHECK VALVE

FR12

FR1
18HM
TRIM AIR
CHECK VALVE

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Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 25: Cockpit and Cabin Temperature Control-Component Location


19HK
DUCT OVHT
TEMPERATURE
SENSOR
(FWD CABIN)

FR40

20HK
DUCT OVHT
TEMPERATURE
SENSOR
(AFT CABIN)

FR35.6

17HK
DUCT
TEMPERATURE
SENSOR
(AFT CABIN)

FROM
PACK 2

25HK
MIXER UNIT
TEMPERATURE
SENSOR RH

24HK
MIXER UNIT
TEMPERATURE
SENSOR LH

FROM
PACK 1

12HK
TRIM AIR
VALVE
(FWD CABIN)
11HK
TRIM
AIR VALVE
(COCKPIT)

15HK
DUCT
TEMPERATURE
SENSOR
(COCKPIT)

18HK
DUCT OVHT
TEMPERATURE
SENSOR (COCKPIT)

16HK
DUCT
TEMPERATURE
SENSOR
(FWD CABIN)

14HK
TRIM AIR
PRESSURE
REGULATING VALVE

13HK TRIM
AIR VALVE
(AFT CABIN)

26HK
HOT AIR
PRESSURE
SWITCH

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Air Conditioning
21-63 Cockpit and Cabin Temperature Control

Figure 26: Zone Controller

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Study Questions
Air Conditioning

21-Study Questions
21-20 Lavatory / Galley Ventilation

5. When does the skin exchanger inlet bypass valve open?


Answer:

1. Where does the LAV and GALLEY ventilation air come from?
Answer:

6. When does the skin heat exchanger operate on the ground?


Answer:

2. What is the purpose of the avionics equipment ventilation computer?


Answer:

3. What is the purpose of the avionics ventilation system in the avionics bay?
Answer:

21-28 Cargo compartment ventilation


7. What does the aft isolation valve pushbutton control?
Answer:

4. How is the forward cargo compartment ventilated?


Answer:

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8. What indicates the AFT ISOL VALVE P/B FAULT?
Answer:

Study Questions
Air Conditioning

12.What is the maximum normal cabin altitude for maximum cruise level
(39000ft)?
Answer:

21-32 Pressurization
9. What is the number of outflow valves and safety valves?

13.Where do you check the correct manual landing elevation setting?


Answer:

Answer:

14.What happens if the mode selector is set to MAN and the ditching pushbutton
is set to on?
10.What happens when manual mode is used?

Answer:

Answer:

11.What is the purpose of the safety valves?


Answer:

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initialisation?
Answer:

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A320 Family
16.In manual mode warnings and indications come from :
Answer:

17.The cabin pressure fault lite comes on when?


Answer:

21-50 Flow control and Indication

Study Questions
Air Conditioning

20.What is the purpose of the pack ram air inlet flap?


Answer:

21.How is the flow control valve actuated?


Answer:

22.If the pack controller fails the pack outlet temperature is controlled by?
Answer:

18.What is the main purpose of the pack anti-ice valve?


Answer:

21-60 Zone Temperature control


19.What is the main purpose of the pack bypass valve?
Answer:

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23. What is the purpose of the pack?


Answer:

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24.What is the function of each pack controller?
Answer:

Study Questions
Air Conditioning

29.What flow is delivered by the pack with the pack flow selector on LO and bleed
air supplied by the APU?
Answer:

25.What is the purpose of the zone controller?


Answer:

30.What happens when the RAM AIR pushbutton is set to ON?


Answer:

26.What is the function of the trim air valve?


Answer:
31.Which sensor pneumatically closes the flow control valve in case of pack overheat?
Answer:
27.The mixer unit flap opens if
Answer:

28.How is the basic temperature regulated by the zone controller?


Answer:

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32.Which sensor may signal pack overheat to the pack controller?


Answer:

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A320 Family

Study Questions
Air Conditioning

33.If a duct overheat is detected


Answer:

34.The pack controllers send to the zone controller:


Answer:

35.To close the pack ram air inlet flap the pack controller needs information from:
Answer:

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A320 Family

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Training Manual
A320 Family

Auto Flight
22-00 General

22 Auto Flight
22-00 General

Knowing the position of the aircraft and the desired flight plan (chosen by the pilot),
the system is able to compute the orders sent to the surfaces and engines so that
the aircraft follows the flight plan.

Auto Flight System Design Philosophy

The pilot has an important monitoring role.


During Auto Flight System operation, side sticks and thrust levers do not
move automatically.

General Concept
The Auto Flight System (AFS) calculates orders to automatically control the flight
controls and the engines.
The Auto Flight System computes orders and sends them to the Electrical Flight
Control System (EFCS) and to the Full Authority Digital Engine Control (FADEC)
to control flying surfaces and engines.
When the AFS is not active, the above mentioned components are controlled by
the same systems but orders are generated by specific devices (i. e. side sticks
and thrust levers).

AFS/ Fly by Wire


If the pilot moves the side stick when the Auto Flight System is active, it disengages the autopilot.
Back to manual flight, when the side stick is released, the Electrical Flight Control
System maintains the actual aircraft attitude.

System Design

Navigation

To meet the necessary reliability, the Auto Flight System is built around four computers:

A fundamental function of the Auto Flight System is to calculate the position of the
aircraft.

Two Flight Management and Guidance Computers (FMGCs) and two Flight Augmentation Computers (FACs).

When computing the aircraft position, the system uses several aircraft sensors
giving useful information for this purpose.

Each Flight Management and Guidance Computer and each Flight Augmentation
Computer has a command part and a monitor part.

Flight Plan

They are "FAIL OP" (fail operative) systems.

The system has several flight plans in its memory. These are predetermined by
the airline.
A flight plan describes a complete flight from departure to arrival, it includes vertical information and all intermediate waypoints.
It can be displayed on the instruments (CRTs).

Operation
There are several ways to use the Auto Flight System. The normal and recommended way to use the Auto Flight System is to use it to follow the flight plan automatically.

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Auto Flight
22-00 General

Figure 1: AFS Design Philosophy

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Auto Flight
22-00 General

Figure 2: FMGC Interfaces

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Auto Flight System Presentation

Auto Flight
22-00 General

The FAC includes an interface between the Auto Flight System and the Centralized Fault Display System (CFDS) called Fault Isolation and Detection
System (FIDS).

General
The Auto Flight System (AFS) provides the pilots with functions reducing their
workload and improving the safety and the regularity of the flight.
The Auto Flight System is designed around:
2 Flight Management and Guidance Computers (FM GCs),
2 Flight Augmentation Computers (FACs),
2 Multipurpose Control and Display Units (MCDUs),
1 Flight Control Unit (FCU).

This function is activated only in position 1 (FAC 1).

Other Systems
The Auto Flight System is connected to the majority of the aircraft systems.
Examples of Auto Flight System data exchanges:
Reception of the aircraft altitude and attitude from the Air Data and Inertial Reference System (ADIRS).
Transmission of autopilot orders to the Elevator and Aileron Computers
(ELACs).

Controls
The FCU and the MCDUs enable the pilots to control the functions of the FMGCs.
The FAC engagement pushbuttons and the rudder trim control panel are connected to the FACs.
The MCDUs are used for long-term control of the aircraft and provide the interface
between the crew and the FMGC allowing the management of the flight.
The FCU is used for short-term control of the aircraft and provides the interface
required for transmission of engine data from the FMGC to the Full Authority Digital Engine Control (FADEC).

FMGCs
There are two interchangeable FMGCs.
Each FMGC is made of two parts: the Flight Management part called FM part and
the Flight Guidance part called FG part.
The Flight Management part provides functions related to flight plan definition, revision and monitoring.
The Flight Guidance part provides functions related to the aircraft control.

FACs
The basic functions of the FACs are the rudder control and the flight envelope protection.

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Auto Flight
22-00 General

Figure 3: AFS Presentation

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Auto Flight
22-00 General

FAC General

Flight Envelope Protection

Functions

For flight envelope protection, the FAC computes the various characteristic
speeds for aircraft operation, the low energy warning, the excessive angle of attack and windshear detections.

The basic functions of the Flight Augmentation Computer (FAC) are:


yaw damper,
rudder trim,
rudder travel limitation,
flight envelope protection.

The characteristic speeds computed using the ADIRU, Landing Gear Control and
Interface Unit (LGCIU), FMGC and Slat Flap Control Computer (SFCC) data, are
displayed on the PFDs.
The alpha floor (excessive angle of attack) and windshear detections are sent to
the FMGCs.

Yaw Damper
The yaw damper has four functions and controls the rudder via yaw damper actuators.
Upon Flight Management and Guidance Computer (FMGC), Elevator Aileron
Computer (ELAC) or FAC orders, the yaw damper provides:
dutch roll damping,
turn coordination,
engine failure compensation,
yaw guidance order execution.

Rudder Trim
The rudder trim orders come from the rudder trim selector, or from the FMGC to
control the rudder via the rudder trim actuator.
The rudder trim provides:
manual trim with RUD TRIM selector,
auto trim when the autopilot is engaged.

The low energy warning computation is sent to the Flight Warning Computer
(FWC) which generates an aural warning: "SPEED, SPEED, SPEED".

Controls
Each FAC receives inputs from its related pushbutton, the RUD TRIM selector and
the RUD TRIM RESET pushbutton.
The RUD TRIM selector deflects the rudder.
The RESET pushbutton returns the rudder to the neutral position.

Displays
Some of the data computed by the FAC is displayed.
The characteristic speeds computed by the FACs are shown on the speed
scale of the Primary Flight Display (PFD).
The rudder trim position is displayed on the ECAM System Display and on the
RUD TRIM control panel.
The red WINDSHEAR indication is displayed in the center of both PFDs.
The Rudder Travel Limiting position is not displayed. Only its maximum stop
positions are shown on the ECAM.

Rudder Travel Limitation


The Rudder Travel Limiting unit limits the deflection of the rudder according to the
aircraft speed.
The Rudder Travel Limiting function:
limits the deflection for structure integrity,
prevents excessive deflections which would penalize the aircraft performance.
Aircraft speed information is provided by the Air Data Inertial Reference Units
(ADIRUs).

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Auto Flight
22-00 General

Figure 4: FAC General

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FMGC General

Data computed by the Flight Management part is occasionally used by the Flight
Guidance part.

Controls
The Flight Management and Guidance Computer( FMGC) functions, Flight Management and Flight Guidance, are mainly controlled from the Multipurpose Control
and Display Units (MCDUs) and the Flight Control Unit (FCU).
Typical actions are:
Before departure, on the MCDUs, the pilots select the flight plan which will be
followed later on by the aircraft.
In flight, on the FCU, the pilots can engage the autopilot and can modify different flight parameters leading to an immediate change in the control of the aircraft.

MCDUs (Control Part)


Basically, the MCDUs provide the long-term interface between the crew and the
FMGCs.
The MCDUs allow, for example:
the introduction or the definition, the modification and the display of flight plans,
the display, the selection and the modification of the parameters associated
with the flight management functions,
the selection of specific functions.

FCU (Control Part)


Basically, the FCU provides the short-term interface between the crew and the
FMGCs.
The FCU allows, for example:
the engagement of the auto pilot, Flight Director and autothrust functions,
the selection of required guidance modes (e. g. heading hold),
the selection of various flight parameters (e. g. heading value).

Flight Plan
A flight plan contains the various elements and constraints of the route the aircraft
must fly along from take-off to landing.
A flight plan can be selected, built-up, modified and monitored through the MCDU.

Lateral Functions
The main lateral functions are:
aircraft position determination,
IRS alignment through the MCDU,
automatic or manual (through MCDU) selection of VOR, DME, ILS, ADF frequencies,
guidance computation along the lateral flight plan.
A navigation data base provides all necessary information to build a flight plan;
however pilots can enter other data using the MCDU.

Vertical Functions
The main vertical functions are:
optimized speed computation; the resulting target speed being used as reference for guidance functions,
performance predictions as time, fuel, altitude, wind at various points of the
flight,
guidance computation along the vertical flight plan.
A performance data base provides necessary data; however pilots have to enter
other data using the MCDU.

Guidance
The Flight Guidance part provides the autopilot, Flight Director and autothrust
functions.

Management
The Flight Management part mainly provides the flight plan selection with its lateral and vertical functions. The Flight Management part provides navigation, performance optimization, radio navigation tuning and information display
management.

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Auto Flight
22-00 General

These functions work according to modes generally chosen on the FCU.


The normal way to operate the aircraft is to use the management part as reference
source for the guidance part.

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Auto Flight
22-00 General

Figure 5: FMGC General

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Auto Flight
22-00 General

AP

MCDUs (Display Part)

The autopilot (AP) function calculates the signals for the flight controls in order to
follow the selected modes.

The MCDUs display all data related to the management part.

The autopilot controls the pitch, roll and yaw axis according to the selected modes.

Example: Identification of the successive waypoints of the flight plan.

Example of autopilot mode: Altitude hold.

FCU (Display Part)

FD

The FCU is also considered as a display as it includes indication lights and Liquid
Cristal Display (LCD) windows.

The Flight Director (FD) displays the guidance commands on both Primary Flight
Displays (PFDs), allowing the pilots to fly the aircraft manually according to the
FMGC demands.

The FCU includes:


lights giving mode indications,
Liquid Cristal Display windows showing reference parameters.

Two cases have to be considered:


Autopilot not engaged:
The FD function displays symbols on the PFD which gives orders to the pilot
to maintain the desired parameter(s). In this case, the pilot follows these orders
by acting on the flight controls.
Autopilot engaged:
The FD function displays symbols on the PFD representing the autopilot orders
to be monitored by the pilot.

A/ THR

Example: During a climb with autopilot, the altitude window displays the altitude
the aircraft is going to capture.

PFDs
The PFDs mainly display the flight director symbols and the status of guidance
functions and their modes.
It also displays reference parameters.
Example: The target speed value is represented by a symbol on the speed scale
of the PFD.

The autothrust (A/THR) function calculates the signal necessary for engine control
in order to follow a given mode.

NDs

Example of autothrust mode: Acquisition and holding of a speed or a Mach


number.

Example: Airports or waypoints around the present position of the aircraft.

ECAM

Displays
Various displays are used to present Flight Management and Guidance System
(FMGS) data and information.
The main displays presenting Flight Management and Guidance information are:
the Multipurpose Control and Display Units (MCDUs/ Display part),
the Flight Control Unit (FCU/ Display Part),
the Primary Flight Displays (PFDs),
the Navigation Displays (NDs),
the ECAM Engine/ Warning Display (EWD) and ECAM STATUS pages.

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The NDs mainly display the flight plan and various navigation data.

The ECAM Engine/ Warning Display (EWD) page presents warning messages related to function or computer failures.
The ECAM STATUS page displays the landing capabilities.

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Auto Flight
22-00 General

Auto Flight System Control and Indicating


FCU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face
includes an Auto Flight System (AFS) control panel between two Electronic Flight
Instrument System (EFIS) control panels.
The AFS control panel allows and displays the engagement of autopilots (APs)
and autothrust (A/ THR), and the selection of guidance modes and flight parameters.
The EXPEDite push button can be optionally removed from the AFS control
panel.
The two EFIS control panels control and display, for each EFIS side (Capt and F/
O), the Primary Flight Display and Navigation Display functions (respectively baro
and Flight Director (FD) conditions, and Navigation Display modes).

MCDUs
Two Multipurpose Control and Display Units (MCDUs) are located on the center
pedestal.
The MCDU is the primary entry/ display interface between the pilot and the FM
part of the FMGC.
MCDU allows system control parameters and flight plans to be inserted, and is
used for subsequent modifications and revisions.
The MCDU displays information regarding flight progress and aircraft performances for monitoring and review by the flight crew.

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Auto Flight
22-00 General

Figure 6: AFS Control and Indication - FCU & MCDU

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Auto Flight
22-00 General

NDs
The two Navigation Displays (NDs) are located on the main instrument panel.
The Navigation Display is built from:
flight plan data,
data selected via the FCU,
aircraft present position,
wind speed/ direction,
ground speed/ track.

PFDs
The two Primary Flight Displays (PFDs) are located on the main instrument panel.
The Flight Mode Annunciator (FMA) is the top part of the Primary Flight Display
(PFD).
Each PFD displays:
AP/ FD/ A/ THR engagement status on the FMA,
AP/ FD and A/ THR armed/ engaged modes on the FMA,
FD orders,
FAC characteristic speeds on the speed scale.

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Auto Flight
22-00 General

Figure 7: AFS Control and Indication - ND & PFD

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Resets
The FMGC, FAC, FCU and MCDU resets are possible in the cockpit.

Auto Flight
22-00 General

Depending on the computer (1 or 2), the circuit breakers are located either on the
overhead circuit breakers panel 49VU or on the rear circuit breakers panel 121VU.

Figure 8: AFS Control and Indication - Resets

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Auto Flight
22-00 General

RMPs
The Radio Management Panels (RMPs) are located on the center pedestal near
Multipurpose Control and Display Units 1 and 2.
The RMPs are used for navaid standby selection.

EWD/ SD
The Engine/ Warning Display (EWD) and the System Display (SD) are located on
the main instrument panel.
The EWD displays AFS warning messages.
The SD displays AFS information such as inoperative systems on the STATUS
page or landing capabilities availability.

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Auto Flight
22-00 General

Figure 9: AFS Control and Indication - RMPs & EWD / SD

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Attention Getters
The attention getters are located on the glareshield panel on the Capt and F/ O
sides.

Auto Flight
22-00 General

The MASTER CAUTION and/ or the MASTER WARNING are activated when an
AFS disconnection occurs.
The AUTOLAND warning is activated when a problem occurs during final approach in automatic landing.

Figure 10: AFS Control and Indication - Attention Getters

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Basic Operational Principles

Auto Flight
22-00 General

Entry of the flight plan (lateral and vertical) and V2 into the MCDU is taken into account by the Flight Management (FM) part and confirmed by the lighting of the associated lights on the FCU.

General
This sequence describes the operational use of the Flight Management and Guidance Computers (FMGCs) in a normal operation with a total availability of the concerned functions.
The short-term pilot orders are entered through the Flight Control Unit (FCU). The
long-term pilot orders are entered through the Multipurpose Control and Display
Unit (MCDU).
Four key-words for the control principle and both types of guidance are to be kept
in mind in order to avoid handling errors.
Aircraft control is AUTOMATIC (Autopilot or autothrust), or MANUAL (Pilot action
on side sticks or on thrust levers). Aircraft guidance is MANAGED (Targets are
provided by the FMGC), or SELECTED (Guidance targets are selected by the pilot
through the FCU).

Data Base Loading

A/ THR Engagement
Autothrust (A/ THR) engagement occurs when the pilot moves the thrust levers to
the TO/ GA or FLX/ MCT gate.
Then: The FMGC automatically engages:
the take- off modes for yaw and longitudinal guidance (RunWaY (RWY) and
Speed Reference System (SRS)),
the autothrust function (but it is not active).
The FD symbols appear on the PFD (Green FD yaw bar and pitch bar).
For take- off, the thrust levers are set to the TO/ GA gate or the FLEX/ MCT gate
if a flexible temperature has been entered on the MCDU.
At the thrust reduction altitude, the FM part warns the pilot to set the thrust levers
to CLB gate.
The thrust levers normally will not leave this position until an audio message
"RETARD" requests to the pilot to set the thrust levers to IDLE gate before
touchdown.

The data base must be loaded and updated to keep the system operational.
Only the navigation data base is periodically updated.

AP Engagement
Power- Up Test FD Engagement
As soon as electrical power is available, the Flight Director (FD) is automatically
engaged provided that the power- up test is done.
No guidance symbols are displayed as long as no AP/ FD mode is active.

Either autopilot (AP) can only be engaged 5 seconds after lift off. Only one autopilot can be engaged at a time, the last in, being the last engaged.
After the normal climb, cruise and descent phases, selection of LAND mode (Autoland) allows both APs to be engaged together.
After touchdown, during ROLL OUT mode, APs remain engaged to control the aircraft on the runway centerline.

MCDU Initialization
First, MCDU STATUS page is displayed. Then, the pilot uses the MCDU for flight
preparation, which includes:
choice of the data base,
flight plan initialization,
radio nav entries and checks,
performance data entry (V1, VR, V2 and FLEX TEMP).

Then the pilot disengages the APs at low speed, taxies and stops the aircraft.

V2, at least, must be inserted in the M CDU before take- off.

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Auto Flight
22-00 General

Figure 11: Basic Operational Principles

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Auto Flight
22-10 Autopilot

22-10 Autopilot
General
The autopilot (AP) is engaged from the Flight Control Unit (FCU) by the related
pushbuttons.
Autopilot engagement is indicated by the illumination of the AP 1 pushbutton or/
and the AP 2 pushbutton (Three green bars) and by the white "AP1", "AP2" or
"AP1+ 2" indication on the top right of each Primary Flight Display (PFD).
The autopilot guidance modes are selected from the FCU or the Flight Management and Guidance Computers (FMGCs).
The autopilot function is a loop where, after a comparison between real and reference parameters, the FMGC computes orders which are sent to the flight controls.
The loop is closed by real values coming from sensors and given by other systems
(e.g. ADIRS) to the FMGCs. When the autopilot is engaged, the load thresholds
on the rudder pedals and the sidesticks are increased. If a pedal or sidestick load
threshold is overriden, the autopilot disengages.

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A320 Family
Modes

Auto Flight
22-10 Autopilot

The rudder is controlled by the autopilot via the FACs.

There are lateral modes and vertical modes.


Basically, one of each is chosen by the pilot or by the system.
The autopilot being engaged, one lateral mode and one vertical mode are simultaneously active.
According to flight phases, the lateral mode controls:
the ailerons via the Elevator Aileron Computers (ELACs),
the spoilers via the ELACs and the Spoiler Elevator Computers (SECs),
the rudder via the Flight Augmentation Computers (FACs),
the nose wheel via the ELACs and the Braking/ Steering Control Unit (BSCU).

During roll out, the autopilot gives steering orders to the rudder and the nose
wheel. These orders depend on the aircraft speed.
Aileron and spoiler autopilot orders are null. The THS is reset to 0.5 nose up.
The spoilers are directly controlled by the SECs as airbrakes.
During rollout, at low speed (about 60 knots), the pilot normally disengages the autopilot by pressing a takeover pushbutton located on the sidestick.

The vertical mode controls the elevators and the Trimmable Horizontal Stabilizer
(THS) via the ELACs.

Ground
For maintenance purposes, the autopilot can be engaged on ground with both engines shut down.
Hydraulic power is not required.
When an engine is started, the autopilot disengages.

Take-Off
The autopilot can be engaged in flight, provided the aircraft has been airborne for
at least 5 seconds.

Cruise
In cruise, only one autopilot can be engaged at a time, priority given to the last engaged. Engaging the second autopilot disengages the first one.
The ailerons and the spoilers execute the orders of lateral modes, the elevators
and the THS execute the orders of vertical modes.
The rudder is controlled not by the autopilot but directly by the FACs.

Landing
If the airfield is equipped with ILS installations, the autopilot can perform a complete landing with approach, flare and roll out.
A second autopilot can be engaged (AP 1 active, AP 2 in standby).

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Auto Flight
22-10 Autopilot

Figure 1: Autopilot

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Autopilot Engagement Conditions

In ROLLOUT only: 1 BSCU.

The FMGC AP commands are processed by the FACs and Elevator Aileron Computers (ELACs) and are further transmitted to the Brake and Steering Control Unit
(BSCU) and Spoiler Elevator Computers (SECs) in order to position the control
surfaces for the pitch, roll, and yaw axes and the nose wheel.

Engagement Conditions
Pushing the AP P/B on the FCU engages the respective autopilot.
Only one AP can be engaged at a time except:
in LOC-G/S (armed or engaged), ROLLOUT and GA modes where 2 AP may
be engaged.
If one AP is engaged with both FD previously OFF, the AP will engage in HDGV/S or TRK-FPA (basic modes) depending on FCU selection.
If one AP is engaged with at least one FD already engaged, the AP will engage
in the current active FD modes.
One AP can be engaged on ground if engines are not running. The AP will automatically disengage when either engine is started.
At AP engagement the load thresholds on the side stick controllers and on the
rudder pedals are increased.
The API or 2 can be engaged by pressing the corresponding P/B on the FCU
provided, all of the following svstem conditions have been met:
A320: The A/C is above 30 ft RH and airborne for at least 5 seconds.
A321: The A/C is above 100 ft RH and airborne for at least 5 seconds.
2 ADIRS operative.
FG part of FMGC operative.
FM part of FMGC operative (except in LAND < 700 ft RH or GA active).
1 LGCIU operative (except in LAND or GA).
1 FAC operative.
1 FCU channel operative (except in LAND < 400 ft RH or GA active).
1 Yaw damper operative.
1 rudder trim operative.
1 ELAC operative.
1 SFCC.
In LAND only: 1 Radio altimeter active.
In LOC or LAND only: Related ILS.

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22-10 Autopilot

AP engagement is indicated by illumination of the corresponding FCU P/B and by


the APl/AP2 annunciator on the PFD FMA.

Disengagement Conditions
AP1 or 2 will disengage when:
The takeover P/B on either side stick is pressed.
The corresponding AP P/B on the FCU is pressed.
A force above a certain threshold is applied to either side stick.
The opposite AP is engaged, except when LOGG/S modes are armed or engaged, ROLLOUT or GA modes are engaged.
Both thrust levers are set above MCT detent with A/C on ground (to prevent a
take-off with AP engaged following a touch and go maneuver).
If one or more of the engagement system conditions is lost.
Furthermore in normal law with all protections operative, the AP will disconnect if:
High speed protection is active.
AOA protection is active (a protection).
Bank angle exceeds 45.
A rudder pedal deflection is greater than 10 out of trim.
Manual trim inputs on the pitch trim wheel.

Load Thresholds
Increase of load thresholds on side stick controllers and rudder pedals.
When the AP is engaged, the command and the monitoring channels supply the
relays which control the pitch and roll lock solenoids (the command channel provides the +28V, the monitoring channel provides the ground).
Each control has its own solenoid.
Each AP has its own relays and can therefore lock the controls.
a) Side stick controllers
The loads are increased on both axes.
The pitch load threshold changes from 0.5 daN to 5 daN. The roll load
threshold changes from 0.5 daN to 3.5 daN.
Any load on the side stick controller which exceeds these values, results in
AP disconnection (wired discrete from the ELACs, Ref. 22-10.00)

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Training Manual
A320 Family

Auto Flight
22-10 Autopilot

b) Rudder pedals
The load is applied on the rudder artificial feel (addition of a spring in the
artificial feel and trim unit).
The load threshold changes from 10 to 30 daN when the AP is engaged.
Exceeded load results in AP disconnection.

AP Warnings
When any AP is disengaged, a warning is provided:
If the disengagement is manual through the take over P/B on either side stick,
the visual and associated audio warnings are temporary.
If the disengagement is due to a failure, an action on the FCU AP P/B or a force
on the side stick, the visual and aural warnings are continuous and require
push action on the instinctive AP disconnect P/B to cancel.

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Auto Flight
22-10 Autopilot

Figure 2: Load Threshold

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Auto Flight
22-10 Autopilot

Figure 3: FMGC - Stick & Rudder Lock

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Auto Flight
22-10 Autopilot

Flight Director

A non lit FD pushbutton means that no FD symbols can be displayed on the corresponding PFD.

Engagement

FD2 is displayed on each PFD to show that no FD symbols can be displayed on


PFD 1 and FD 2 is engaged on the F/ O side.

The Flight Director (FD) functions engage automatically as soon as the system is
electrically supplied and logic conditions are fulfilled.
FD engagement is indicated on the Flight Control Unit (FCU) by the FD pushbutton green bars and on the top right of each Primary Flight Display (PFD).
1FD2 indication is displayed on each PFD to show that FD 1 is engaged on the
Capt side and FD 2 is engaged on the F/O side.
On ground, as long a s no AP/ FD mode is active, there are no FD symbols
on the PFDs.

Principle
The FD displays the Flight Management and Guidance Computer (FMGC) guidance commands on both PFDs.
In manual flight, the FD displays guidance orders to help the pilots to apply commands on the controls in order to follow the optimum flight path which would be
ordered by the autopilot (AP) if it were engaged. When the AP is engaged, the FD
enables the FMGC demands to be checked.
The FD modes are the same as the AP modes and are selected in the same way.
The FMGCs calculate AP/FD orders which are transformed into symbols by the
Display Management Computers (DMCs).

FD Bars
The FD bars can be displayed provided HDG-V/S (Heading- Vertical Speed) is selected on the FCU. HDG-V/ S is automatically selected at system power up.
At certain system configuration changes, the FMGCs send a command to
the DMCs to make the FD bars flash for 10 seconds.
AP/FD modes are correctly followed when the FD bars are centered on the fixed
aircraft model of the PFDs.
There are three FD bars:
the pitch bar,
the roll bar,
and the yaw bar.
The horizontal pitch bar can be displayed if a vertical mode is active except during
the rollout phase of the landing.
The vertical roll bar can be displayed if a lateral mode is active.
Below 30 feet radio altitude at take-off (when a LOC signal is available) and during
landing, the roll bar is replaced by a yaw bar index. This bar is said to be centered
when just below the central yellow square.

There are two types of symbols:


The FD bars, and the Flight Path Director and Flight Path Vector symbols.
The central HDG-V/S / TRK-FPA pushbutton on the FCU allows the pilots to
switch between these two types of symbols.

FD Pushbuttons
Upon FCU power up, or in go around, or when losing the AP during the rollout
phase of the landing, the three green bars of the FD pushbuttons come on automatically. A lit FD pushbutton means that the FD symbols can be displayed on the
corresponding PFD ("Corresponding" means PFD 1 for the Capt FD pushbutton
and PFD 2 for the F/O FD pushbutton).
If a lit FD pushbutton is pressed, the green bars go off. Pressing the pushbutton
again puts the green bars on again.

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Auto Flight
22-10 Autopilot

Figure 4: FD Engagement / Principle / FD Pushbuttons

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FPD/ FPV Symbols
The Flight Path Director (FPD) and the Flight Path Vector (FPV) symbols can be
displayed provided TRK- FPA (Track- Flight Path Angle) is selected on the FCU.
At certain system configuration changes, the FMGCs send a command to
the DMCs to make the FPD and FPV symbols flash for 10 seconds.
AP/ FD modes are correctly followed when the FPD and FPV symbols are superimposed.

Auto Flight
22-10 Autopilot

The FPD symbol provides command signals to intercept and fly the lateral and
vertical flight path as defined by the FMGCs. The FPD symbol is removed if no
guidance mode is provided by the FMGCs.
The FPV symbol represents lateral and vertical flight path information in terms of
current track and Flight Path Angle actually being flown. The FPD symbol position
is computed by the Air Data Inertial Reference System (ADIRS).
The yaw bar is identical to the FD bar case and appears with the same conditions.

Figure 5: Flight Director - FD Bars & FPD/ FPV Symbols

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Flight Director Engagement Conditions

FD Bar Removal

The FD displays the FMGC guidance commands on both PFDs. It allows manual
steering of the A/C according to FMGC commands or monitoring of the FMGC
commands with AP engaged.

Two sorts of flight directors are available, classic flight director bars or flight path
director. The respective P/B on the FCU allows selection of either one.

Auto Flight
22-10 Autopilot

Pitch bar is removed when no vertical mode is engaged or when ROLL OUT
mode is engaged.
Roll bar is removed when no lateral mode is engaged or RUNWAY mode or
ROLL OUT mode is engaged.
FDs are removed when the aircraft pitch exceeds 25 up or 13 down or bank
angle exceeds 45.

Engagement Conditions

On ground:
FD1 and 2 are automatically engaged at FMGC power up, provided following
equipment is operative:
2 ADIRS.
Flight Envelope of one FAC operative.
FCU except in LAND or GA modes.
LGCIU except in LAND mode.
In LAND only: 1 Radio altimeter active.
In LOC or LAND only: Related ILS.
1 FD2 is displayed on both FMA.

No FD bars are displayed.


FCU windows are dashed.
No mode is engaged.
In flight:
Pushing the FD P/B on the EFIS control Panel engages the respective FD.
l If only one AP or FD is engaged and the other FD is selected to ON it engages to the existing modes.
l lf neither AP or FD are engaged, an ON selection of a FD will engage in
HDG/V/S or TRK/FPA (basic modes).

Disengagement Conditions
Depressing the FD P/B removes the onside FD Cross bars and the FD engagement annunciator on the FMA will Change accordingly.
When APs are not engaged and the crew does not follow the FD bars to maintain
the commanded trajectory in climb with CLB or OP CLB engaged or in descent
with DES or OP DES engaged, the FDs will disengage at the activation of the automatic Speed mode protection.

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Training Manual
A320 Family

Auto Flight
22-10 Autopilot

Figure 6: PFD, Flight Director

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Flight Guidance Priority Logic

Auto Flight
22-10 Autopilot

Here is an example of a master flight management and guidance computer.


Look at the flow chart to understand the priority logic.

Flight Guidance (FG)


The engagement status of the guidance function works on the MASTER/ SLAVE
principle.
The master Flight Management and Guidance Computer (FMGC) imposes all the
changes of AP/ FD modes and/ or autothrust (A/ THR) engagement to the slave
FMGC.

With no Autopilot (AP), no Flight Director 1 (FD1) but Flight Director 2 (FD2) engaged, FMGC2 is the master because, following the flow chart, the first three answers are "NO", but the fourth one is "YES".

Figure 7: Flight Guidance Priority Logic- Flight Guidance (FG)

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Auto Flight
22-10 Autopilot

Flight Director (FD)


Upon energization, both Flight Directors (FDs) are normally engaged in split configuration.
FMGC1 normally drives the FD symbols (crossed bars or flight path director symbols) on the Captain (Capt) Primary Flight Display (PFD).
FMGC2 normally drives the FD symbols on the First Officer (F/ O) PFD.
The "1FD2" indication is displayed on each Flight Mode Annunciator (FMA) to
show that FD1 is engaged on Capt side and FD2 is engaged on F/ O side.
If one FMGC fails, the remaining FMGC drives the FD symbols on both Primary
Flight Displays.
If FMGC1 fails, the "2FD2" indication is displayed on each FMA to show that FD2
is displayed on both PFDs.
If both FDs fail, a red flag is displayed on each PFD, provided that the corresponding FD switch is "ON".

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Training Manual
A320 Family

Auto Flight
22-10 Autopilot

Figure 8: Flight Guidance Priority Logic- Flight Director (FD)

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Autopilot (AP)
If one AP is engaged, the corresponding FMGC controls the flight controls through
the Flight Control Computers.
There is no priority logic in single operation. Last engaged autopilot is the active
one.

Auto Flight
22-10 Autopilot

Both autopilots can be engaged as soon as the APPROACH mode is selected on


the Flight Control Unit (FCU).
AP1 has priority, AP2 is in standby.
The Flight Control Computers use the AP1 commands first. A switching is performed to the AP2 commands in case of AP1 disengagement.

Figure 9: Flight Guidance Priority Logic-Autopilot (AP)

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Autothrust (A/ THR)
A single autothrust pushbutton switch located on the FCU enables the engagement or disengagement of the autothrust function.
The autothrust function is, in fact, composed of two systems (A/ THR1 and A/
THR2) which are ready to be engaged at the same time, but only one system is
selected.
However, the selection of A/ THR1 or A/ THR2 depends on the engagement of the
AP and FD, i. e. of the master/ slave principle which is known by the FCU and summarized in the table.

Auto Flight
22-10 Autopilot

When the selected autothrust function is active (according to the thrust lever position), the master FMGC controls the engines, via the FCU.
Consequently, in automatic control, it is the same FMGC which controls the engines and the flight controls.
To recover the A/ THR function, when one AP (AP1 or AP2) is engaged and its
own A/ THR has failed, the opposite AP should be engaged to switch from the
master FMGC to the other (which now becomes the master) and to switch to the
opposite A/ THR.

Figure 10: Flight Guidance Priority Logic-Autothrust (A/THR)

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Flight Mode Annunciator (FMA)
The three types of information on the Flight Mode Annunciator (FMA) are:
Autothrust mode/ status,
Autopilot/ Flight Director mode and status,
Flight Management messages.
The autothrust information is displayed by the master FMGC which supplies both
FMAs.

Auto Flight
22-10 Autopilot

The Autopilot/ Flight Director information is displayed according to the following


logic:
With at least one AP, the master FMGC supplies both FMAs.
Without AP, with the FDs engaged, FMGC1 supplies FMA1, FMGC2 supplies
FMA2.
Without AP, with one FD failed or manually disengaged, the opposite FMGC
supplies both FMAs.

Figure 11: Flight Guidance Priority Logic-Flight Mode Annunciator (FMA)

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AP, FD, A/THR Modes

Exception: When both autopilots are engaged, the mode engagement is not synchronized between the two FMGCs. So, this concerns only the LAND mode and
the GO AROUND mode.

Synchronization
To ensure a consistent operation of the Autoflight System, it is mandatory to have
the two FMGCs in operation with the same modes active and armed. The logic for
the selection of the FMGC which has priority takes into account the engagement
of the AP, FD and A/ THR functions. The mode engagements are basically synchronized according to the master FMGC.

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22-10 Autopilot

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When the FMGCs are in independent mode, the flight plan sequencing
(change from one leg to the next leg) is not synchronized between the two
FMGCs.

Level 3 B1 B2

22-10-19

Training Manual
A320 Family

Auto Flight
22-10 Autopilot

Selected/ Managed Mode

Managed Control:

Here are the definitions of the terms "SELECTED" and "MANAGED" when they
are relative to the aircraft control.

The aircraft is controlled using reference parameters computed by the FMGC


which takes into account the pilot data selected on the MCDU. A parameter is chosen by pushing the corresponding selector knob. In this case, the parameter value
is not shown and displayed by a dashed line on the FCU (except altitude which is
always displayed) and a white indicator light comes on near the corresponding reference display.

Selected Control:
The aircraft is controlled using reference parameters manually selected and entered by the pilot on the FCU (heading/ track, vertical speed/ flight path angle,
speed/ Mach, altitude). These parameters are taken into account as follows:
modification of the parameter by means of the corresponding selector knob,
pull action on the selector knob.

This table lists all the modes. They are classified according to a selected or a
managed control.

VERTICAL

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AP/ FD Lateral Modes
HDG - TRK
The choice between heading and track modes is function of the selection made
on the FCU. At mode engagement, the HEADING/ TRACK display of the FCU is

Auto Flight
22-10 Autopilot

synchronized on the aircraft heading or track. The HDG/ TRK mode enables the
heading/ track mode, displayed on the FCU, to be acquired and held. The capture
of a preselected heading is achieved with an overshoot of less than 3.

Figure 12: T/O with Heading Preset

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Auto Flight
22-10 Autopilot

Figure 13: Cruise HDG/TRK Mode

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Navigation
This mode enables the aircraft to be controlled in the horizontal plane using the
commands calculated by the FM section. It includes the arming phase. The sup-

Auto Flight
22-10 Autopilot

port mode can be the HDG/ TRK or RUNWAY modes and an active phase. The
NAV mode can only be active or armed if a lateral flight plan, calculated by the FM
part from data introduced on the MCDU, is available.

Figure 14: Engagement of NAV Mode with Selector Knob

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Auto Flight
22-10 Autopilot

Figure 15: Engagement of NAV Mode (Direct to)

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Auto Flight
22-10 Autopilot

LOC
This mode enables a LOCALIZER beam to be captured and tracked independently of the GLIDE beam.
This mode is used:
on the airfields not provided with glide transmitters,
in the event of very noisy ILS beams (e. g. CAT1 beams).
This mode includes:
an arming phase,
a capture phase,
a track phase.
During the arming phase, the HEADING, TRACK and NAV modes can be active
and used as support modes. The localizer capture is achieved with only one overshoot followed by a constant convergent heading (if needed) under the following
conditions:
a track angle error between 20 and 60,
capture initiated at a distance of at least 10 Nm from the runway threshold,
aircraft ground speed of 200 kt,
LOC beam sensitivity of 0.0775DDM (W075mA) per degree.

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Auto Flight
22-10 Autopilot

Figure 16: LOC

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A320 Family

Auto Flight
22-10 Autopilot

Figure 17:

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Auto Flight
22-10 Autopilot

AP/ FD Vertical Modes


ALT ACQ
With this mode, the altitude, selected in the ALT counter of the FCU or the altitude
provided by the FM part, can be acquired when the passage of an altitude constraint in the longitudinal flight plan requires levelling of the aircraft. The ALT ACQ
mode includes an arming phase in which a support mode for level change control
ensures convergence towards the desired level. The ALT ACQ mode becomes
active when the capture condition is satisfied i. e. when the aircraft altitude deviation, with respect to the target level, is lower than a value dependent on the vertical
speed. When the target level is actually reached, ALT hold mode is automatically
engaged and replaces ALT ACQ mode.
The capture of a preset barometric altitude is accomplished with an overshoot.
This overshoot (in feet) is less than 5% of the vertical speed (in ft/ mn) existing at
the start of the capture maneuver provided that:
the required altitude is at least 1500 ft different from the one existing at mode
selection,
the aircraft vertical speed is not greater than 5000 ft/ mn when the capture is
initiated.

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Auto Flight
22-10 Autopilot

Figure 18: CLB Mode in Take-Off Phase

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V/ S - FPA
The choice between the V/ S and FPA modes depends on the selection made on
the FCU (HDG- V/ S, TRK- FPA). At each switching, the V/ S- FPA display of the
FCU is synchronized on the aircraft parameter. The V/ S- FPA mode enables the
vertical speed or flight path angle, displayed in the V/ S- FPA display of the FCU,
to be acquired and held. Altitude hold in V/ S- FPA mode:

Auto Flight
22-10 Autopilot

When the pilot selects "00" in the V/ S- FPA display on the FCU, the AP/ FD provides a guidance in V/ S- FPA mode which permits the altitude obtained after cancellation of the vertical speed to be held. This type of guidance is cancelled as
soon as the selected parameter becomes different from zero again.
When the aircraft performance does not allow the selected V/ S or FPA values to be held, the AP increases or decreases the V/ S or FPA until VLS or
VMAX- 5kts is reached. The AP then holds the protection speed.

Figure 19:

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Open CLB - Open DES
This mode enables a level change to be made and pilot actions to be minimized.
The engagement of OPEN CLIMB or OPEN DESCENT modes activates:
holding of the speed or target Mach on the AP/ FD,
the ALT ACQ mode in its arming phase.
If the level selected in the alt window of the FCU is higher than the aircraft level,
the OPEN CLIMB mode is engaged and ensures the climb. If the selected level is

Auto Flight
22-10 Autopilot

lower than the aircraft level, the OPEN DESCENT mode is engaged and ensures
the descent. The attempt of engagement of the OPEN CLIMB and OPEN DESCENT modes will not be taken into account if the active mode is ALT hold and if
the selected altitude has not been modified. For level changes smaller than 1200
ft in OPEN CLB mode with A/ THR active, the guidance is provided by the AP/ FD
in vertical mode (+ 1000 ft/ mn reference), with the A/ THR controlling the speed.
This type of guidance avoids large thrust variations which are obtained through the
successive activation of ALT- OPEN- ALT ACQ modes.

Figure 20: OPEN CLB Mode

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CLB - DES
The level change managed modes ensure guidance by the AP/ FD. This permits
the vertical flight plan computed in the FM part to be followed. These modes can
be armed or active. When active, it is the FM part which selects the type of guidance and the values of target parameters. The CLB mode can be armed or active
during the take off, go around, climb and cruise phases on condition that the level

Auto Flight
22-10 Autopilot

selected on the FCU is higher than the aircraft level. The DES mode can be armed
or active during the cruise, descent and approach phases on condition that the level selected on the FCU is lower than the aircraft level. The engagement of the level
change managed modes is possible only if a vertical flight plan is available in the
FM part and if the horizontal NAVIGATION mode is active on the AP/ FD.

Figure 21: CLB-DES

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Altitude Constraint Mode
The ALT CST mode guides the A/C in order to acquire the target altitude while A/
THR controls aircraft speed. Once the altitude is acquired, the ALT CST hold
mode engages automatically.

Auto Flight
22-10 Autopilot

Target altitude may be the FCU selected altitude, or the altitude provided by the
FM in case of an altitude constraint.

Figure 22: ALT CST

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AP/ FD Common Modes
Principles
Here is the list of the AP/ FD common modes:
TAKE OFF
ILS APPROACH or FM APPROACH
GO AROUND

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Auto Flight
22-10 Autopilot

These modes are engaged simultaneously on both axes. However, it is possible


to have TO and GA modes engaged on one axis and then on the other. The selection of the LAND or GA modes authorizes the engagement of both Autopilots.
The engagement of the lateral and vertical cruise modes is impossible as long as
the AP or FD is engaged in LAND TRACK or GO AROUND modes below 100 ft
RA.

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Auto Flight
22-10 Autopilot

Take Off
This mode provides a lateral guidance function, at take off, on the runway centerline by means of the LOC beam and by following an optimum longitudinal flight
path after rotation. The mode is engaged when the pilot selects the take off thrust
by positioning the thrust control levers beyond the MCT/ FLX TO detent. The pitch
guidance law enables a minimum of V2+ 10 kts to be held in normal engine configuration. The take off longitudinal mode is the PITCH TAKE OFF mode (displayed "SRS" on the FMA). SRS means Speed Reference System. The guidance
law on the lateral axis provides guidance of the aircraft on the runway centerline
by means of the LOC beam. For this, the pilot selects the ILS frequency associated with the take off runway. The take off lateral mode is the RUNWAY mode.

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Auto Flight
22-10 Autopilot

Figure 23: Take-Off with NAV Armed

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Auto Flight
22-10 Autopilot

Figure 24: Take-Off with Heading Preset

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Approach
The AFS enables two types of approach to be considered:
ILS approach or LAND mode where the guidance is performed on the ILS
beam (LOC and GLIDE),
FM approach or AREA NAV mode where the guidance is performed from a theoretical path computed by the FM.

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Auto Flight
22-10 Autopilot

The type of the approach is selected by means of the MCDU. The selection of an
ILS frequency on the Radio Management Panel (RMP) forces the selection of the
ILS approach whatever the selection made on the MCDU. The approach mode
(ILS or FM) is engaged when you push the APPR pushbutton on the FCU.

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Auto Flight
22-10 Autopilot

ILS Approach
This mode provides the capture and track of the ILS beam (LOC and GLIDE) and
ensures the following functions:
alignment, flare and roll out.
This mode is available for AP and FD. It enables landings to be per- formed in
CAT2/ CAT3 operation. Therefore, the selection of the LAND mode authorizes the
engagement of a second AP.
The arming of the LAND mode enables the LOC and GLIDE modes to be armed
on the lateral and longitudinal axes. When the aircraft is stabilized on the LOC and
GLIDE beams:
the AP/ FD guides the aircraft along the ILS beam to 30 ft. At this altitude, the
LAND mode provides the alignment on the runway centerline on the yaw axis and
flare on the pitch axis. The ROLLOUT submode is engaged at touch down and
provides guidance on the runway centerline. As the LAND mode is latched below
400 ft, it can be deactivated only by engaging the GO AROUND mode. Actions on
the FCU are no longer taken into account.

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Auto Flight
22-10 Autopilot

Figure 25: ILS Approach

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FM Approach
This mode provides lateral and longitudinal guidance of the aircraft along a theoretical profile defined by the flight plan. Guidance is ensured down to the Minimum
Decision Altitude (MDA) or Minimum Decision Height (MDH), altitude at which the
pilot recovers control of the aircraft. This mode is available on the AP and FD. The
FM approach is selected through the flight plan. In these conditions, the FINAL

Auto Flight
22-10 Autopilot

DES and NAV modes can be armed on the lateral and longitudinal axes by action
on the APPR pushbutton on the FCU. If the NAV mode is already active, the mode
remains engaged. When the aircraft goes down to the MDA, the pilot can continue
the AREA NAV approach if the visibility conditions are correct. If the visibility conditions are not correct, the pilot must interrupt the approach phase. This phase
does not ensure landing.

Figure 26: FM Approach

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Auto Flight
22-10 Autopilot

GO Around
On the lateral axis, the engaged mode enables the track followed by the aircraft to
be held. On the vertical axis, it ensures managed speed control. The speed reference of the guidance law is the aircraft speed when the mode was engaged, the
lower limit of this speed is the approach speed. This mode is available on the AP
and FD. It is engaged when the pilot selects the maximum thrust by positioning the
thrust control levers against the TO/ GA stop. Engagement of the GO AROUND
mode results in:
engagement of the PITCH GA (i. e. SRS) mode on the pitch axis,
engagement of the ROLL GA (i. e. RUNWAY TRK) mode on the roll axis.
In dual AP configuration, the disengagement of the GO AROUND mode on one
axis causes disconnection of the second autopilot. The engagement of the GO
AROUND mode, on ground, causes AP disengagement.

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Auto Flight
22-10 Autopilot

Figure 27: GO AROUND Mode

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FMGS Warnings

Altitude alert is cancelled by turning the FCU altitude knob, or by setting the landing gear lever to DOWN with slats extended or when the landing gear is downlocked.

Altitude Alert
The altitude alert takes into account the difference between the aircraft altitude
and the reference altitude selected on the FCU.
It has an effect on the altitude window of the PFD and can trigger the C- chord aural warning.
Altitude alert is inhibited by glide slope capture.

Auto Flight
22-10 Autopilot

Decision Height (DH)


This warning corresponds to an audio call out by a synthetic voice, depending on
the aircraft radio altitude and the Decision Height (DH).
X is equal to 15ft if DH is greater or equal to 90ft.
X is equal to 5ft if DH is less than 90ft.
"HUNDRED ABOVE" and/ or "MINIMUM" warnings can be inhibited by pin programming.

Figure 28: Altitude Alert/ Decision (DH)

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Autoland
The AUTOLAND red warning informs the pilot that, depending on the procedures,
he has to perform a go- around or a manual landing.

This warning can only be activated in LAND mode with at least one autopilot engaged.
The AUTOLAND red warning is triggered below 200ft in LAND mode in the following cases:
Both AP OFF below 200ft RA.
LOC excessive deviation (1/ 4 dot above 15ft RA) or GLIDE excessive deviation (1 dot above 100ft RA).
LOC and GLIDE scales flash on the PFD.
Loss of LOC signal above 15ft or loss of GLIDE signal above 100ft.
The FD bars flash on the PFD. The LAND mode remains engaged.
A triple click aural warning is generated in the event of landing capacity downgrading.
The warning is cancelled by LOC mode or AP disengagement or by performing a
go- around.
A warning test can be performed by pressing the Captain or the First Officer
AUTOLAND pushbutton.

Warnings

AUTOLAND red warning


This warning is triggered if the A/C is below 200 ft in LAND and FLARE mode
and either of following events occur:
Loss or disengagement of both AP
Excessive beam deviation occurs.
Failure of LOC or G/S receiver.
Loss of LOC signal above 15ft or loss of G/S signal above 100 ft (transmitter
or receiver failure).
Difference between both radio altimeters > 15 ft.
Excessive beam deviation warning
Indicated by aflashing LOC and G/S scales on the PFD and ND ROSE ILS
whenever:
LOC TRK or LAND TRK mode is engaged and LOC deviation exceeds 1/4
dot and 15ft < RH < 1000ft.

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Auto Flight
22-10 Autopilot

G/S TRK or LAND TRK mode is engaged and G/S deviation exceeds 1 dot
and 100ft < RH < 1000ft.
Landing capability downgrading
A triple click aural warning is generated in the event of landing capability
downgrade.
Below 100ft RH with LAND mode engaged, CAT3 DUAL, CAT3 SINGLE
downgrading is inhibited until LAND mode and/or both APs are disengaged.
Dual LOC and/or G/S receiver failure
Provided ILS is selected on the EFIS control panel, red LOC and G/S flags
are displayed on the PFD and ND ROSE ILS. LOC and G/S scales are removed from the PFD.
If LOC and G/S modes and at least one AP/FD are engaged at the time of
dual receiver failure, the AP disengages automatically and the FD reverts
to HDG-V/S or TRK-FPA basic modes.
LOC and/or G/S transmitter failure (when captured)
The corresponding index is lost.
The LOC and G/S scales flash.
The corresponding FD bars flash.
LOC and G/S modes remain engaged.

Figure 29: FMGS Warnings-Autoland

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Auto Flight
22-10 Autopilot

FCU Description
FCU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face
includes an Auto Flight System (AFS) control panel between two Electronic Flight
Instrument System (EFIS) control panels.
The AFS control panel allows and displays the engagement of autopilots (APs)
and autothrust (A/THR), and the sellection of guidance modes and flight parameters.
The EXPEDite pushbutton can be optionally removed from the AFS control
panel.

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Auto Flight
22-10 Autopilot

Figure 30: FCU

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Auto Flight
22-10 Autopilot

FMA Description

Each of the five zones has three lines:

Information about modes and engagement status of guidance functions, plus


some specific messages, are displayed on the Flight Mode Annunciator located at
the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is divided into five zones:
ZONE 1: A/ THR information,
ZONE 2: vertical API FD modes,
ZONE 3: lateral API FD modes,
ZONE 4: landing categories,
ZONE 5: engagement status of guidance functions.

Line 1 gives active modes.


Line 2 gives armed modes.
Specific A/ THR messages are written in zone 1.
Advisory messages appear in line 3 of zones 2 and 3.
FREQUENT REFERENCE TO THE FMA INDICATIONS, WHICH ARE DRIVEN
BY THE MASTER FMGC, AS WELL AS A THOROUGH UNDERSTANDING OF
ALL STATUS, ARMED AND ENGAGED ANNUNCIATIONS, ARE ESSENTIAL
FOR THE SUCCESSFUL OPERATION OF THE AUTOFLIGHT SYSTEM.

Figure 31: PFD, Flight Mode Annunciator (FMA)

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Auto Flight
22-10 Autopilot

Figure 32:

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Auto Flight
22-10 Autopilot

Figure 33:

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Auto Flight
22-10 Autopilot

LAND Capability Conditions

the category of landing to be displayed on both Primary Flight Displays (PFD) (on
FMA) via the Display Management Computers (DMC).

General

Note that in dual FMGC configuration, the category corresponds to the lowest capability coming from the two FMGCs. Here is explained the difference between
FAIL OPERATIONAL and FAIL PASSIVE configurations.

Whatever the flight phase, each Flight Management and Guidance Computer
(FMGC) computes its own automatic landing capability according to the availability of the various sensors and functions.
According to this capability, each FMGC computes the landing capacity which
takes into account information from both FMGCs. When a precision approach is
demanded through the APPROACH pushbutton, the master FMGC then sends

In a "FAIL OPERATIONAL" configuration, the objective is to continue the automatic landing despite a single function failure; the guidance being still given by the remaining function.
In a "FAIL PASSIVE" configuration, the self- monitoring of a function will deactivate itself before compromising the handling of the aircraft.

Figure 34:

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Auto Flight
22-10 Autopilot

Landing Capabilities
Each FMGC computes its own automatic landing category according to the availability of computer sensors or functions.
Accordingly, CAT1, CAT2, CAT3 SINGLE or CAT3 DUAL messages are displayed on the FMAs.
Below alert height (100 ft RH), CAT3 DUAL and CAT3 SINGLE capability are
memorized until LAND mode is disengaged or both AP are disengaged. Therefore, a failure occurring below 100 ft RH will not cause any capability downgrading.
FAIL PASSIVE Automatic Landing System (CAT3 SINGLE)
The automatic landing system is called FAIL PASSIVE if, in the event of any system failure, there is no significant out-of-trim condition or attitude and/or flight path
deviation, but the landing is not automatically completed and control must be resumed manually.
Although the engagement of the second AP might be possible with CAT3
SINGLE displayed, the automatic landing system is FAIL PASSIVE only.
FAlL OPERATIONAL Automatic Landing System (CAT3 DUAL)
The automatic landing system is called FAIL OPERATIONAL if, in the event of a
system failure below alert height, the approach, flare and landing can be completed by the operative part of the automatic landing system.

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Auto Flight
22-10 Autopilot

Figure 35: Land Capability Conditions

Landing
Capacity
The Landing
Category
messages are
displayed on the
Flight Mode
Annunciator
(FMA). The
CAT1, CAT2,
CAT3 SINGLE
and CAT3 DUAL
messages are
displayed on the
Flight Mode
Annunciator
according to the
Landing
Capacities
computed by the
FMGCs.

CAPABILITY

CAPACITY

CATEGORY FMA DISPLAY

LAND 3 FAIL OP (FMGC OPP)


LAND 3 FAIL OP (CMD OWN)

LAND 3
FAIL OP

CAT 3
DUAL

LAND 3
FAIL PASSIVE

CAT 3
SINGLE

LAND 2

CAT 2

LAND 3 FAIL OP (MONG OWN)


LAND 3 FAIL OP (MONG OWN)
LAND 3 FAIL OP (CMD OWN)
LAND 3 FAIL OP (OPP)
LAND 3 FAIL PASSIVE (OPP)
LAND 3 FAIL PASSIVE (CMD OWN)
LAND 3 FAIL PASSIVE (MONG OWN)

LAND 2 (CMD OWN)


LAND 2 (MONG OWN)
LAND 3 FAIL PASSIVE (MONG OWN)
LAND 3 FAIL OP (MONG OWN)
LAND 2 (MONG OWN)
LAND 3 FAIL PASSIVE (CMD OWN)
LAND 3 FAIL OP (CMD OWN)
LAND 2 (CMD OWN)
LAND 2 (OPP)
LAND 3 FAIL OP (OPP)
LAND 3 FAIL PASSIVE (OPP)

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Auto Flight
22-10 Autopilot

Figure 36:

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Auto Flight
22-10 Autopilot

Figure 37:

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Auto Flight
22-10 Autopilot

Figure 38: Electrical Supply

BUS BAR

A/C SYS
FMGC
MCDU
FCU

1
2
1
2
1
2

AC

DC

AC
ESS

DC
ESS

HOT

SHED
DC2
SHED
AC2
X
DC2

Lost in elec emer config.

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22-30 Autothrust

Autothrust
A/ THR Loop Principle
To perform the autothrust (A/THR) function, the thrust target computed by the
Flight Management and Guidance Computers (FMGCs) is chosen by the Flight
Control Unit (FCU).

Auto Flight
22-30 Autothrust

"CL": corresponds to a climb thrust.


Forward section:
"FLX/ MCT": corresponds to a FLeXible Take- Off thrust or a Maximum Continuous Thrust aft er an engine failure,
"TO/ GA": corresponds to a maximum Take- Off/ Go- Around thrust.

The ECUs compute the thrust limit which depends on the position of the thrust levers.
If both thrust levers are in the same detent, the thrust limit corresponds to this detent.

Then each FCU processor sends, along its own bus, the THR target to the Engine
Control Units (ECUs) via the Engine Interface Units (EIUs).

If both levers are not in the same detent, the thrust limit corresponds to the next
higher detent.

A/ THR Engagement

The FMGCs select the higher of the ECU1 and ECU2 thrust limits for thrust target
computation.

The engagement of the A/ THR function can be MANUAL or AUTOMATIC.


The A/THR is engaged MANUALLY by pressing the A/ THR pushbutton on the
FCU.

A/ THR Function Logic

This is inhibited below 100 feet RA, with engines running.

When it is engaged, it can be ACTIVE or NOT ACTIVE.

The A/ THR is engaged AUTOMATICALLY:


when the autopilot/ Flight Director (AP/ FD) is engaged in TAKE- OFF or GOAROUND modes,
or in flight, when the alphafloor is detected; this is inhibited below 100 feet RA
except during the 15 seconds following the lift- off.
To effectively have A / THR on the engines, the engagement of the A/ THR
is confirmed by a logic of activation in the ECUs.

A/ THR Disengaged
When the A/ THR function is DISENGAGED:
the thrust levers control the engines,
on the FCU, the A/ THR pushbutton light is OFF,
the Flight Mode Annunciator (FMA) displays neither the A/ THR engagement
status nor the A/ THR modes.

A/ THR Engaged and Active

Thrust Levers
The thrust levers are manually operated and electrically connected to the ECUs.
Note that the thrust levers never move automatically. Each lever has 3 sectors defined by detents and stops.
The thrust levers can be moved on a sector which includes specific positions:
Rear sector:
for idle reverse up to max reverse.
Center section:
"0": corresponds to an idle thrust,

Jun04/THTA
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The A/ THR function can be ENGAGED or DISENGAGED.

When the A/ TH R function is ENGAGED, A/ THR is ACTIVE if:


at least, one thrust lever is between the "CL" detent (included) and the "0" stop
(included) and, at the most, one thrust lever is between the "FLX/ MCT" detent
and the "CL" detent, and if there is no engine in FLEX TO mode,
or if the alphafloor protection is active independently of the thrust lever positions.
Note that in case of one engine failure, the A/ THR activation zone becomes between the "FLX/ MCT" detent and the "0" stop.
Because the A/ THR function is active:

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the A/ THR system controls the engines,


on the FCU, the A/ THR pushbutton light is ON,
the FMA displays the A/ THR engagement status (in white) and the A/ THR
mode.

A/ THR Engaged and Not Active


When the A/ THR function is ENGAGED, A/ THR is NOT ACTIVE if:

Auto Flight
22-30 Autothrust

at least, one thrust lever is out of the A/ THR active area or both thrust levers are
above the "CL" detent or, at least one engine is in FLEX TO mode, with the alphafloor protection not active.
Because the A/ THR function is not active:
the thrust levers control the engines (as long as a thrust lever is outside the A/
THR active area),
the A/ THR pushbutton light is ON,
the FMA displays the A/ THR engagement status (in cyan) and the MANual
THRust rating.

Figure 1: Autothrust

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Modes
The A/ THR function computes a thrust target according to modes and their related reference parameters.

Auto Flight
22-30 Autothrust

When the alpha floor detection is no longer present in the FACs, the green message "TOGA LK" with an amber flashing box (LK for LocK) is displayed on the
FMA.
The alphafloor protection can only be cancelled through the disengagement of the
A/ THR function.

The reference can be:


a SPEED or a MACH NUMBER; in this case, the source is either the FCU (Value chosen by the pilot), or the FMGC itself,
a THRUST; in that case, the sources are either the ECUs (which compute the
thrust limit) when the thrust limit is needed, or the FMGC itself.

A/ THR Operation In Flight

The A/ THR modes are SPEED/ MACH, THRUST, RETARD which can be overpassed by the alphafloor protection.

The engines are controlled by the thrust levers.

The choice of the mode is automatically made by the FMGCs according to the active AP or FD vertical mode. This choice is based on a simple law: "Priority to the
speed control".
When the AP (with elevators) controls the aircraft speed, the A/ THR has to
control the engines by a fixed thrust demand (THRUST mode).
When the AP controls another aircraft parameter (e. g. altitude), the A/ THR
has to take care of the aircraft speed by a variable thrust demand to the engines (SPEED/ MACH mode).
Beside these two modes, RETARD is only available in automatic landing when
engine thrust has to be reduced to idle for the flare phase below 40 feet RA.
When no vertical mode is engaged, the A/ THR operates only in SPEED/ MACH
modes except:
when THRUST mode engages automatically in case of alphafloor,
when, A/ THR being in RETARD, if AP is disengaged, the A/ THR function remains in RETARD mode, the aircraft being on ground.

The aircraft is on ground and ready for Take- Off.


Neither the AP nor the A/ THR are engaged.
To Take- Off, the pilot sets the thrust levers to the TO/ GA stop or to the FLEX/
MCT detent if a flexible temperature is selected on a Multipurpose Control and
Display Unit (MCDU).
This engages the A/ THR function (but it is not active). At the thrust reduction altitude, a message on the FMAs indicates to the pilot that he has to set the thrust
levers into the "CL" detent.
As soon as the thrust levers are in the "CL" detent, the A/ THR is active.
If a thrust lever is set into the "CL- MCT" or "O- CL" area, a message on the FMAs
warns the pilot to set the thrust lever to the "CL" detent (White LVR CLB message
if "CL- MCT" area, amber LVR ASYM message if "O- CL" area).
The A/ THR remains active.
Then, the thrust levers remain in this position until the approach phase.
During automatic landing, before touch down, an auto call out, "RETARD", indicates to the pilot that he has to set the thrust levers to the "0" stop.
When he does it, the A/ THR disengages.

Alphafloor Protection
The A/ THR function protects against an excessive angle- of- attack.

This allows the automatic activation of ground spoilers if they are in armed condition.

The alphafloor signal is detected by each Flight Augmentation Computer (FAC).

Then, on ground, the pilot moves the thrust levers on the REVerse sector.

In case of excessive angle- of- attack or avoidance maneuver, the FACs send an
order to the FMGCs which activate the alphafloor protection.

Disconnection

The A/ THR automatically engages or stays engaged active and the engine thrust
becomes equal to the Take- Off/ Go- Around thrust for any thrust lever position. In
this condition, the green message "A. FLOOR" with an amber flashing box is displayed on the FMA.

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Besides the normal A/ THR operation, the A/ THR function is disengaged either
by a pilot action or in case of a system failure.

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The A/ THR function can be disengaged either by pressing at least one of the two
red instinctive disconnect pushbuttons on the side of the thrust levers or by pressing the A/ THR pushbutton on the FCU.
A/ THR disengagement can also be due to an external system failure.
When the A/ THR function is active, the actual engine thrust does not necessarily
corresponds to the thrust lever position.
Consequently, it is important to know what happens after an A/ THR disconnection:

Auto Flight
22-30 Autothrust

When the disconnection is made by the instinctive disconnect pushbutton the


thrust is immediatly adjusted to the thrust lever position.
In other cases, after FCU pushbutton disconnection, or failure:
When a thrust lever was in its detent, the thrust on the corresponding engine
is frozen at its last value just before the disconnection (Memo mode).
As soon as a thrust lever is moved out the detent, or if it was not in a detent,
the thrust on the corresponding engine is smoothly adapted to the thrust lever
position.

Figure 2:

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Auto Flight
22-30 Autothrust

Figure 3: A/ THR Control & Indication

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Autothrust Engagement Conditions

A/THR Arming

A/THR may be armed active or disconnected according to the thrust lever position:

[TOGA- FLX/MCT] - - - - - - - - - - armed, never active.


[FLX/MCT-CL] - - - - - - - - - - - - -armed (all engine), active (engine out).
[CL-IDLE] - - - - - - - - - - - - - - - - -active.

[IDLE-REVERSE] - - - - - - - - - - -disconnected.
When autothrust is active, the FMGS commands the thrust according to the vertical mode logic, but uses a thrust not greater than the thrust commanded by the
position of the thrust lever. For example, when the thrust levers are set at the CL
(climb) detent, the FMGS can command thrust between idle and max climb.

Auto Flight
22-30 Autothrust

On ground:
By depressing the A/THR P/B on the FCU when the engines are not running
or.
By setting the thrust levers at the FLX or TOGA detent when the engines
are running.
In flight:
By depressing the FCU A/THR P/B while thrust levers are out of the active
range.
By setting the thrust levers beyond the CL detent or at least one thrust lever
beyond MCT detent while A/THR is active.

When not active (A/THR either armed or disconnected), the engines are operated
according to the thrust lever position.

A/THR Activation

The Autothrust System may be used alone or together with the AP/FD:
When used alone, without the AP/FD, the A/THR always controls the speed,
If the A/THR is used with the AP/FD, the A/THR mode depends on the engaged
AP/FD pitch mode:
If theAP/FD pitch mode controls avertical path (e.g.: V/S, FPA, ALT, G/S),
the A/THR controls the speed.
If the AP/FD pitch mode controls a speed (e.g.: OP CLB, OP DES), the A/
THR controls the thrust.
As part of the FMGC, the A/THR function is always driven by the master
FM GC.

The A/THR being armed is activated by:


Setting the thrust levers between CL and IDLE detents (all engines operative).
Setting one thrust lever between MCT and IDLE detents (one engine inoperative).

With A/THR active, A/C speed or thrust is automatically controlled. Except in


AL PHA FLOOR conditions, the thrust lever position determines the maximum N1
which may be commanded by the A/THR system. The thrust levers never move
automatically.

The A/THR being disconnected, is activated by pushing the FCU pushbutton while
the thrust levers are within the active range, including IDLE position.

A/THR Arming/Activation Conditions


Arming conditions of the A/THR are numerous. The most important ones are:
One FMGC operative.
One FAC operative.
Two ADIRS operative.
Two FADECs operative.
One channel of the FCU operative.
One LGCIU operative.
A/THR is not manually disabled (instinctive disconnect P/B has not been
pressed for more than 15 seconds).

Jun04/THTA
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When setting both thrust levers to IDLE position, the A/THR disconnects but,
if the A/THR pushbutton on the FCU is pushed, the autothrust will be simultaneously armed and activated. Due to the thrust levers position, IDLE thrust
will be maintained.
Activation of ALPHA FLOOR regardless of A/THR initial status and thrust lever
position.
While A/THR is active:
If both thrust levers are set above the CL detent (all engines operative), or
the thrust lever of the operative engine is set above the MCT detent (engine
out), the A/THR reverts from active to armed. On the FMA, MAN THR is displayed and the A/THR annunciation turns blue. Thrust is controlled to the
current thrust lever position.

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lf both thrust levers are set below the CL detent (all engines operative), or
the thrust lever of the operative engine is set below the MCT detent (engine
out), a repetitive warning (amber caution/ single chime/ ECAM message: A/
THR LIMITED) is triggered every 5 seconds until levers are moved back
into the detent. A flashing LVR CLB (all engines operative) or LVR MCT (engine out) message is displayed on the FMA unless both levers are moved
back into the appropriate detent.
If one thrust lever is set out of the CL detent but within theA/THR active
range, A/THR remains active. An amber LVR ASYM msg is displayed on
the FMA together with an A/THR LIMITED warning on ECAM.

Auto Flight
22-30 Autothrust

A.FLOOR protection is available from lift-off down to 100 ft RH before landing.


This function is inhibited in engine out operation when FLAPS are not retracted.

A/THR Disconnection
Standard disconnection:
Depress the instinctive disconnect P/B on the thrust levers (immediately Sets
the thrust corresponding to the lever Position).
Set both thrust levers to IDLE detent.
Non-Standard disconnection (autothrust rearms automatically if at least one thrust
lever is set to TOGA):
Depress the A/THR P/B on the FCU while A/THR is armed/active or
Loss of one of the arming conditions.
When the radio altimeter is below 100ft. and the pilot sets both thrust levers above
the CL detent or one above the MCT detent, autothrust disconnects.
If the instinctive disconnect P/B is depressed for more than 15 sec, the A/
THR System is permanently disconnected for the remainder of the flight.
This means that all A/THR functions including ALPHA FLOOR are lost. Recovery is possible at next FMGC power up only.

Engagement Conditions
Automatically, when alpha floor conditions are detected
As long as alpha floor conditions are met:

Alpha Floor
When the A/C angle of attack (AOA) exceeds a predetermined threshold, the
FACs transmit a signal to the FMGCs to engage A.FLOOR mode. A/THR commands TOGA thrust regardless of thrust lever positions.

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Auto Flight
22-30 Autothrust

Disengagement Conditions
TOGA LK mode tan only be disengaged by A/THR disconnection via either:
Depressing the instinctive disconnect P/B on the thrust Ievers.
Setting both thrust levers to IDLE.
Depressing A/THR P/B on the FCU.
If the instinctive disconnect P/B is depressed for more than 15 sec, A/THR
and A.FLOOR are lost for the remainder of the flight. Recovery is possible
only after FMGC power up.
Figure 4: FMGC-A/THR Engagement

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22-30 Autothrust

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Training Manual
A320 Family

Auto Flight
22-30 Autothrust

Figure 5: Warnings and Cautions

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Auto Flight
22-60 Flight Augmentation

22-60 Flight Augmentation

If both FACs are valid, FAC 1 controls the yaw damper, turn coordination, rudder
trim and rudder travel limit and FAC 2 is in standby.

General

YAW AXIS Control

The flight augmentation tasks of the FMGS are:

YAW Damper

Yaw Functions

When the autopilot is not engaged, the Elevator Aileron Computer (ELAC) calculates the yaw damper order with the normal law.

Yaw damping and turn Coordination.


Rudder trim.
Rudder travel limitation.

The yaw damper order calculated by the ELAC provides turn coordination, dutch
roll damping and engine failure compensation.
If both ELACs fail, only the dutch roll damping (alternate law) is computed by the
Flight Augmentation Computer (FAC) using the ADIRS data.

Flight Envelope Functions

PFD Speed scale management:


Minimum/maximum Speed computation.
Maneuvering Speed computation.
Alpha floor protection.

When the autopilot is engaged, the FAC calculates the yaw damper order except
in LAND mode where it is computed by the Flight Management and Guidance
Computer (FMGC).
When the AP is engaged:
Dutch roll damping law is provided by the FAC using ADIRS data.
Engine failure compensation fast law is provided by the FAC using the ADIRS
data in TO, GA or RWY modes only.
Turn coordination law computes the yaw order to the FMGC roll order.

Windshear Protection Function


Low Energy Warning Function

Flight Augmentation Computer

In LAND mode, the FMGC yaw order controls the yaw damper actuators via the
FAC.

The aircraft is equipped with two FACs. They interface either:


With the ELACs if both AP are disengaged or
with the FMGC if at least one AP is engaged.

Rudder Trim

Both FACs are automatically engaged at power up but may be disengaged or reset separately by the respective FAC P/B on the FLT CTL overhead Panels.
In case the FACs are disengaged but still valid, the flight envelope function remains active.
The FAC accomplishes its functions using independent channels:
Yaw damper.
Rudder trim.
Rudder travel limitation.
Flight envelope.

Jun04/THTA
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In the manual mode, the rudder trim is controlled by the RUD TRIM selector via
the FAC.
In the rudder trim auto mode, the FAC computes the engine failure compensation
and the turn coordination. When the AP is engaged:
The turn coordination law computes the yaw orders related to the FMGC roll
order.
Signals are simultaneously sent to the rudder trim actuator and the yaw damper actuators.
The engine failure compensation slow law orders are sent to the rudder trim
actuator.

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Auto Flight
22-60 Flight Augmentation

Rudder Travel Limitation


The rudder travel limitation is computed by the FAC and sent to the Rudder Travel
Limiting unit.
The FAC Rudder Travel Limiting law computes this limit using the calibrated airspeed (Vc) provided by the ADIRS.

Flight Envelope Protection


For flight envelope protection:
The FAC computers the various characteristic speeds for aircraft operation and
exzessive angle of attack deflection.
The characteristic speeds computed using the ADIRs, LGCIU, FMGC and SFCC
data, are displayed on the PFD. The alpha floor (exzessive angle of attack) detection is sent to the FMGC.

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Auto Flight
22-60 Flight Augmentation

Figure 1: YAW Control

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YAW Damping Functions


YAW Damping

The yaw damper function provides stabilization yaw axis and turn coordination.
In manual flight following functions are provided:
In roll normal law:
Yaw damping, turn Coordination: ELACs

Jun04/THTA
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Auto Flight
22-60 Flight Augmentation

In roll direct law:


Yaw damping: FACs
With AP engaged, following functions are provided:
Yaw damping, turn Coordination: FACs
Yaw damping during approach: FMGC
Yaw control for runway alignment in ROLL OUT mode: FMGC

Additionally, it assists rudder application after an engine failure (short term yaw
compensation).

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Auto Flight
22-60 Flight Augmentation

Figure 2: YAW Damping

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Rudder Trim
The rudder trim function accomplishes the crew trim orders given by the manual
trim knob.

Auto Flight
22-60 Flight Augmentation

With AP engaged, it accomplishes the FMGC orders and provides engine failure
recovery assistance in all FG modes (long term yaw compensation).
When the AP is engaged, the rudder trim is inoperative and master FMGC
interfaces with the FACs to ensure rudder trim function.
A rudder pedal deflection exceeding 10 out of trim disengages the AP.

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Auto Flight
22-60 Flight Augmentation

Figure 3: Rudder Trim

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Rudder Travel Limitation
This function provides limitation in rudder deflection as a function of aircraft speed
to avoid structural overloads.

Jun04/THTA
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Auto Flight
22-60 Flight Augmentation

lf rudder Iimitation function is lost in both FACs, the value of the rudder deflection
limit is frozen at second FAC function failure.
With slats extended, the value of the rudder limit deflection is automatically selected to the low speed setting.

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Auto Flight
22-60 Flight Augmentation

Figure 4: Rudder Travel Limitation

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Auto Flight
22-60 Flight Augmentation

Figure 5: Component Layout in Tail Cone Zone


Centering
Spring

Travel
Limitation Unit

Servo Control

ARTF Feel Solenoid


ART. Feel Spring
Trim Screwjack

Yaw Damper Transducer Unit

Trim Actuator

Yaw Damper
Return Spring Rod

Yaw Damper Act. (Yellow)


Yaw Damper Act. (Green)
Rudder Position
Transducer Unit

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Auto Flight
22-60 Flight Augmentation

Controls

Displays

Each Flight Augmentation Computer receives inputs from its related pushbutton,
the rudder trim selector and the trim RESET pushbutton.

The Rudder Travel Limiting position is not displayed. Only its maximum stop positions are shown on the ECAM.

The RUD TRIM selector deflects the rudder.

Displays:
The characteristic speeds computed by the FACs are shown on the speed
scale of the Primary Flight Display (PFD).
The rudder trim position is displayed on the ECAM System Dispay and on the
rudder trim control panel.

The RESET pushbutton returns the rudder to the neutral position.

Figure 6: FAC Controls and Indications

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Auto Flight
22-60 Flight Augmentation

Flight Envelope Protection

Alpha- Floor and Windshear Detection

General

Alpha- floor protection and windshear detection are computed by the FAC or the
ELAC and sent to the FMGC.

The function of the Flight Augmentation Computer is independent of the FAC engagement pushbutton.
This function provides:
characteristic speeds on the PFDs through the Display Management Computers,
the speed limits to the FMGCs for autoflight,
the alpha- floor detection to the FMGCs for autothrust engagement, if it is not
engaged,
low energy awareness.

This function protects the aircraft against excessive angle- of- attack.
The FAC compares the aircraft alpha (AOA) with the predetermined threshold
(function of the slat/ flap configuration). This threshold is decreased in case of
windshear. Beyond this threshold, the FAC transmits a signal to the FMGC to engage the autothrust function and apply full thrust.
The alpha floor protection is available from lift-off down to 100 ft RA in approach.
Alpha Floor is lost when one of the following combinations of failures occurs:
SFCC1 and FAC2 or
SFCC2 and FAC1 or
Both FCU channels or
1 EIU or
Both FMGCs.
Alpha-floor is lost under alternate or direct control law.

In addition, the FAC computes the weight and the center of gravity.

Speed Computation Display


The speeds computed by the Flight Augmentation Computer are sent to the Primary Flight Display and the speed limits to the Flight Management and Guidance
Computers.
In normal operation, FAC 1 data are displayed on the CAPT PFD and the FAC 2
data on the F/ O PFD.
If a parameter or the computer fails, the associated PFD is automatically switched
to the opposite FAC by the DMC.
If the air data source used by the FAC is different from that used by the DMC for
speed display, the message ADR DISAGREE appears on the ECAM.

Aerodynamic laws and the aircraft configuration parameters are used for the characteristic speed computation.
The computation principle is based on the fact that most of the speed data are a
function of the aircraft weight.
In flight, the FAC computes the weight with the ADIRS, FMGC and SFCC parameters and then, from the weight, it computes the characteristic speeds and the
center of gravity.

Jun04/THTA
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If the aircraft is in clean configuration, the windshear compensation function is not


available. The ELAC will trigger alpha- floor in two cases: alpha protection condition + side stick deflection > 14 degrees, or pitch angle > 25 degrees + side stick
deflection > 14 degrees.
A dual ADIRS failure results in the total loss of alpha- floor detection.

Windshear Warning and Guidance System

Speed Computation

On the ground, the FAC uses the weight provided by the FMGC.

For A319 and for all A/C equipped with GPS primary, alpha-floor is inhibited in engine out operation when FLAPS 0.

Windshear warning function is implemented in the FAC. Once windshear conditions are detected, a visual WINDSHEAR red message will be displayed on the
PFD for at least 15 seconds and an aural WINDSHEAR WINDSHEAR WINDSHEAR warning will sound.
Provided the A/C is in take-off or landing configuration (CONFIG 1, 2, 3 or FULL),
the windshear warning function is available for:
Take-off - - - - - - - - - - - - Lift-off - 1300ft RA
Landing - - - - - - - - - - - - - - -1300 - 50ft RA
The windshear warning is computed by the FAC from following inputs:
Ground speed and wind direction/velocity.

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Auto Flight
22-60 Flight Augmentation

Flight Envelope Data on PFD

A/C current AOA.


A/C configuration.
Radio altitude.

Speed Protection

The AP/FD windshear guidance function implemented in the FMGCs, is completely independent of the FAC windshear warning function (availability or detection).

The green overspeed protection symbol indicates the speed at which overspeed
protection becomes active.

Under windshear conditions, the basic SRS law is progressively adapted to control to the following survival strategy:
Control airspeed as long as positive vertical speed is possible.
Control altitude and lets speed decrease, until
AOA protection function engages (AP disconnects).

SPEED PROTECTION = (VMO + 6 kts / MMO + 0.01)

Windshear guidance function is available whenever:


AP/FD in SRS mode (thrust levers in the TOGA detent).
At least one AP/FD engaged.

Speed Trend
The yellow pointer starts from the speed symbol. The end of this arrow gives the
speed value which will be attained in 10 seconds if the acceleration or deceleration
remains constant.
This arrow appears only when greater than 2 knots and is removed when less than
1 knot. It is also removed in case of failure of the FACs.

Low Energy Awareness

Target Airspeed

Energy awareness is a software device which provides the crew with an aural
warning which indicates that it is necessary to increase thrust to recover a positive
flight path angle through pitch control.

This symbol is either magenta or cyan and gives the target airspeed value or the
airspeed corresponding to the Mach number.

The audio warning, "SPEED SPEED SPEED", is triggered before alpha- floor and
depends on angle of attack, configuration deceleration rate, and flight path angle.
It is inhibited when radio altitude is greater than 2000 ft or when alpha- floor is active or when the aircraft is in clean configuration.

Low Energy Warning


A low energy aural warning SPEED SPEED SPEED repeated every 5 sec. indicates that the A/C energy becomes lower than athreshold value. This threshold
value is attained if an increase in thrust is necessary to recover a positive flight
path angle by pitch control.
Low energy warning function is available for:
FLAPS 2,3 and full - - - - - - - - - - - - - - - 100 - 2000ft RA
The low energy warning is computed by the FAC from following inputs:
A/C configuration.
Airspeed deceleration rate.

Jun04/THTA
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The target airspeed value is the value computed by the FMGC in managed speed
mode (magenta) or manually entered on FCU for selected speed mode (cyan).
The target speed is a magenta double bar when associated with the ECON speed
range. Otherwise it is a magenta or cyan triangle.
When out of speed scale, the target speed value is displayed in numeric form below or above the speed scale.

ECON Speed Range


In descent mode, with the ECON mode, the selected speed symbol is replaced by
two magenta half triangles: upper and lower limits calculated by the FMGC.
They indicate the range of descent speed: +20 kt and -20 kt or Vmin or VLS which
ever is higher.

Minimum Selectable Speed VLS


It is defined by the top of an amber strip along the speed scale and computed by
the FACs.

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The VLS corresponds to 1.13 Vs during take- off or following touch and go. It becomes 1.23 Vs as soon as any flap or slat selection is made. It remains at this value until landing.
Above 20000 ft, VLS is corrected for mach effect to maintain 0.2 g buffet margin.
VLS information is inhibited from touch down up to 10 seconds after lift- off.

Auto Flight
22-60 Flight Augmentation

Alpha Protection Speed


It is defined by the top of a black and amber strip along the speed scale.
It represents the speed corresponding to the angle of attack at which alpha protection becomes active.
This speed is computed in pitch normal law by the FACs.

Figure 7: Flight Envelope Data on PFD

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Auto Flight
22-60 Flight Augmentation

Alpha Max Speed

It is available when the FLAP selector is in position 1.

It is defined by the top of a red strip along the speed scale.

It is computed by the FACs.

It represents the speed corresponding to the maximum angle of attack that may
be reached in pitch normal law.

VFE Next

This speed is computed in pitch normal law by the FACs.

Two amber dashes show the predicted VFE (Maximum flap extended speed) at
the next flap/ slat position.

Vmax

It is provided by the FACs and only displayed when the aircraft altitude is below
15000 ft.

It is defined by the lower end of a red and black strip along the speed scale and
determined by the FACs.
Vmax represents the lowest of the following values:
VMO (Maximum operating speed) or the speed corresponding to MMO (Maximum operating Mach)
VLE (Maximum landing gear extended speed)
VFE (Maximum flap extended speed)

Green Dot
This is the engine out operating speed in clean configuration.
It is displayed in flight only by a green dot.
It represents the speed corresponding to the best lift to drag ratio.

VSW
It is defined by the top of a red and black strip along the speed scale.
It represents the speed corresponding to the stall warning.
VSW information is inhibited from touch down up to five seconds after lift- off.
It is computed in pitch alternate or pitch direct law by the FACs.

Decision Speed V1
The decision speed V1 is shown by a cyan symbol.
It is manually inserted by the crew through the MCDU.
When out of indication range, it is digitally shown on the upper part of the scale. It
is removed after lift- off.

Minimum Flap Retraction Speed


This speed is represented by a green -F symbol.
It is available when the FLAP selector is in position 3 or 2.
It is computed by the FACs.

Minimum Slat Retraction Speed


This speed is represented by a green -S symbol.

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Auto Flight
22-60 Flight Augmentation

Figure 8: Flight Envelope Data on PFD

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Auto Flight
22-60 Flight Augmentation

Figure 9: Warnings and Cautions

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Auto Flight
22-60 Flight Augmentation

Figure 10: Electrical Supply

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Auto Flight
22-70 Flight Management System

22-70 Flight Management System


General
The aircraft is equipped with a pilot interactive Flight Management and Guidance
System (FMGS) which provides predictions of flight time, mileage, speed, economy profiles and altitude. It reduces cockpit workload, improves efficiency and eliminates many routine operations normally performed by the pilots.
During cockpit preparation, the pilot inserts a preplaned rout from origin to destination via the Multifunction Control and Display Units (MCDUs). This route includes the departure, enroute waypoints, arrival, approach, missed approach and
alternate routes as selected from the NAV data base. The system generates optimum vertical and lateral flight profiles and predicted progress along the entire
flight path. Either FMGC performs all operations if one FMGC fails.
The pilot may modify any flight parameter on a short term basis (SPD, V/S,
HDG...) and the FMGS will guide the aircraft to the manually selected target.
There are two types of guidance:
Managed guidance:
The aircraft is guided along the preplaned route, vertical, lateral and speed/
math profile. This type of preplaned guidance is called Managed.
Predicted targets are computed by the FMGS.
Selected guidance:
Targets are selected on the flight control unit located on the pilots glareshield.
The decision to engage a selected or a managed guidance is always under
the control of the pilot.
Selected guidance has priority over managed guidance.
The FMGS tasks are divided in three main parts:

Flight Management (FM)


The FM part provides following functions:
Navigation.
Performance prediction and optimization.
Flight planning management.
Managed guidance computation.
Information display.

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Auto Flight
22-70 Flight Management System

Components
Figure 1: FMGC Interface

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FMGC Modes of Operation
Each FMGC is linked to its own set of peripherals: MCDU, EFIS, RMP.
The FMGCs has three modes of operation:
Dual mode (the normal mode).
Independent mode. Each FMGC being controlled by its associated MCDU.
Single mode (using one FMGC only).

Dual Operation
This is the normal mode where both FMGC process their own information and exchange their computed data through a cross talk bus. One FMGC is declared as
master. FMGC 1 defaults to master unless FD2 only and/or AP2 are engaged.

Auto Flight
22-70 Flight Management System

The FD1 P/B is on, the FMGC1 is master.


The FD1 P/B is off and FD2 P/B on, the FMGC2 is master.
If no AP/FD is engaged, A/THR is controlled by FMGC 1.

Independent Operation
This degraded mode is automatically selected by a major mismatch (e.g. database incompatibility, ops program incompatibility). Both FMGC work independently and are linked to onside peripherals.
An entry on one MCDU is transmitted to the onside FMGC only and affects onside
EFIS and RMP. To get similar AP/FD commands, same entries must be made by
the crews on both MCDUs.

All data inserted on any MCDU is transferred to both FMGC and to all peripherals.

Independent operation is indicated by INDEPENDENT OPERATION message on the MCDU scratchpad. On data pos monitor page there is no OPP
FMGC position displayed.

Master FMGC Logic

If one autopilot is engaged, the related FMGC is master:


It uses the onside FD for guidance.
It controls the A/THR.
It controls the FMA 1 and 2.
If two APs are engaged, FMGC 1 is master.
If no AP is engaged and

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Auto Flight
22-70 Flight Management System

Single Operation
This degraded mode is automatically selected in the event of one FMGC failure.
All the peripherals are driven by the remaining FMGC.
When one FMGC fails an amber message OPP FMGC IN PROCESS appears on the corresponding MCDU.
The ND on the failed FMGC side has to be set to the same range and mode than
the ND on the operative FMGC side. Otherwise an amber message SELECT
OFFSIDE RNG/MODE is displayed on the ND.

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22-70 Flight Management System

Flight Planning
Flight Plan
The flight plan is defined by various elements which indicate the routes the aircraft
must follow with the limitations along these routes.
The elements are mainly taken from the data bases or 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.

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Figure 2: Flight Planning

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Navigation
The navigation process provides the system with current aircraft state information
consisting of present position, altitude, winds, true airspeed and ground speed.

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22-70 Flight Management System

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.

This is achieved using inputs from the Inertial Reference Systems, Air Data sensors, Global Positioning Systems (GPS) if fitted, navigation radios, Aircraft Communication Adressing and Reporting System (ACARS) if fitted 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.

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Figure 3:

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Performance
The performance data base 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 ECON mode.
The ECON mode can be tailored to meet specific airline requirements using a selectable Cost Index (CI).
A Cost Index is defined as the ratio of cost of time to the cost of fuel.
The fuel quantity is given by the Fuel Quantity and Indication Computers (FQICs).
The speed and the thrust values associated with a given Cost Index 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 EFIS control panel of the Flight Control Unit
(FCU), the flight plan is shown in relation to the aircraft position on the ROSE- NAV
or ARC modes.
The aircraft model is fixed and the chart moves.
The difference between the two modes is that the half range is available when the
Navigation Display (ND) is set to ROSE- NAV mode as there is only 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.
Depending on the selected range, the aircraft may or may not be visualized on this
display.
The PLAN display can be decentered by scrolling the flight plan on the MCDU.
The Primary Flight Display (PFD) shows the FM guidance following engagement
of the AP/ FD lateral and vertical modes.

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Flight Management Operation

FM Functions

Lateral Principles and Guidance

The FM provides the following major functions:


Managed aircraft guidance.
Storage of navigation, aerodynamic and engine data with routine updating of
the navigation database on a 28-day cycle.
Means for insertion, storage and modification of a flight plan from the departure
runway to the destination runway via company routes or city pairs, SIDs,
STARs, airways and pilot defined waypoints.
Calculation of the aircraft position and transmission of this information for display on the ND and on the MCDU.
Transmission of data to generate a map of the route on the ND including relative positions of pertinent navaids, waypoints, airports, runways, etc.
Automatic selection and tuning of DMEs or VOR/DMEs which will provide accurate calculation of the aircraft position. Automatic/manual select/tune capability for the displayed navaid via the MCDU for display on the NDs.
Capability to transmit pitch, roll and thrust commands to the FG part of the
FMGC to fly an optimum vertical schedule for climb, cruise, descent and approach, while at the same time following the lateral flight plan.
Predictions such as optimal speeds, estimates of fuel consumption and
weights, predictions of time, fuel, weight and distances at specific waypoints,
destination and alternate. It also covers computations for optimum and maximum altitudes and the approach speed schedule.

The basic function is to compute an accurate position and to provide the crew with
a reliable accuracy level computation. To do so, the FM part of the FMGS performs the following tasks:
Position computation.
Navigation mode selection.
Evaluation of position accuracy.
Radio Navaid selection.

Typical FM Operation

Each FM computes its own radio position using its FM selected navaids, which
may be:
DME/DME
VOR/DME
DME/DME/LOC
VOR/DME/LOC
LOC (to correct crosstrack error during ILS approach).

Includes:
Review of aircraft status and check of navigation database validity.
Route selection to destination and alternate via Company route or city pairs.
Present position initialization and operation.
Review and revision of altitude, speed and time constraints at specific waypoints.
Insertion of weight, fuel data and atmospheric data for computation of the optimum vertical schedule.
Review of engine-out lateral and vertical parameters.
Selection of performance

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Insertion of V-speeds and review of take-off data.

A cross track error and related guidance signals are computed, allowing the airplane to accurately follow the flight plan.

Position Computation
Each FM computes its own aircraft position (FM position) from the MIX IRS position and either the GPIRS position or the computed RADIO position.
MIX IRS Position
Each FM receives all three IRS positions and computes a mean weighed average
position called the MIX IRS position. In the event of an IRS failure, each FMGC
reverts to use only one IRS (onside IRS or IRS 3).
A reasonableness test is continuously achieved on each IRS position and velocity.
If the test fails, the corresponding IRS is rejected.

RADIO Position

In the event of a failure, each FM may use offside selected navaids for position
computation.
The radio data is used by the FM for position calculation if the reasonableness test
on DME and VOR data are satisfied.

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GPS Position

GPS information from both GPSSU is acquired by each IRS and continuously
monitored through the RAIM function (Receiver Autonomous Integrity Monitoring).
Each IRS then computes its own hybrid GPIRS position. If one GPSSU fails, the
IRSs use the remaining GPSSU.
Each FMGC selects one of the 3 GPIRS positions depending on their figure of
merit with following priority:
1. OWN GPIRS position
2. GPIRS position 3
3. OPP GPIRS position
If integrity requirements and selection criteria are met, GPS is defined as GPS
PRIMARY and selected for FM position update. GPS PRIMARY is then displayed on the ND and MCDU PROG page.

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22-70 Flight Management System

During ILS approach:


The crosstrack error is corrected with a temporary localizer update.
BIAS:
Each FM computes a vector called BIAS between the MIX IRS and the RADIO
or GPIRS position.
This BIAS is continuously updated, provided a GPIRS or a RADIO position is
available.
If no GPIRS or RADIO position is available, the BIAS is memorized and will be
used to compute the FM position which equals the MIX IRS position plus memorized BIAS.
Manually update of the FM position will also update the BIAS.

If the GPIRS data do not comply with the integrity requirements and selection criteria, GPS is rejected and FM reverts to IRS/RADIO navigation mode. GPS PRIMARY LOST is then displayed on the ND and the scratchpad of the MCDU.
GPS may also be manually deselected on the SELECTED NAVAIDS page. In this
case GPS IS DESELECTED is displayed on the MCDU scratchpad 80 NM before T/D or at transition to approach phase.
Predictive GPS
This function predicts the availability of GPS PRIMARY within & 15 minutes of
ETA at destination or at any crew selected waypoint or time. Predictions are displayed on the PREDICTIVE GPS page, where also up to 4 satellites can be deselected at a time.

FM Position

At flight initialization:
Each FMGC displays an FM position that is a mix lRS/GPS position (GPIRS).
At take-off:
The FM position is automatically updated to the F-PLN inserted runway threshold position.
In flight:
During flight, the FM position approaches the GPIRS or RADIO position (if
GPIRS is rejected/not available) at a rate depending of the A/C altitude.

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Figure 4:

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22-70 Flight Management System

Navigation Modes
The FMGCs update their position using GPIRS or RADIO position (if GPIRS is rejected/not available). One out of five different navigation modes is selected according to following priority order.

The FM automatically selects the most efficient navigation mode and tunes the
best available navaids to optimize the FM position accuracy.

Evaluation of Position Accuracy


Estimated Position Error (EPE)
The EPE is a continuosly computed estimate of the FM position drift in function of
the current navigation mode.

NAV ACCUR Level


To determine the navigation accuracy level, the EPE is continously compared to
the position accuracy criteria as defined by airworthiness authorities for the various flight areas:
Required Navigation Performance
Flight Area

Accuracy Criteria

En Route

3.41 NM

Terminal

2.07 NM

Approach

VOR/DME 0.61 NM
Other Cases 0.36 NM

ESTIMATED position error, REQUIRED position accuracy and navigation ACCUR level are displayed on the MCDU PROG page.

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GPS PRIMARY (ND, MCDU PROG page):


GPIRS is selected for FM position update and the FM navigation mode is lRS/
GPS. Under this condition, the EPE is always below the required position accuracy and the NAV accuracy level is HIGH.
GPS PRIMARY LOST (ND, MCDU scratchpad):
GPIRS information is lost or rejected for FM position update.
The navigation accuracy must not necessarily downgrade as the EPE might
still be below the required position accuracy.
NAV ACCUR DOWNGRAD (ND, MCDU scratchpad):
GPS PRIMARY is not available, the EPE has exceeded the required position
accuracy and the NAV accuracy level downgrades from HIGH to LOW.
NAV ACCUR UPGRAD (ND, MCDU scratchpad):
GPS PRIMARY is not available, the EPE has fallen below the required position
accuracy and the NAV accuracy level is upgraded from LOW to HIGH.

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22-70 Flight Management System

Figure 5:

Radio Navaid Selection


The FM part of the FMGS manages the autotuning of various navaids used for display and radio position computation. The FM derived tuning list may comprise a
maximum of 4 navaids (1 navaid for display, 1 or 2 for position update and 1 ILS/
DME for display and LOC update) which are displayed on the SELECTED NAVAIDS page.
All navaids automatically tuned must meet the Figure of Merit criteria stored in the
Nav Database:
Fig of Merit

Range

Up to 40 NM and A/C below FL120

Up to 70 NM and A/C below FL180

Up to 130 NM

Up to 250 NM

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Figure 6: FM Radio Nav Manual Tuning

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Figure 7:

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Vertical Principles and Guidance

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22-70 Flight Management System

Figure 8:

The FM optimizes the aircrafts vertical schedule based on preflight data entry and
stored performance data. Entered preflight data must comprise take-off weights,
cruise flight level, cost index, center of gravity, flight plan, crew entered restrictions
and weather data. In managed mode the A/C follows the vertical profile and will
meet speed and altitude restrictions.

Flight Phases
The vertical flight plan is divided into successive flight phases which sequence
upon specific conditions. For each flight phase, the FMGC computes an optimum
speed or mach profile as a function of the vertical F-PLN data and performance
criteria. Speed profile and flight phase are directly linked together.

Flight Optimization
The optimization function in the FM computes the following items:
Optimum target speeds for climb, cruise and descent called ECON SPD /
MACH.
Optimum FL for information purposes.
Optimum descent path from CRZ FL down to the destination runway.
The optimum target speed computed by the FMGC is based on following inputs:
Cost Index (Cl).
Cruise flight level (CRZ FL).
Grossweight, Grossweight CG, and Fuel Data.
Wind, Temperature, and Tropopause altitude.

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FMGS Cockpit Preparation

After the safety test of the computers, the FCU and the MCDU are energized and
Flight Director is automatically engaged.

Lateral

The STATUS page is displayed.

Status
First of all, the aircraft and the Flight Management and Guidance System (FMGS)
must be electrically supplied by pressing in the external power (EXT PWR) pushbutton.
Figure 9: FMGS Cockpit Preparation-Status

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Figure 10: A/C Status Page

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Initialization
INIT page A is obtained by pressing the INIT key on the MCDU.
The number of the company route is entered onto the scratchpad of the MCDU by
using the alphanumeric keyboard.
The company route can be defined by up to 10 characters.
In our example, it is KMSPKLGA01 from KMSP to KLGA (ICAO codes for Mineapolis St Paul and New- York La Guardia airports).
Once the company route has been inserted, the departure and destination airports
appear on the display automatically.
Note also, that the ALIGN IRS prompt has appeared.
The flight plan being defined, NAV is armed and indicated on the Flight Mode Annunciator (FMA) of the PFD and the LAT light comes on on the FCU.
If the pilot wants to insert a route, which does not belong to the data base,
he must give the origin and destination identifier in the FROM/ TO boxes. He
must then build up his route waypoint by waypoint.
The flight number (FLT NBR) is entered and inserted by using the alphanumeric
keyboard and the appropriate Line Select Key.
The alignment process is completed by sending the departure airport coordinates
to the Inertial Reference Systems. This is done by pressing the Line Select Key
adjacent to the ALIGN IRS prompt.
The tropopause (TROPO) altitude default value is 36090 ft, but may be
changed if necessary.
INIT page B is obtained from INIT page A by pressing the NEXT PAGE key on the
MCDU.
A Zero Fuel Weight (ZFW) of 55 tons is entered and inserted.
A BLOCK fuel of 10 tons is entered and inserted.
The BLOCK entry initiates a fuel prediction computation.

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Figure 11: FMGS Cockpit Preparation-Initialization

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Figure 12: Cockpit Preparation-Initialization

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Figure 13: INIT A/B Page

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Runway Change

Flight plan page A is then displayed.

The active runway is different from the one included in the company route. Therefore, the designated origin runway needs to be changed before inserting the critical speeds for Take- Off.

On this page, the Line Select Key, adjacent to the runway (KMSP11L) contained
in the company route, is pressed.

The runway included in the company route is 11L and the active one is 29L.

This selection, called a lateral revision, from the current runway gives you access
to the LAT REV page at origin.

To change the runway in the flight plan, the F- PLN key is pressed first on the
MCDU.

From it, and by pressing the Line Select Key adjacent to the DEPARTURE prompt,
you get access to the departure data.

Figure 14: FMGS Cockpit Preparation-Runway Change

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Runway Change (Continued)

A second DEPARTURE page appears and allows selection of the Standard Instrument Departure for runway 29L.

A first DEPARTURE page with available runways (RWYs) appears.


As you can see, runway 11L and its associated Standard Instrument Departure
(SID) are preferential data of the company route. They are displayed in green because they are active. The remaining options are displayed in blue.
Runway 29L is selected by pressing the adjacent Line Select Key.

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22-70 Flight Management System

On this page, yellow data indicates that the selections are temporary until their insertion into the flight plan.
By pressing the Line Select Key adjacent to the INSERT prompt, insertion is done
and the revised flight plan page is displayed.

Figure 15: FMGS Cockpit Preparation-Runway Change (Continued)

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Figure 16: Departures Pages

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FMGS Cockpit Preparation

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A flexible Take- Off temperature of 54 degrees is entered and inserted.

Performance

Flaps retraction speed (F), slats retraction speed (S) and Green dot speed (O) are
computed by the Flight Management and Guidance Computer (FMGC) from the
Take- Off Gross Weight if it is available, otherwise dashes are displayed and no
computation is provided.

TAKE OFF page is obtained by pressing the PERF key on the MCDU.

They are displayed in green and can not be modified through the TAKE OFF page.

Given values on the RTOLW (Regular Take- Off and Landing Weight charts) are:
V1: 132 knots (Critical engine failure speed),
VR: 144 knots (Rotation speed),
V2: 147 knots (Take- Off safety speed).

TO SHIFT: It is used to take into account a runway length change for an accurate
FM position updating at Take- Off power setting.

Vertical Functions

The given critical speeds for Take- Off are entered and inserted.
The V1 and V2 speeds have appeared on the speed scale of the PFD, and
speed managed function is active on the FCU as indicated by its related
white light.

FLAPS/ THS: Reminder for the flaps and Trimmable Horizontal Stabilizer positions.The thrust reduction (THR RED) altitude and the acceleration (ACC) altitude
depend on the runway. They have a common default value (in this example, 2340
ft) but may be modified.

Figure 17: FMGS Preparation-Performance

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Performance (Continued)

First cleared altitude is 6000 feet.

A new acceleration altitude of 4500 ft is entered and inserted.

Provided that the altitude selected on the FCU is higher than the acceleration altitude, the white level change light on the FCU comes on and the climb (CLB)
mode becomes armed.

Pilot entries and modifiable data are displayed in large font. Default, computed and non modifiable data are displayed in small font.
From the Standard Instrument Departure, you know the first altitude and this must
be set on the FCU.

CLB mode will engage when reaching the acceleration altitude (if NAV mode is engaged).

Figure 18: FMGS Cockpit Preparation-Performance (Continued)

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Figure 19: Take-Off Page

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Figure 20: Flight Phase Display on PERF and PROG Pages

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Other FM Functions via MCDU Mode-Keys

This page is accessed by pressing the RAD NAV key on the MCDU.

Radio Navigation

The FMGC has automatically selected the first encountered VOR/ DME for NAV
updating purposes, and the ILS associated with the selected runway for guidance
purposes.

A radio navigation aids check must be performed on the RADIO NAV page before
departure.

The FMGS cockpit preparation is completed.

Figure 21: FMGS Cockpit Preparation-Radio Navigation

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Figure 22: Radio NAV Page

Figure 23: DIR TO Page

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EFIS Display

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Figure 24: Display on PFD

Flight Management (FM) Display on PFD


The Primary Flight Display (PFD), as main guidance instrument, displays the data
computed, or inserted on the Multipurpose Control and Display Unit (MCDU).
This data can be the target speed and the altitude constraint in managed guidance
modes, V1 and V2, Decision Height (DH) or Minimum Decision Altitude (MDA) in
approach.
At the top of the PFD, the Flight Mode Annunciator (FMA) provides the pilot with
the DH or the MDA.
The speed scale displays the Flight Management data such as the target speed
and V1.
The altitude scale displays the altitude constraint from the Flight Management
(FM) part and the linear vertical deviation with respect to the FM theoretical vertical flight plan (F- PLN).
Landing field elevation is also indicated by a blue horizontal bar on the altitude
scale.
The Flight Management (FM) guidance is associated to the Flight Guidance
(FG) modes (NAV, CLB, DES).

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Flight Management (FM) Display on ND


The Navigation Display (ND) works in five different modes selected on each Electronic Flight Instrument System (EFIS) control panel of the Flight Control Unit
(FCU).
In ROSE- NAV, ARC and PLAN modes, the ND displays the flight plan computed
in the FM part at a scale defined by the range selected on the EFIS control panel
of the FCU.
The ND represents basically: the aircraft position, the flight plan data, the range
selected on the FCU and autotuned navaids.
The aircraft position is fixed in all display modes except in PLAN mode
where it moves along the flight plan.
There is correspondance between the flight plan displayed on the ND and the
MCDU flight plan (F- PLN) page if no scrolling has been done on this page.
The TO waypoint is displayed in white, the rest of the flight plan line and waypoints
being displayed in green.
The TO waypoint characteristics are displayed at the top right hand corner of the
ND:
ident (in white) and bearing (in green),
distance to go (in green),
Estimated Time of Arrival (in green).
A crosstrack deviation, if any, is also provided, in green, on the left or right hand
side in nautical miles.
Wind speed and direction, Ground Speed (GS) and track are computed by
the FM part and transmitted to the Display Management Computers (DMCs)
which also receive the same data from the Air Data and Inertial Reference
Units (ADIRUs).
Radio navaids are displayed in cyan when they are autotuned by the FM part.
Specific symbols can appear, along the flight plan, corresponding to some maneuvers such as Start of Climb (S/ C) in white, Top of Climb (T/ C) in cyan, Top of Descent (T/ D) in white, holding pattern and turn procedure.

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Figure 25: Display on ND

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Data Base Display P/ Bs
By pressing these five interlocked pushbuttons (WPT, VOR. D, NDB, ARPT and
CSTR), different information from the navigation data base is available and will be
displayed in magenta.

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22-70 Flight Management System

When the NDB pushbutton is pressed, all Non Directional Beacon station locations in the related range are transmitted to the ND to be displayed.
When the ARPT pushbutton is pressed, all airport locations available to the aircraft, in the related range, are transmitted to the ND to be displayed.

Note that these options are exclusive and the priority is given to the last which has
been selected.

When the CSTR pushbutton is pressed, all speed and altitude constraints (if any)
on one or several waypoints, are transmitted to the ND to be displayed.

When the WPT pushbutton is pressed, all waypoint locations in the related range
are transmitted to the ND to be displayed.

For example, the constraint on the BGN waypoint are:


an altitude at or below the flight level 180, and
a speed at or below 250 kts.

When the VOR. D pushbutton is pressed, all VOR and/ or DME stations locations
in the related range are displayed on the ND.
Figure 26: Data Base Display P/Bs

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Flight Management (FM) Source Switching

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22-70 Flight Management System

Figure 27: Source Switching

In normal setting (FM normal operation), each PFD and ND, via each related Display Management Computer (DMC), displays EFIS data from the onside Flight
Management (FM) part.
If an FM has failed, a white "OPP FMGC IN PROCESS" message is displayed in
the corresponding MCDU scratchpad showing an automatic switching to FM single operation.
The PFD display remains operational.
The ND display also remains operational provided the selected range and mode
is identical on both NDs.
In other cases, a red "MAP NOT AVAIL" message is displayed on the corresponding ND, with an amber "SELECT OFFSIDE RNG/ MODE" request.

MCDU Failure
If a Multipurpose Control and Display Unit (MCDU) failure occurs on side 1 or 2,
as long as the transmitting FM is healthy, the transmission to the EFIS continues
despite the loss of this MCDU.

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22-70 Flight Management System

Data Base Loading


General
Every 28 days, a new navigation data base must be loaded into each Flight Management and Guidance Computer (FMGC) with the help of a portable floppy disk
data loader.
In fact, the floppy disk received by the company contains 2 navigation data bases:
One corresponds to the present period of 28 days and the other to the next period.
During the operation, the two data bases are loaded.
The operation must be performed independently for each FMGC.
The data base loading can also be used during maintenance operations as it enables some Flight Management (FM) problems to be solved (for example, missing
information on MCDU FM pages).
The basic loading (with the portable floppy disk data loader) can be performed into
either FMGC 1 or FMGC 2.
Do the data base loading procedure again with the second FMGS.

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Figure 28:

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Figure 29:

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Crossloading Description
The crossloading allows an FMGC to transfer its valid navigation data base to the
other FMGC through the crosstalk busses by simple MCDU selection.
The objective of the crossloading is:
to reduce loading time for periodic updating of navigation data base.
to avoid the use of a portable data loader in case of replacement of an FMGC.

Auto Flight
22-70 Flight Management System

The crossloading is initiated from either MCDU 1 or MCDU 2 (depending on which


FMGC contains the valid navigation data base), via the ACTIVATE CROSSLOAD
prompt on the AIRCRAFT STATUS page.
The ACTIVATE CROSSLOAD prompt is displayed when the following is true:
the active flight phase is either PREFLIGHT or DONE,
the FMGCs work in independent operation, meaning that the navigation data
base loaded in one FMGC is different from the other one.

Figure 30: Crossloading Description

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Crossloading Operation
Pressing the line select key associated to the ACTIVATE CROSSLOAD prompt
identifies the transmitting FMGC.
In this example, the transmitting FMGC is FMGC 1.
The CONFIRM CROSSLOAD prompt is displayed on the AIRCRAFT STATUS
page of MCDU 1 and the AIRCRAFT STATUS PAGE of MCDU 2 is blanked.
As soon as the CONFIRM CROSSLOAD prompt is selected, the crossloading begins.
While crossload is in process, the current percentage of crossload completion is
displayed on both MCDUs.
Upon successful completion of the crossload, both MCDUs revert to the AIRCRAFT STATUS page.
The CROSSLOAD COMPLETE message is displayed in the scratchpad of each
MCDU.

Crossloading Operation (Continued)


The crossload may be unsuccessful.
The CROSSLOAD ABORTED message is then displayed in the scratchpad of
each MCDU and the NAV DATA BASE LOAD INCOMPLETE message is displayed on the MCDU associated to the receiving FMGC (in this example, MCDU
2).
This may occur:
if flight phase transitions from PREFLIGHT or DONE to another phase occur
while crossload is in process,
following a failed or incomplete data base loading operation.

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Warnings and Caution


Figure 31: Warnings and Caution

Figure 32: Electrical Supply

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22-80 AFS Components

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22-80 AFS Components

Only one channel is active at a time, the other is in standby. If both channels fail,
all FCU controls are inoperative: AUTOTHRUST, AP/ FD 1 and AP/ FD 2 are not
available.

Flight Control Unit Description/Operation

Display

General
This description only deals with the central part of the Flight Control Unit (FCU).
In general, the FCU provides the short term interface between the crew and the
Flight Management and Guidance System.
The FCU is the main interface to engage functions and guidance modes and to
select parameters.
In fact, there is one FCU PANEL which controls two identical processing
channels: FCU 1 and FCU 2.

Here are listed some examples of function engagement, selection of required


guidance modes and flight parameters.
The FCU allows:
engagement of autopilots, Flight Directors and autothrust,
selection of guidance modes; e. g. heading, Vertical Speed or track, Flight Path
Angle,
selection and display of the various guidance targets whenever a manual selection is required (SPD - HDG - TRK - V/ S - FPA - ALT).

Figure 1: General Display

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Speed/ Mach Reference Control Knob

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The appropriate indication (SPD or MACH) is then displayed.

The speed/ Mach reference control knob can be pushed or pulled. It is springloaded to neutral. It can also be turned.

Pulled
When pulled, the FMGC uses a selected reference speed which is displayed on
the FCU. The associated MANAGED SPD/ MACH DOT light is off.
If the speed window was previously dashed, the value which appears is generally the last managed reference speed.
If not, there is no change in the window.

Turned
When turned, it changes the displayed speed.
If a speed was previously displayed, the selected reference speed is modified.
If the speed window was previously dashed, the first click changes the dashes
into the managed reference speed. When turned more, this value changes.
If the knob is not pulled within 45 seconds the display reverts to dashes.

Pushed
When pushed, dashes are displayed and the associated MANAGED SPD/ MACH
DOT light comes on.
The FMGC uses a managed reference speed.
If dashes are displayed, there is no change.
If a speed was previously displayed, dashes appear and the light comes on.
The reference becomes a managed speed.
For Take- Off, Go- Around and expedite, the FMGS automatically uses
memorized speeds such as V2, VAPP and Green dot.
Dashes are displayed and the light is on.

Speed/ Mach Switching


The speed/ Mach pushbutton is only active when a value is displayed in the speed
window.
In all cases, the speed/ Mach switching is automatic.
The pilot can only perform the switching using the speed/ Mach pushbutton when
the reference is selected.

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Figure 2: Speed/Mach Reference Control Knob-Speed/Mach Switching

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Heading/ Track Lateral Control Knob


The lateral control knob can be pushed or pulled. It is spring- loaded to neutral. It
can also be turned.
The LAT window displays a value when heading or track mode is active or when
a heading or track preset has been performed. It is dashed in all other cases.
The light is on when a managed lateral mode is armed (e. g. NAV, RWY, LAND...)

Pulled
When pulled, heading or track mode engages with a reference displayed on the
FCU. The associated light is off.
If the LAT window was previously dashed, the value which appears is the
present heading or track.
If not, there is no change in the window.

Turned
When turned, it changes the displayed heading or track.
If a heading or track was previously displayed, the selected reference is modified.
If the LAT window was previously dashed, the first click changes the dashes
into the present A/ C heading or track. When turned more, the value changes.
If the knob is not pulled within 45 seconds the display reverts to dashes.

Pushed
When pushed, the navigation mode is armed.
During the arming phase, the heading or track is displayed until interception of the
flight plan.
Then, dashes will replace the heading or track.
During the arming and active phases, the light is on.

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Figure 3: Heading/Track Lateral Control Knob

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Altitude Selector Knob


The outer knob has 2 selectable positions, 100 feet and 1000 feet.
The inner knob sets the altitude in the FCU altitude window with increments depending on the outer knob position (100 or 1000).
The inner knob can be pushed or pulled and is spring- loaded to neutral. It can also
be turned.

Pulled
When pulled, open climb or open descent mode engages if the displayed altitude
is different from the present aircraft altitude. The level change light is off.
Aircraft immediately climbs (or descends) towards the selected altitude.

Turned
When turned, the displayed altitude changes by thousands or hundreds feet, depending on the outer knob selection.
The selected altitude changes.

Pushed
When pushed, climb or descent mode engages if the displayed altitude (in the
FCU) is different from the present aircraft altitude. The level change is managed
and the level change light is on.
The ALT window always displays a target value selected by the crew. The
window is never dashed.

Metric Altitude Pushbutton


This METRIC ALT pushbutton is used to display the FCU altitude target in meters
on the lower ECAM display unit.
Note that the altitude target, on the FCU, is always in feet.

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Figure 4: Altitude Selector Knob/Metric Altitude Pushbutton

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Vertical Speed/ Flight Path Angle Control Knob


The Vertical Speed/ Flight Path Angle control knob can be pushed or pulled. It is
spring- loaded to neutral. It can also be turned.

Pulled
When pulled, Vertical Speed or Flight Path Angle mode engages with a reference
displayed on the FCU. The level change light is off.
If the associated window was previously dashed, the value which appears is the
present Vertical Speed or Flight Path Angle.
The range are:
between -9. 9 and +9. 9 for FPA,
between -60 and +60 hundreds of feet per minute (+/- 6000 ft/ min) for V/ S.

Turned
When turned, it changes the displayed Vertical Speed (or FLight Path Angle).
If the associated window was previously dashed, the first click changes the dashes into the present A/ C V/ S or FPA. When turned more, the value changes.
If the knob is not pulled within 45 seconds, the display reverts to dashes.

Pushed
Pushing the V/ S/ FPA rotary knob will command an immediate level off by engaging the V/ S/ FPA mode with a zero target as diplayed in the FCU window. FMA
annunciation will turn to ALT green when levelled off.
Any new setting of a V/ S or FPA (selector turned) will lead to A/ C movement accordingly.

Heading- V/ S/ Track- FPA Switching Pushbutton


This pushbutton allows selection of heading and Vertical Speed or track and Flight
Path Angle modes.
If any of the modes (HDG, V/ S, TRK, FPA) are active, pressing the pushbutton
changes the mode(s) into the corresponding one(s) (HDG TRK and V/ S FPA).
Pressing the pushbutton, changes the HDG V/ S into TRK FPA on the center of
the FCU and vice versa.
Note that the flight director symbology on the PFD changes and the flight path vector and the flight path director appears.

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Figure 5: Vertical Speed/Flight Path Angle Control Knob/Heading-V/S/


Track-FPA Switching Pusbutton

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Autopilot 1 & 2 Engagement Pushbuttons


The autopilot 1 or 2 can be engaged five seconds after lift off, by pressing the related pushbutton.
PRESSED ON: Autopilot engagement is confirmed by the three green bars
coming on.
PRESSED OFF: The related autopilot disengages.

Autothrust Engagement Pushbutton


When pressed on, the A/ THR pushbutton manually engages the autothrust function, provided the aircraft is not on the ground with the engines running.
PRESSED ON: Autothrust engagement is confirmed by the three green bars
coming on.
On ground, autothrust is automatically engaged when take- off is initiated
with the thrust levers.

PRESSED OFF: The autothrust function disengages.

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Figure 6: Autopilot 1&2, Autothrust, Expedite, Approach, Localizer


Engagement Pusbuttons

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Figure 7:

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EFIS Control Panel


The two EFIS control panels control and display, for each EFIS side (Capt and F/
O), the Primary Flight Display and Navigation Display (FD) conditions, and Navigation Display modes.
Figure 8: EFIS Control Panel

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MCDU Description

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Figure 9: Brightness Adjust Control/Alphanumeric Keys/Page Keys

General
The Multipurpose Control and Display Unit (MCDU) is the pilot interface with the
Flight Management function of the Flight Management and Guidance Computer.
It is also used as an interface with other aircraft systems.
The MCDU is mainly used for long term actions such as flight plan construction,
flight plan monitoring and revision.

Brightness Adjust Control


The brightness (BRT) knob allows the MCDU display brightness and keyboard illumination to be adjusted.
This knob does not permit the MCDU to be switched off.

Alphanumeric Keys
The alphanumeric keys are used to write data on the bottom line of the screen,
called SCRATCHPAD.

Page Keys
Each management function is shown on a specific display called a page. By pressing the related key, the corresponding page is displayed.
In this example, the DATA INDEX page has been obtained by pressing the DATA
key. This page allows access to the numerous data pages stored in the data base
and to define and view new data.

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Display Keys

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Figure 10: Display Keys

The six display keys comprise a NEXT PAGE key, two slew keys, an AIRPORT
key, a clear (CLR) key and an overfly (OVFY) key.

Next Page Key


The NEXT PAGE key is used to display one by one all the successive pages of
the last selected page key.
After the last page, the first one is presented again.
When two pages correspond to a page key, an arrow is displayed in the top
right- hand corner of the screen.
When there are more than two pages, the page rank is displayed.

Slew Keys
Some pages are too long to be displayed entirely on the screen. These pages are
identified with a symbol in the bottom right corner and can be scrolled up or down
by pressing the related slew key.
Another use of the slew keys is to increment or decrement certain values shown
on the screen. These values are identified by adjacent arrows.

Airport Key
Pressing the AIRPORT key allows flight plan pages to be shifted to the page containing the next airport along the flight plan.

CLR Key
The clear (CLR) key is used to clear data or messages displayed on the scratchpad and also to clear various parameters displayed on the screen.

OVFY Key
Pressing the overfly (OVFY) key allows overflight of the selected waypoint.

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Line Select Keys

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Figure 11: Line Select Keys/Annunciators

Line Select Keys (LSKs) are used to:


Insert, activate, modify or delete data in the adjacent line.
Select another page or make an action displayed in the adjacent data field.
Actions are identified by symbols, such as:
<

(withe)

New page called by pressing the adjacent LSK.

(amber)

FMGS function activation.

[]

(cyan)

May be inserted in this line.

(cyan)

To activate or select data.

Annunciators
There are three annunciators located on the lower part of the MCDU.

MCDU Menu
The display shows that the MCDU is linked to the Flight Management and Guidance Computer (FMGC) and Centralized Fault Display System (CFDS).
The MCDU MENU annunciator comes on white if a system linked to the MCDU,
requests the display.
In this example, the FMGC is the active system (indicated by the green color and
the absence of the prompt) on the MCDU but the CFDS requests the display.
At power up, the MCDU communicates in priority with the FMGCs.

FMGC
The FMGC annuciator comes on white to alert the crew that the FMGC has an important message to display while the MCDU is linked to another system.
In this case, any key can be pressed to return to the Flight Management related
display.

FAIL
The FAIL annuciator comes on amber in case of a MCDU failure.

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Display Layout
The MCDU display layout includes the title line, and the scratchpad where pilot entries are first made.
FMGC messages are also displayed on the scratchpad.
The 6 data field lines, displayed in large font, display either data from FMGC or
data entered by the pilots.
6 label lines, displayed in small font, contain the title of the data field just below.

Auto Flight
22-80 AFS Components

The data are then inserted into the suitable data field by pressing the corresponding Line Select Key, in this example the Line Select Key adjacent to the CO RTE
field.
When the Line Select Key is pressed, the FMGC checks the data for format and
acceptability.
If data is not accepted, a specific message appears in white on the scratchpad:
FORMAT ERROR or NOT IN DATA BASE or NOT ALLOWED or ENTRY OUT OF
RANGE.

Data Entry
To enter any data into the FMGC, the pilot must first write the data onto the
scratchpad using the alphanumeric keyboard.

Data entry in amber boxes is mandatory and white dashed lines indicate that
data will be calculated and displayed by the FMGC when it has enough information to do so.
The scratchpad is limited to a maximum of 22 characters.

Figure 12: Display Layout /Data Entry

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Color Mode

Titles, comments, dashes, symbols and minor messages are displayed in


white.
Non modifiable data or active data are displayed in green.

However, in temporary flight plan, the same data are shown in yellow until they are
validated by an insertion.

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22-80 AFS Components

The modifiable data and selectable data are displayed in cyan.


Mandatory data, boxes, required pilot actions and important messages are displayed in amber.
The maximum recommended Flight Level is indicated in magenta.
Data associated to the flight plan constraints are also indicated in magenta.

An asterix (*) displayed adjacent to the corresponding altitude or airspeed restriction is amber to indicate "missed" or magenta to indicate "made".

Figure 13: Color Mode

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Figure 14: FM Controls and Indicators

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Figure 15: AFS Components Location

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FMA Description

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ZONE 5: engagement status of guidance functions.

Each of the five zones has three lines:

General

Line 1 gives active modes.

Information about modes and engagement status of guidance functions, plus


some specific messages, are displayed on the Flight Mode Annunciator located at
the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is divided into five zones:
ZONE 1: A/ THR information,
ZONE 2: vertical API FD modes,
ZONE 3: lateral API FD modes,
ZONE 4: landing categories,

Line 2 gives armed modes.


Specific A/ THR messages are written in zone 1.
Advisory messages appear in line 3 of zones 2 and 3.
FREQUENT REFERENCE TO THE FMA INDICATIONS, WHICH ARE DRIVEN
BY THE MASTER FMGC, AS WELL AS A THOROUGH UNDERSTANDING OF
ALL STATUS, ARMED AND ENGAGED ANNUNCIATIONS, ARE ESSENTIAL
FOR THE SUCCESSFUL OPERATION OF THE AUTOFLIGHT SYSTEM.

Figure 16:

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Figure 17:

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Figure 18:

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TBD

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22-90 Fault Isolation and Tests

Auto Flight
22-90 Fault Isolation and Tests

Figure 1: AFS General & FIDS

AFS Maintenance System


General
The Auto Flight System (AFS) is a type 1 system, able to maintain a two- way communication with the Centralized Fault Display Interface Unit (CFDIU).
The line maintenance of the AFS is based on the use of the Fault Isolation and
Detection System (FIDS) active in the FAC 1 and of the Built In Test Equipment
(BITEs) located in the various AFS computers.
Access to the fault data is made through the MCD Us via the CFDIU.
Like for other systems, the CFDIU works in NORMAL mode and MENU mode
(See ATA 31- CFDS).

FIDS
The FIDS is a card physically located in each FAC. Both FACs are interchangeable, but only the FAC 1 FIDS is active due to the side 1 signal.
The FIDS is used as a system BITE to concent rate maintenance information.
The FIDS is linked in acquisition and reception to the CFDIU and is connected to
the BITEs of the various AFS computers. It receives commands from the CFDIU,
interprets these commands and transfers them, if applicable, to the various BITEs
concerned.
It receives malfunction reports from the BITEs, manages these reports, and, if applicable, consolidates the BITE diagnosis (Occurence, correlation,...) and generates a fault message which is sent to the CFDIU.
If the FIDS fails, the BITEs continue to work and the results can be read in
the shop or after FAC 1 change.
The NORMAL mode function is the same as in other systems.
In addition to the usual system report functions, the MENU mode enables access
to GROUND SCAN, AFS TEST and LAND TEST.

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22-90 Fault Isolation and Tests

BITEs
According to its internal architecture, each AFS Line Replaceable Unit has one or
several BITEs.
The basic purpose of a BITE is to detect, isolate, memorize failures (FCU and
MCDU BITEs only perform the detection task).
The failure detection is triggered by specific events listed in the maintenance manual.
Example of FG CMD triggering event: ILS own fail.
The failure localization corresponds to an analysis processed to identify the origin
of the failure.

FAC/ FM/ FG BITE


As the FAC and FG have a BITE in the command (CMD) and the monitor (MON)
sides, the fault analysis is generally made in each side and a synthesis is made in
the command side.
Each BITE memorizes the result of the analysis, the failure context, the flight leg
number, the time and date of each given failure.
Then the BITE sends the result of the analysis, with a maximum of two suspected
Line Replaceable Units in order of probability, to the FIDS.

FCU BITE
Each FCU BITE computes the maintenance status of its related part and permanently sends this maintenance data to the FG command part.

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Figure 2: AFS - BITEs, FAC/ FM/ FG BITE & FCU BITE

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MCDU BITE
The MCDU performs tests on its processor, memory and display unit.
If a failure is found by the MCDU BITE:

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22-90 Fault Isolation and Tests

the FAIL annunciator comes on and the display is blank,


the MCDU FAIL output discrete is set and sent to FG 1 and FG 2 command
parts.

Figure 3: AFS - MCDU BITE

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Ground Scan
The GROUND REPORT function displays failures recorded in the ground area of
the FIDS memory.
The PRESENT FAILURE SCAN function is used to isolate failures present when
the function is selected.

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22-90 Fault Isolation and Tests

to check an AFS Line Replaceable Unit before removal,


to check an AFS Line Replaceable Unit after installation,
to get trouble- shooting data (even if t he test is OK).

LAND Test

The PROGRAM page is used by the manufacturer for development purposes.

The LAND TEST enables to test the availability of the LAND mode and equipment
required to obtain CAT 3.

AFS Test

There are several successive pages in which actions, checks and answers are requested from maintenance.

An AFS TEST is performed:


Figure 4: AFS - Ground Scan, AFS Test, Land Test

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Safety Tests

After long term power interruption, computers and control units of the AFS perform
safety tests also called power- up tests.

These tests are only performed on ground, except for the FCU which can perform
safety tests on ground or in flight.

During these tests, no action should be per formed on the system.


If a unit does not pass the safety test, the unit is declared failed and is unusable
and an ECAM message is displayed on the STATUS page.
The recommended conditions to perform safety test are:

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22-90 Fault Isolation and Tests
aircraft on ground, engines stopped, hydraulic power (G/Y) for FAC only,
pull the Circuit Breaker (C/B) of the involved computer (Both C/Bs for
FCU),
wait 15 seconds (7 minutes for FCU), then push the C/B of the involved
computer,
wait 1 minute for safety test execution.

Procedure
This AFS maintenance procedure has to be followed in the event of a pilot report
concerning the AFS.

Figure 5: AFS - Safety Tests & Procedure

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FMGC General
The Flight Management and Guidance Computer performs several tests to isolate
any system failure or failed component.

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22-90 Fault Isolation and Tests

The reading of the BITE contents of the FMGC through the GROUND REPORT
function gives the faulty component.
This is a class 1 failure.

The tests performed by the FMGC are:


Power up test
MCDU test
IN Operation test.
As for the FMGC itself, its BITE is also split into two parts, one for the FM
function and the other for the FG function.

Power Up Test
The power up test starts automatically at power up provided that the aircraft is on
the ground with engines stopped. It will be initiated too if the computer power supply has been cut off for more than four seconds under the same conditions.
In all cases the duration of the power up test is 120 seconds and only the FMGC
is tested.
Independently the FCU and the MCDU have their own power up test (own
conditions) which last respectively 10 and 45 seconds.
Once the power up test has been initialized, the following cockpit repercussions
occur:
On the ECAM status page:
The AP1(2) INOP message is displayed amber and disappears.
On the FCU:
The AP1(2) pushbutton and A/THR pushbutton flash once and triple click
sounds.
On the PFD1(2): FD1(2) is displayed on the FMA engagement status zone and
boxed during 10 seconds.
During aircraft power up test, in case of failure, here is an example of what can
happen on the ECAM.
On the F/O PFD, FD2 is no more displayed and FD1 appears.
The power up test is not OK. You have to dialog with the FMGC through the CFDS
in order to get more information about the failure.

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Figure 6: FMGC Test Logic

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MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground with engines stopped. The validity of all components can be checked.
All the MCDU test requests to the FM are send through the FIDS (FAC1) and FG
BITE.
In return FM failure detection is transmitted to the MCDU through the same way.
These tests are initiated from the MCDU.
AFS TEST used for:
Confirmation of an AFS LRU failure before removal.
Check of a correct installation and operation of a new AFS LRU.
Extraction of the status of AFS computer peripheral discretes from ARINC
input messages (SSM, non refresh and parity).
LAND TEST:
This test enables to check availability of LAND MODE, equipment and wirings required to obtain CAT Ill.
GROUND SCAN: (Dealt in AFS CFDS SPECIFIC PAGE PRESENTATION
documentation)
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FG BITE during the AFS/TEST.
This is a class 1 failure (level 1).

In Operation Test
The in operation test is a cyclic test automatically performed when the system operates.
During in operation test, the validity of all components are checked except FWC1
and FWC2.
The pilot reports:
During Approach phase, loss of CAT Ill DUAL CAPABILITY.
Here is the message given by the FM BITE in the LAST LEG REPORT.
This is a class 1 failure.

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Figure 7: In Operation Test

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Figure 8: Tested Components

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Figure 9: Tested Components

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22-90 Fault Isolation and Tests

FAC General
The Flight Augmentation Computer performs several tests to isolate any system
failure or failed component.
The tests performed by the FAC are:
Power up test,
MCDU test,
In Operation test.
The line maintenance of the AFS is based on the use of the fault isolation
and Detection System (FIDS). The FIDS card is physically located in each
FAC, only the card located In the FAC 1 being activated.

FlDS
The Fault Isolation and Detection System serves as the SYSTEM BITE.
It is connected to the CFDILJ and to the BITEs of the various AFS computers.
The FIDS receives command signals from the CFDIU, Interprets and transfers
them, if applicable, to the various BITEs concerned (both FACs, both FMGCs,
MCDUs, FCU).
It receives malfunction reports from the BITEs, manages these reports (including
memorization of failures in its memory), and, if applicable, consolidates the BITE
diagnosis and generates a fault message which is sent to the CFDIU.

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Figure 10: FAC Test Logic

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Power Up Test

Its duration is 5 seconds and the component tested is: Yaw damper actuator 1(2).

Electrical Power Up Test

Figure 11: FAC Power Up Test

The electrical power up test starts automatically at power up provided that the aircraft is on the ground and with engines stopped.
This power up test will be initiated too if the computer power supply has been cut
off for more than 4 seconds under the same conditions.
Its duration is 90 seconds and the components tested are: FAC 1(2), rudder trim
actuator, Rudder Travel Limiting actuator, yaw damper actuator 1(2).
Once the power up test has been initialized, the following cockpit repercussions
occur:
On the ECAM warning page:
AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2) messages are displayed twice.
AUTO FLT YAW DAMPER 1(2) message is displayed once.
AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2) messagesare displayed once.
On the FLT CTL panel:
The FAULT legend of FAC 1(2) pushbutton switch flashes and single chime
sounds.
During aircraft power up, in case of failure, here is an example of what can happen
on the ECAM.
On the FLT CTL panel, the FAULT legend of FAC 1(2) pushbutton switch is
on.
The power up test is not OK. You have to dialog with the FIDS through the CFDS
in order to get more information about the failure.
The reading of the FIDS memory through the GROUND REPORT function gives
the faulty component.
This is a class 1 failure.

Yaw Damper Power Loop Power Up Test


The yaw damper power loop power up test starts automatically at power up provided that the aircraft is on the ground and hydraulically energized.
This power up test will be performed only if the electrical power up test is correct.

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MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground and with engines stopped.
All components are tested provided the three MCDU tests (AFS TEST, GROUND
SCAN and WINDSHEAR TEST) are performed.
Test selection on the MCDU causes transmission by the FIDS of a test request to the BITEs. The FIDS generates the different pages to be displayed
on the MCDU and dialogs with the BITEs to perform the test.
These tests, involving fault detection at the level of the FAC BITE, can be initiated
from the MCDU.
AFS TEST is used for:
Confirmation of an AFS LRU failure before removal.
Check of a correct installation and operation of a new AFS LRU.
Extraction of the status of AFS computer peripheral discretes from ARINCInput messages (SSM, non refresh and parity).
GROUND SCAN and WINDSHEAR TEST
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FAC BITE during this test.
This is a class 1 failure.

In Operation Test
The In Operation test is a cyclic test automatically performed when the system operates.
During In Operation test, all components are tested, except FAC 1/2 pushbutton
switches.
The pilot reports:
Rudder Travel Limiting 2 has been lost.
Here is the message given by the FAC BITE in the LAST LEG REPORT.
This is a class 1 failure.

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Figure 12: MCDU/ In Operation Test

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Figure 13: Tested Components

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Figure 14: Tested Components

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TBD

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22-99 CFDS
CFDS Specific Page Presentation
Last Leg Report
The philosophy of the LAST LEG REPORT is the same as the one described in
ATA chapter 31 ("CFDS REPORT"), but additional information is presented:
FAIL NO: Number of presented fault. This counter is reset at the start of each
flight.
OCCURENCE: Number of times the same failure occurs within the same flight.
ISSUED BY: Designates the computer which detected the fault. By selecting
this function you have access to the primary data of the analysis (TROUBLE
SHOOTING DATA page). The information presented on this page is the same
as that accessible by selecting the TROUBLE SHOOTING DATA function from
the AFS MAIN MENU page.
The last fault presented occured first during the last flight (FAIL NO 01).

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Figure 1: Last Leg Report

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Previous Legs Report


The philosophy of the PREVIOUS LEGS REPORT is the same as the one described in ATA chapter 31 ("CFDS REPORT"), and additional information presented is identical to that presented in the LAST LEG REPORT.

Trouble Shooting Data


From the AFS/TROUBLE SHOOTING BITE SELECTION page generated by the
Fault Isolation and Detection System (FIDS) you can select the BITE that you wish
to examine.

FAC: Flight Augmentation Computer.


FG: Flight Guidance.
FM: Flight Management.
COM: Command side.
MON: Monitor side.

When the BITE has been selected, the Fault Isolation and Detection System
(FIDS) presents the content of the memories of this BITE starting by the most recent fault.
This content gives a CFDS level 3 information (engineering maintenance).
If other faults exist, they are accessible by pushing the NEXT PAGE key on the
MCDU.

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Figure 2: Previous Legs Report

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Fault Isolation Exercise

Here is an AFS fault detected by FAC1COM port.

Basically we have to start with an Last Leg Report.

Lets see the result of analysis in an example:

The way to reach more information (Trouble Shooting Datas) is described under
Last Leg Report.
Figure 3: Last Leg Report

Event 5

see Fig Event Number Table

COM (Lane)

6305, hexadecimal see Fig. Decoding Table

Snapshot datas

W1 - W5 (for engineering maintenance)

Figure 4: Event Number Table of FAC and FMGC

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Figure 5: Rudder Travel Limiting System Functional Diagram

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Ground Scan
Ground Report
The GROUND REPORT function enables the failures recorded in the ground area
of the FIDS memory to be displayed.
Two types of content can be displayed:
Normally, only the internal failures that occured on ground.
Or all internal and external failures found after selection of the PRESENT FAILURES SCAN function.
The content of this ground area is also erased during computer power up and engine start.

The ground area of the FIDS memory has the capacity to store the 3
most recent failures, the others being eliminated.
The option and the information displayed are similar to the LAST LEG
REPORT.

Present Failure Scan


The philosophy of the PRESENT FAILURE SCAN function is the same as the one
describe about GROUND SCANNING in ATA chapter 31 ("CFDS reports"), but results are presented in a different way (same as LAST LEG REPORT page).
The scan runs during 40 seconds, then the messages are displayed on the
GROUND REPORT page. A maximum of three failures, internal or external,
present at that time can be displayed.
Each processor (example: FMGC1 COM) can announce one failure only (the failure with the highest priority).
If 2 failures are present at same time No1 has to be solved first in order to announce No2 in a second PRESENT FAILURES SCAN report.
The PRESENT FAILURE SCAN function erases the ground contexts previously recorded, so it is highly recommended to display it by using first the
GROUND REPORT function.

Program
The three report options are not available for the operators. Only the manufacturer
can use them through an access code for development purposes.
The AFS/ PROGRAM page is independent from the ground scan function.

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Figure 6: Ground Scan

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Windshear Test

This test checks that the system transmits and presents:

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Visual and aural indications of the WINDSHEAR warning (red WINDSHEAR


legend displayed on PFDs and WINDSHEAR three times announcement generated by the FWC).
Messages to indicate the loss of the function (WINDSHEAR DET FAULT on
the upper ECAM display).

Figure 7: Windshear Test

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AFS Test

Land Test

An AFS TEST is performed:


to check an AFS Line Replaceable Unit before removal,
to check an AFS Line Replaceable Unit after installation,
to get trouble- shooting data (even if the test is OK).

The LAND TEST enables to test the availability of the LAND mode and equipment
required to obtain CAT 3.
There are several successive pages in which actions, checks and answers are requested from maintenance.

Figure 8: AFS Test

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Land Test Description and Operation
General
The purpose of this test is to check the capability of the involved systems to perform a CAT3 fail operational automatic landing. This test is available on the AFS
MENU page, obtained from the SYSTEM REPORT/ TEST page. This test checks
for possible category downgrading (CAT3 SINGLE, CAT2). By disengaging the
functions, the disconnections are tested with their associated warnings and category information on the Flight Mode Annunciator (FMA) of the Primary Flight Display (PFD). There are several successive pages in which actions, checks and
answers are requested from maintenance people. The principle is to trigger a
BITE analysis if the operator has pushed the line select key adjacent to the indication related to the fault detection and then to build a fault report and to display
it. If there is no fault detection, the test is finally declared "OK" at the last action.
The LAND TEST activation is possible without specific tools, on ground, engines
stopped, after selection on the MCDU of the line select key adjacent to the "LAND
TEST" indication. The LAND TEST can be stopped at any time, by pressing the
line select key adjacent to the "RETURN" indication. In that case, the TEST
CLOSE- UP page is displayed in order to end correctly the test before returning to
the AFS main menu.

Test OK
In this topic, the LAND TEST is presented, step by step, until the "TEST OK" page
is displayed. The "RETURN" option is always available by pressing the corresponding line select key. The actions, to be performed before starting the test, are
listed on the MCDU. The ADIRUs are set to NAV position on the ADIRS CDU. The
present position must be entered on the opposite MCDU. You must wait for the IR
alignment before starting the test. You have to confirm the start of the test. All the
thrust levers must be set to MCT detent. The APs must be disengaged by means
of the take- over and priority pushbutton switches located on the side sticks. The
FDs must be disengaged. The BLUE, GREEN and YELLOW hydraulic pressures
must be available. All FADEC ground power pushbuttons must be set to ON. CAUTION: Dont forget to set all FADEC ground power pushbuttons to OFF at the end
of this test. The Radio Management Panel (RMP) NAV switches must be set to
OFF position. The RAD NAV page must be displayed on the opposite MCDU. The
ILS frequency (109.9 MHz) and the ILS course (060) must be entered on the opposite MCDU. The STATUS page must be selected and displayed on the ECAM.

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AP1 and 2 pushbuttons, located on the FCU, must be set to ON to check the display of the landing categories. The information, displayed on the Flight Mode Annunciator (FMA) section of the MCDU, must be compared with the information that
is expected on the
FMA (PFD). If you answer "YES", the CAT3 DUAL display is checked. When
ELAC1 and FAC1 are no longer supplied, the "triple click" aural warning must be
generated. The information, displayed on the Flight Mode Annunciator (FMA) section of the MCDU, must be compared with the information that is expected on the
FMA (PFD). If you answer "YES", the CAT3 SINGLE display is checked. ELAC1
must be again supplied. ELAC1 must be supplied again and ELAC2 must be
switched off. The A/ THR must be disengaged by pressing the instinctive disconnect switches. The information, displayed on the Flight Mode Annunciator (FMA)
section of the MCDU, must be compared with the information that is expected on
the FMA (PFD). If you answer "YES", the CAT2 display is checked. AP must be
disengaged and the AUTOLAND warning lights flash and the "cavalry charge" aural warning is generated. The test is in progress for 20 seconds. When the test is
finished, the page "TEST OK" is displayed.

Anomaly Detection
When an anomaly is detected, a fault report is displayed.
To obtain details about this anomaly, you have to select the line select key corresponding to a class number.
A print of this trouble shooting data may be done by pressing the line select key
next to the "PRINT" indication.

In